Vehicle-mounted machine mounting structure

Abstract

This invention provides an in-vehicle equipment mounting structure that improves the ease of mounting in-vehicle equipment onto vehicles. [Solution] The rear differential 60 divides the power transmitted from the rear propeller shaft 30 to a pair of rear drive shafts 66. The second motor generator 50 applies power to the pair of rear drive shafts 66 via the rear differential 60. The rear differential 60 includes a rear differential ring gear 61 and a rear differential case 62. In an axial view of the rear drive shaft 66, the second inverter 93 and the rear differential ring gear 61 overlap. In a vertical view of the vehicle, the second inverter 93 and the rear differential ring gear 61 do not overlap. In a vertical view of the vehicle, the second inverter 93 and the rear differential case 62 overlap.

Description

Technical Field

[0001] The present invention relates to an on-vehicle device mounting structure. Background Art

[0002] Patent Document 1 discloses a vehicle including an engine, a propeller shaft, a motor, a differential device, and a pair of rear wheel drive shafts. The engine is arranged at a front position of the vehicle in the vehicle front-rear direction. The motor and the differential device are arranged at a rear position of the vehicle in the vehicle front-rear direction. The propeller shaft transmits driving force output from the engine to the differential device. The motor outputs driving force toward the differential device. The differential device distributes the power transmitted from the propeller shaft and the power input from the motor to the pair of rear wheel drive shafts. The motor and the differential device are housed in a differential carrier. Prior Art Literature Patent Literature

[0003] Patent Document 1 Japanese Unexamined Patent Publication No. 2005-231526 Summary of the Invention Problems to be Solved by the Invention

[0004] When an inverter that performs power conversion between a battery and a motor is arranged close to the motor, depending on the on-vehicle device mounting structure, the dimension of a unit constituted by the motor, the inverter, and the differential device in the vertical direction of the vehicle may increase. If the dimension of the unit in the vertical direction of the vehicle increases, there is a risk that the mountability of the unit on the vehicle is deteriorated. Means for Solving the Problems

[0005] An on-board equipment mounting structure for solving the above problems is an on-board equipment mounting structure mounted on a vehicle, comprising: a differential that divides the power transmitted from the propeller shaft to a pair of drive shafts; a motor that applies power to the pair of drive shafts via the differential; and an inverter that performs power conversion between battery cells housed in a battery pack and the motor. The differential has a differential case that houses a pair of side gears connected to each of the pair of drive shafts and a differential pinion that meshes with both of the pair of side gears, and a ring gear provided on the outer circumference of the differential case that receives power from the propeller shaft and the motor. The on-board equipment mounting structure is characterized in that, in a view in the axial direction of the drive shaft, the inverter and the ring gear overlap, and in a view in the vertical direction of the vehicle, the inverter and the ring gear do not overlap, and in a view in the vertical direction of the vehicle, the inverter and the differential case overlap. [Effects of the Invention]

[0006] According to the above-described in-vehicle equipment mounting structure, the vertical dimensions of the unit including the motor, differential, and inverter are suppressed, thereby improving the ease of mounting the in-vehicle equipment onto the vehicle. [Brief explanation of the drawing]

[0007] [Figure 1] Figure 1 is a schematic diagram showing the configuration of the drive system and electrical system of an electric vehicle according to one embodiment. [Figure 2] Figure 2 is a schematic diagram showing the on-board equipment mounting structure of the drive unit shown in Figure 1, viewed from above the vehicle. [Figure 3] Figure 3 is a schematic diagram showing the internal structure of the on-board equipment mounting system inside the drive unit shown in Figure 1. [Figure 4] Figure 4 is a cross-sectional view along line 4-4 shown in Figure 2. [Modes for carrying out the invention]

[0008] The following describes one embodiment of the in-vehicle equipment mounting structure with reference to Figures 1 to 4. In the following description, "front," "rear," "left," "right," "up," and "down" refer to the front, rear, left, right, up, and down as viewed from the perspective of an occupant facing forward in the vehicle. The left-right direction coincides with the vehicle width direction.

[0009] "Vehicle longitudinal direction" and "Vehicle vertical direction" refer to the directions when the onboard equipment is mounted on the vehicle. "Vehicle longitudinal direction" is the longitudinal direction of the vehicle. "Vehicle vertical direction" is the direction of the vertical line, i.e., the height direction. "Vehicle vertical view" refers to looking from the top to the bottom or from the bottom to the top in the vehicle's vertical direction. "Vehicle horizontal view" refers to looking in a direction parallel to the horizontal plane perpendicular to the vehicle's vertical direction.

[0010] Figure 1 schematically shows the configuration of the drive system and electrical system of the electric vehicle 10. The dashed lines in Figure 1 indicate the electrical connections. In Figure 1, the relative positions of the rear propeller shaft 30, hypoid pinion 31, second motor generator 50, reduction mechanism 40, and rear differential 60, which constitute part of the drive system of the electric vehicle 10, are not necessarily reflected. Similarly, the relative positions of the battery pack 90, first inverter 92, second inverter 93, first charging port 94, second charging port 95, onboard charger 96, and charging port 97, which constitute part of the electrical system of the electric vehicle 10, are not necessarily reflected.

[0011] As shown in Figure 1, the electric vehicle 10 is equipped with an engine 11, a first motor generator 13, and a second motor generator 50, which are power sources. The engine 11 is a power source located on the front wheel 28 side and is a well-known internal combustion engine. The electric vehicle 10 is equipped with a pair of left and right front wheels 28 and a pair of left and right rear wheels 67. The rear wheels 67 are the main drive wheels, which are driven wheels in both two-wheel drive and four-wheel drive modes. The front wheels 28 are the secondary drive wheels, which are driven wheels in two-wheel drive mode and drive wheels in four-wheel drive mode. The electric vehicle 10 is a four-wheel drive vehicle based on the FR (front engine, rear drive) system.

[0012] <Electrical system of electric vehicle 10> The electric vehicle 10 is equipped with a battery pack 90. ​​The battery pack 90 houses multiple battery cells 91 inside. In Figure 1, the multiple battery cells 91 arranged inside the battery pack 90 are shown together enclosed by a dashed line. The multiple battery cells 91 store the power supplied to the first motor generator 13 and the second motor generator 50. The first motor generator 13 and the second motor generator 50 function as motors MG, which are the power source of the electric vehicle 10. In other words, the multiple battery cells 91 store the power supplied to the motors MG, which are the power source of the electric vehicle 10.

[0013] The electric vehicle 10 is equipped with a first inverter 92 that performs power conversion between the battery cell 91 and the first motor generator 13. The electric vehicle 10 is also equipped with a second inverter 93 that performs power conversion between the battery cell 91 and the second motor generator 50. The second inverter 93 is located on top of the drive unit 100, which will be described later.

[0014] The first motor generator 13 and the second motor generator 50 are rotating electric machines having at least one prime mover function, which is a prime mover function that generates mechanical power from electric power, and a generator function that generates electric power from mechanical power. For example, the first motor generator 13 and the second motor generator 50 are three-phase synchronous motors.

[0015] The first motor generator 13 comprises a stator 14, a rotor 15, and a rotating shaft 16. The stator 14 is fixed to the electric vehicle 10 in a non-rotatable manner. The rotor 15 is rotatable relative to the stator 14. The rotating shaft 16 is fixed to the rotor 15; that is, the rotating shaft 16 rotates together with the rotor 15. The rotating shaft 16 extends in the longitudinal direction of the vehicle.

[0016] The second motor generator 50 comprises a stator 51, a rotor 52, and an output shaft 53. The stator 51 is fixed to the electric vehicle 10 in a non-rotatable manner. For example, the stator 51 is fixed to a housing 70, which will be described later. The rotor 52 is rotatable relative to the stator 51. The output shaft 53 is fixed to the rotor 52. That is, the output shaft 53 rotates together with the rotor 52. The output shaft 53 extends in the vehicle width direction. An output gear 54 is fixed to the output shaft 53. That is, the output gear 54 rotates together with the output shaft 53.

[0017] The first inverter 92 and the second inverter 93 are, for example, circuit boards with switching elements mounted on them. The first inverter 92 and the second inverter 93 are well-known power supply circuits that convert DC to AC and AC to DC.

[0018] The electric vehicle 10 is equipped with a charging port 97 that can be connected to an external power source in order to charge the battery cells 91 with power supplied from an external power source. In other words, the electric vehicle 10 is a plug-in hybrid vehicle.

[0019] The charging port 97 is provided with a first charging inlet 94 and a second charging inlet 95 serving as charging inlets for connecting a connector of an external power source. The first charging inlet 94 is a charging inlet used for rapid charging performed using a DC high-voltage power source such as 50 kW. The second charging inlet 95 is a charging inlet used for normal charging performed using an AC power source such as 100 V or 200 V. The electric vehicle 10 is connected to an external power source by connecting the connector of the external power source to the charging inlet.

[0020] The first charging inlet 94 is electrically connected to the battery pack 90. A DC power source is connected to the first charging inlet 94. DC power input from the DC power source connected to the first charging inlet 94 is supplied to the battery cells 91.

[0021] The second charging inlet 95 is electrically connected to the on-board charger 96. The on-board charger 96 is electrically connected to the battery pack 90. The on-board charger 96 charges the battery cells 91 by converting AC power input from the AC power source connected to the second charging inlet 95 into DC power, and then outputting the converted DC power toward the battery cells 91.

[0022] The electric vehicle 10 includes a cooling device 98. The cooling device 98 and the second inverter 93 are connected by a first pipe 111. The cooling device 98 and the battery pack 90 are connected by a second pipe 112.

[0023] Cooling water flows through the first pipe 111 and the second pipe 112. Antifreeze may flow through the first pipe 111 and the second pipe 112. The cooling device 98 cools the cooling water flowing through the first pipe 111 and the second pipe 112 by heat exchange. The second inverter 93 is cooled by heat exchange with the cooling water flowing through the first pipe 111. The plurality of battery cells 91 are cooled by heat exchange with the cooling water flowing through the second pipe 112. That is, the cooling device 98 is configured to cool the plurality of battery cells 91 accommodated in the battery pack 90 and the second inverter 93.

[0024] <Drive system of electric vehicle 10> The crankshaft 12 of the engine 11 is connected to the front of the rotation axis 16 of the first motor generator 13 in the vehicle longitudinal direction via a clutch mechanism 17 enclosed by a dashed line.

[0025] The clutch mechanism 17 is a mechanism that adjusts the amount of torque transmitted between the crankshaft 12 and the rotating shaft 16 of the first motor generator 13. When the clutch mechanism 17 is engaged, the crankshaft 12 and the rotating shaft 16 of the first motor generator 13 are connected. On the other hand, when the clutch mechanism 17 is disengaged, the connection between the crankshaft 12 and the rotating shaft 16 of the first motor generator 13 is released.

[0026] The rear of the rotation shaft 16 of the first motor generator 13 in the vehicle's longitudinal direction is connected to the input shaft of the transmission 18. The transmission 18 has a well-known configuration. The output shaft of the transmission 18 is connected to the input shaft of the transfer case 19.

[0027] The transfer case 19 is a well-known front and rear wheel power distribution device that either distributes all of the rotational power of the engine 11 or the first motor generator 13 to the rear wheels 67, or distributes the rotational power of the engine 11 or the first motor generator 13 to the front wheels 28 and the rear wheels 67, respectively.

[0028] <Power transmission path between transfer case 19 and front wheel 28> The electric vehicle 10 includes, in order from the transfer case 19 side, a front propeller shaft 20, a front differential 21, and a pair of front drive shafts 27 in the power transmission path between the transfer case 19 and the front wheels 28. These are well-known configurations.

[0029] The front propeller shaft 20 is a rotating member that transmits rotational power from the engine 11 or the first motor generator 13 to the front wheels 28. The transfer case 19 is equipped with a clutch mechanism that adjusts the amount of torque transmitted between the transfer case 19 and the front propeller shaft 20. When this clutch mechanism is disengaged, the electric vehicle 10 is capable of two-wheel drive. When this clutch mechanism is engaged, the electric vehicle 10 is capable of four-wheel drive.

[0030] The front differential 21 includes a front differential ring gear 22 and a front differential case 23. The front differential ring gear 22 is located on the outer circumference of the front differential case 23. The front differential ring gear 22 meshes with a pinion gear located at the front end of the front drive shaft 27. Inside the front differential case 23 are a front differential pinion shaft 24, a pair of front differential pinion gears 25, and a pair of front differential side gears 26. The pair of front differential pinion gears 25 and the pair of front differential side gears 26 are, for example, bevel gears.

[0031] The front differential pinion shaft 24 is fixed inside the front differential case 23. A pair of front differential pinion gears 25 pass through the front differential pinion shaft 24. Each of the pair of front differential pinion gears 25 meshes with both of the pair of front differential side gears 26. The right front differential side gear 26 is connected to the right front drive shaft 27. The left front differential side gear 26 is connected to the left front drive shaft 27.

[0032] The right front drive shaft 27 is a rotating member that connects the right front differential side gear 26 to the right front wheel 28. The left front drive shaft 27 is a rotating member that connects the left front differential side gear 26 to the left front wheel 28.

[0033] <Power transmission path between transfer case 19 and rear wheel 67> The electric vehicle 10 is equipped with a power transmission path between the transfer case 19 and the rear wheels 67, in the order of the transfer case 19 side, a rear propeller shaft 30, a drive unit 100, and a pair of rear drive shafts 66.

[0034] The rear propeller shaft 30 is a propeller shaft that transmits rotational power output from the engine 11 to the rear of the vehicle in the longitudinal direction. A hypoid pinion 31 is provided at the rear end of the rear propeller shaft 30 in the longitudinal direction of the vehicle. The hypoid pinion 31 is fixed to the rear propeller shaft 30 so as not to rotate relative to it. The hypoid pinion 31 is a frustoconical gear.

[0035] The drive unit 100 houses the rear portion of the rear propeller shaft 30, a hypoid pinion 31, a reduction mechanism 40, and a second motor generator 50 within a housing 70 fixed to the vehicle body. The drive unit 100 also houses the rear differential 60. The rear differential 60 is a differential gear. The rear differential 60 has a rear differential ring gear 61 and a rear differential case 62. The rear differential ring gear 61 is provided on the outer circumference of the rear differential case 62.

[0036] The reduction gear 40 transmits the rotational power output from the second motor generator 50 and the rotational power transmitted from the rear propeller shaft 30 to the rear differential 60. In other words, the second motor generator 50 applies power to the pair of rear drive shafts 66 via the rear differential 60. The rear differential 60 divides the power transmitted from the rear propeller shaft 30 among the pair of rear drive shafts 66.

[0037] The drive unit 100 includes a second motor generator 50, a reduction mechanism 40, a rear differential 60, and a second inverter 93. In other words, the drive unit 100 is a unit composed of a motor MG, a reduction mechanism 40, a differential, and an inverter.

[0038] The reduction mechanism 40 comprises a rotating shaft 44 extending in the vehicle width direction, a first reduction gear 41, a second reduction gear 42, and a third reduction gear 43. The first reduction gear 41, the second reduction gear 42, and the third reduction gear 43 are fixed to the rotating shaft 44 so as not to rotate relative to each other. The third reduction gear 43 is positioned between the first reduction gear 41 and the second reduction gear 42.

[0039] The first reduction gear 41 is a hypoid gear that meshes with a hypoid pinion 31 located at the rear end of the rear propeller shaft 30. The first reduction gear 41 is a frustoconical gear. The second reduction gear 42 meshes with an output gear 54 fixed to the output shaft 53 of the second motor generator 50. The third reduction gear 43 meshes with the rear differential ring gear 61.

[0040] In other words, power is transmitted to the rear differential ring gear 61 from the rear propeller shaft 30 and the second motor generator 50. Because the first reduction gear 41 is fixed to the rotating shaft 44, the rotation of the rear propeller shaft 30 is transmitted to the rotating shaft 44 via the first reduction gear 41. Because the second reduction gear 42 is fixed to the rotating shaft 44, the rotation of the output shaft 53 is transmitted to the rotating shaft 44 via the second reduction gear 42. Because the third reduction gear 43 is fixed to the rotating shaft 44, the rotation of the rotating shaft 44 is transmitted to the rear differential ring gear 61. In other words, because the third reduction gear 43 is fixed to the rotating shaft 44, the rotation of the rotating shaft 44 is transmitted to the differential.

[0041] The rear differential case 62 houses a rear differential pinion shaft 63, a pair of rear differential pinion gears 64, and a pair of rear differential side gears 65. The pair of rear differential pinion gears 64 and the pair of rear differential side gears 65 are, for example, bevel gears.

[0042] The rear differential pinion shaft 63 is fixed inside the rear differential case 62. A pair of rear differential pinion gears 64 pass through the rear differential pinion shaft 63. Each pair of rear differential pinion gears 64 meshes with both of the pair of rear differential side gears 65. The right rear differential side gear 65 is connected to the right rear drive shaft 66. The left rear differential side gear 65 is connected to the left rear drive shaft 66.

[0043] The right rear drive shaft 66 is a rotating member that connects the right rear differential side gear 65 to the right rear wheel 67. The left rear drive shaft 66 is a rotating member that connects the left rear differential side gear 65 to the left rear wheel 67.

[0044] <Configuration of the drive unit 100> Figure 2 schematically shows the on-board equipment mounting structure of the drive unit 100 as viewed from above the vehicle. As shown in Figure 2, the housing 70 of the drive unit 100 has a through hole 71 on its front surface. The rear propeller shaft 30 is inserted through the through hole 71. The gap between the rear propeller shaft 30 and the through hole 71 is sealed by an oil seal 103.

[0045] The housing 70 has a through hole 72 on the left side of the vehicle. The left rear drive shaft 66 is inserted through the through hole 72. The gap between the left rear drive shaft 66 and the through hole 72 is sealed by an oil seal 104.

[0046] The housing 70 has a through hole 73 on the right side of the vehicle. The right rear drive shaft 66 is inserted through the through hole 73. The gap between the right rear drive shaft 66 and the through hole 73 is sealed by an oil seal 105.

[0047] Figure 4 is a cross-sectional view along line 4-4 shown in Figure 2. Figure 4 schematically shows the internal structure of the drive unit 100, the cooling unit 98, and the battery pack 90 in a side view of the vehicle, viewed from the left side.

[0048] As shown in Figure 4, in the drive unit 100, the second inverter 93 is positioned above the reduction mechanism 40 and the rear drive shaft 66 in the vehicle's vertical direction. The cooling unit 98 is positioned above the second inverter 93 in the vehicle's vertical direction. The battery pack 90 is positioned above the drive unit 100 in the vehicle's vertical direction.

[0049] As shown in Figures 2 and 4, the drive unit 100 has a first part 101 and a second part 102. The first part 101 and the second part 102 protrude upward toward the vehicle. The rear differential ring gear 61 is housed in the first part 101. The second motor generator 50 is housed in the second part 102.

[0050] As shown in Figure 2, the second inverter 93 and the first part 101 do not overlap in the vehicle's vertical view. In other words, the second inverter 93 and the rear differential ring gear 61 do not overlap in the vehicle's vertical view.

[0051] Figure 3 is a cross-sectional view along line 3-3 shown in Figure 4. Figure 3 schematically shows the on-board equipment mounting structure inside the drive unit 100. Figure 3 shows a cross-section of the housing 70. The components housed in the housing 70 are shown by solid lines. In Figure 3, the position of the second inverter 93, located above, is shown by a dashed line.

[0052] As shown in Figure 3, the second inverter 93 is positioned above the rear differential 60 in the vehicle's vertical direction. In a view in the vehicle's vertical direction, the second inverter 93 and the rear differential case 62 overlap.

[0053] The second inverter 93 is positioned above the first reduction gear 41 and the rotating shaft 44 in the vehicle's vertical direction. In other words, the second inverter 93 is positioned above the reduction mechanism 40 in the vehicle's vertical direction. In a vehicle's vertical view, the second inverter 93 overlaps with the first reduction gear 41 and the rotating shaft 44. That is, in a vehicle's vertical view, the second inverter 93 and the reduction mechanism 40 overlap.

[0054] The second inverter 93 is positioned above the output shaft 53 of the second motor generator 50 in the vehicle's vertical direction. The output shaft 53 is a power transmission component that transmits the rotational power of the second motor generator 50 to the rear differential 60.

[0055] In a view of the vehicle in the vertical direction, the second inverter 93 and the output shaft 53 overlap. In other words, in a view of the vehicle in the vertical direction, the second inverter 93 and the power transmission components that transmit the rotational power of the second motor generator 50 to the rear differential 60 overlap.

[0056] The second motor generator 50, the reduction mechanism 40, and the rear differential 60 are arranged from the front of the vehicle in the order of the second motor generator 50, the reduction mechanism 40, and the rear differential 60.

[0057] The second reduction gear 42 has a larger diameter than the output gear 54. The rear differential ring gear 61 has a larger diameter than the third reduction gear 43. Thus, the reduction mechanism 40 is set so that the rotational speed of the rear differential ring gear 61 is slower than the rotational speed of the output gear 54.

[0058] As shown in Figure 4, the output shaft 53 of the second motor generator 50 is positioned above the rear propeller shaft 30 in the vehicle's vertical direction. As shown in Figure 4, the second inverter 93 and the rear differential ring gear 61 overlap in the axial view of the rear drive shaft 66. The axial view of the rear drive shaft 66 is the axial view of the drive shaft. In other words, the second inverter 93 and the rear differential ring gear 61 overlap in the axial view of the drive shaft.

[0059] As shown in Figure 4, the second inverter 93 and the second motor generator 50 overlap in the view of the second motor generator 50 in the rotational axis direction. The view of the second motor generator 50 in the rotational axis direction is the same as the view of the motor MG in the rotational axis direction. In other words, the second inverter 93 and the second motor generator 50 overlap in the view of the motor MG in the rotational axis direction.

[0060] As shown in Figure 4, the uppermost part 50H of the second motor generator 50 in the vehicle's vertical direction is located above the output shaft 53. As shown in Figure 3, in a view of the vehicle in the vertical direction, the second inverter 93 and the second motor generator 50 do not overlap at the location of the uppermost part 50H. Therefore, in a view of the vehicle in the vertical direction, the second inverter 93 and the uppermost part 50H of the second motor generator 50 do not overlap.

[0061] As shown in Figure 3, among the first reduction gear 41, the second reduction gear 42, and the third reduction gear 43, the second reduction gear 42 is the largest in diameter. Therefore, the uppermost part 42H of the second reduction gear 42 in the vehicle's vertical direction, as shown in Figure 4, is the uppermost part 40H of the reduction mechanism 40 in the vehicle's vertical direction. The lowermost part 42L of the second reduction gear 42 in the vehicle's vertical direction is the lowermost part 40L of the reduction mechanism 40 in the vehicle's vertical direction.

[0062] As shown in Figure 4, in a side view of the vehicle, the uppermost part 42H of the second reduction gear 42 in the vehicle's vertical direction is lower than the uppermost part 61H of the rear differential ring gear 61 in the vehicle's vertical direction. In other words, in a side view of the vehicle, the uppermost part 40H of the reduction mechanism 40 in the vehicle's vertical direction is lower than the uppermost part 61H of the rear differential ring gear 61 in the vehicle's vertical direction.

[0063] In a side view of the vehicle, the lowest point 42L of the second reduction gear 42 in the vehicle's vertical direction is higher than the lowest point 61L of the rear differential ring gear 61 in the vehicle's vertical direction. In other words, in a side view of the vehicle, the lowest point 40L of the reduction mechanism 40 in the vehicle's vertical direction is higher than the lowest point 61L of the rear differential ring gear 61 in the vehicle's vertical direction.

[0064] In a horizontal view of the vehicle, the uppermost part 93H of the second inverter 93 in the vehicle's vertical direction is lower than the uppermost part 61H of the rear differential ring gear 61 in the vehicle's vertical direction. In a horizontal view of the vehicle, the uppermost part 93H of the second inverter 93 in the vehicle's vertical direction is lower than the uppermost part 50H of the second motor generator 50 in the vehicle's vertical direction.

[0065] <Operation of this embodiment> As shown in Figure 3, the rear differential ring gear 61 is located on the outer circumference of the rear differential case 62. Therefore, the vertical dimension of the rear differential ring gear 61 is larger than the vertical dimension of the rear differential case 62. In the drive unit 100, the second inverter 93 and the rear differential ring gear 61 do not overlap in the vertical view of the vehicle, but the second inverter 93 and the rear differential case 62 do overlap. As a result, as shown in Figure 4, the second inverter 93 is positioned at a height where it overlaps with the rear differential ring gear 61 in the axial view of the drive shaft. The above vehicle equipment mounting structure allows the vertical dimension of the drive unit 100 to be shortened compared to a structure in which the second inverter 93 and the rear differential ring gear 61 do not overlap in the axial view of the drive shaft.

[0066] <Effects of this embodiment> (1) According to the above vehicle equipment mounting structure, the vertical dimensions of the drive unit 100, which includes the second motor generator 50, the rear differential 60, and the second inverter 93, are suppressed, thereby improving the mountability of the vehicle equipment to the vehicle.

[0067] (2) As shown in Figure 3, the output shaft 53 is positioned above the rear propeller shaft 30 in the vehicle's vertical direction. The output shaft 53 is a power transmission component that transmits the rotational power of the second motor generator 50 to the rear differential 60.

[0068] As shown in Figure 4, in a view of the second motor generator 50 in the rotational axis direction, the second inverter 93 and the second motor generator 50 overlap. As shown in Figure 3, in a view in the vertical direction of the vehicle, the second inverter 93 and the uppermost part 50H of the second motor generator 50 in the vertical direction of the vehicle do not overlap. In a view in the vertical direction of the vehicle, the second inverter 93 and the output shaft 53, which is a power transmission component, overlap.

[0069] In a view of the vehicle in the vertical direction, the second motor generator 50 is positioned to overlap with the rear differential case 62 and the output shaft 53, which is the power transmission path. According to the above-described on-board equipment mounting structure, the second inverter 93 is positioned to avoid the position where the vertical dimension of the second motor generator 50 is maximum.

[0070] As shown in Figure 4, in the drive unit 100, the second inverter 93 is positioned at a height where it overlaps with the second motor generator 50 in a view along the rotation axis of the second motor generator 50. Compared to a structure in which the second inverter 93 and the second motor generator 50 do not overlap in a view along the rotation axis of the second motor generator 50, the above-described onboard equipment mounting structure can shorten the vertical dimensions of the drive unit 100 in the vehicle direction. According to the above-described onboard equipment mounting structure, it is easier to suppress the vertical dimensions of the drive unit 100, including the second motor generator 50, the rear differential 60, and the second inverter 93, in the vehicle direction. Therefore, the mountability of the onboard equipment on the vehicle is improved.

[0071] (3) The electric vehicle 10 is equipped with a reduction mechanism 40. The reduction mechanism 40 transmits the rotational power output from the second motor generator 50 and the rotational power transmitted from the rear propeller shaft 30 to the rear differential 60. As shown in Figure 3, the second motor generator 50, the reduction mechanism 40, and the rear differential 60 are arranged in the order of second motor generator 50, reduction mechanism 40, and rear differential 60 from the front of the vehicle.

[0072] As shown in Figure 4, in a side view of the vehicle, the uppermost part 40H of the reduction mechanism 40 in the vehicle's vertical direction is lower than the uppermost part 61H of the rear differential ring gear 61 in the vehicle's vertical direction. The lowermost part 40L of the reduction mechanism 40 in the vehicle's vertical direction is higher than the lowermost part 61L of the rear differential ring gear 61 in the vehicle's vertical direction. As shown in Figure 3, in a view of the vehicle's vertical direction, the second inverter 93 is positioned to overlap with the reduction mechanism 40. That is, the second inverter 93 is positioned in the space above the reduction mechanism 40, which has a smaller vertical dimension than the rear differential ring gear 61. According to the above vehicle-mounted equipment structure, the vertical dimension of the drive unit 100 in the vehicle's vertical direction is easily suppressed. Therefore, the mountability of the vehicle-mounted equipment is improved.

[0073] (4) As shown in Figure 4, in a horizontal view of the vehicle, the uppermost part 93H of the second inverter 93 is lower than the uppermost part 61H of the rear differential ring gear 61. Therefore, the drive unit 100 has a smaller vertical dimension compared to another unit in which the height of the drive unit 100 and the uppermost part 61H of the rear differential ring gear 61 are the same, and the uppermost part 93H of the second inverter 93 is higher than the uppermost part 61H of the rear differential ring gear 61. With the above vehicle-mounted equipment structure, the vertical dimension of the drive unit 100 is suppressed, which improves the mountability of the vehicle-mounted equipment.

[0074] (5) As shown in Figure 4, in a horizontal view of the vehicle, the uppermost part 93H of the second inverter 93 is lower than the uppermost part 50H of the second motor generator 50. Therefore, the drive unit 100 has a smaller vertical dimension compared to another unit in which the height of the drive unit 100 and the uppermost part 50H of the second motor generator 50 are the same, and the uppermost part 93H of the second inverter 93 is higher than the uppermost part 50H of the second motor generator 50. With the above vehicle-mounted equipment structure, the vertical dimension of the drive unit 100 is suppressed, which improves the mountability of the vehicle-mounted equipment.

[0075] (6) As shown in Figure 4, the battery pack 90 is positioned above the second inverter 93 in the vehicle's vertical direction. With the above-described onboard equipment mounting structure, the dimensions of the drive unit 100 in the vehicle's vertical direction can be reduced, so the interior space above the drive unit 100 can be used to accommodate the battery pack 90.

[0076] (7) The electric vehicle 10 is equipped with a cooling device 98 for cooling the second inverter 93. As shown in Figure 4, the cooling device 98 is positioned above the second inverter 93 in the vehicle's vertical direction. According to the above-described onboard equipment mounting structure, the cooling device 98 that cools the second inverter 93 is positioned in the vicinity of the second inverter 93. Therefore, the first piping 111 connecting the second inverter 93 and the cooling device 98 can be kept short. According to the above-described onboard equipment mounting structure, the second inverter 93 can be efficiently cooled by the cooling device 98.

[0077] (8) The cooling device 98 is configured to also cool the battery cell 91. As shown in Figure 4, the cooling device 98 is positioned above the second inverter 93 in the vehicle's vertical direction. The battery pack 90 is positioned above the cooling device 98 in the vehicle's vertical direction. According to the above vehicle-mounted equipment structure, the cooling device 98, which cools the second inverter 93 and the battery cells 91, is positioned near the second inverter 93 and the battery pack 90. ​​Therefore, the first pipe 111 connecting the second inverter 93 and the cooling device 98 and the second pipe 112 connecting the battery pack 90 and the cooling device 98 can be kept short. According to the above vehicle-mounted equipment structure, the cooling device 98 can efficiently cool the second inverter 93 and the battery cells 91.

[0078] <Example of changes> This embodiment can be implemented with the following modifications. This embodiment and the following modifications to this embodiment can be combined with each other to the extent that they do not contradict each other technically.

[0079] If all of the following requirements (1), (2), and (3) are met, the power transmission components that transmit the rotational power of the second motor generator 50 to the rear differential 60 may be located below the rear propeller shaft 30 in the vehicle's vertical direction. For example, the output shaft 53 of the second motor generator 50 may be located below the rear propeller shaft 30 in the vehicle's vertical direction.

[0080] Requirement (1): In an axial view of the rear drive shaft 66, the second inverter 93 and the rear differential ring gear 61 overlap. Requirement (2): In a view of the vehicle in the vertical direction, the second inverter 93 and the rear differential ring gear 61 do not overlap.

[0081] Requirement (3): In a view of the vehicle in the vertical direction, the second inverter 93 and the rear differential case 62 overlap. If all of the above requirements (1), (2), and (3) are met, the second inverter 93 and the second motor generator 50 do not need to overlap in the rotational axis view of the second motor generator 50.

[0082] If all of the above requirements (1), (2), and (3) are met, the second inverter 93 and the output shaft 53 of the second motor generator 50 do not need to overlap in the vehicle's vertical view.

[0083] If all of the above requirements (1), (2), and (3) are met, the second inverter 93 and the uppermost part 50H of the second motor generator 50 in the vehicle's vertical direction may overlap when viewed from above.

[0084] If all of the above requirements (1), (2), and (3) are met, the second inverter 93 and the reduction mechanism 40 do not need to overlap when viewed from above or below the vehicle.

[0085] If all of the above requirements (1), (2), and (3) are met, the second inverter 93 may be located below the rear differential 60 in the vehicle's vertical direction.

[0086] If all of the above requirements (1), (2), and (3) are met, and the second inverter 93 is located above the rear differential 60 in the vertical direction of the vehicle, then in a horizontal view of the vehicle, the uppermost part 93H of the second inverter 93 may be higher than the uppermost part 61H of the rear differential ring gear 61.

[0087] If all of the above requirements (1), (2), and (3) are met, and the second inverter 93 is located above the rear differential 60 in the vertical direction of the vehicle, then in a horizontal view of the vehicle, the uppermost part 93H of the second inverter 93 may be higher than the uppermost part 50H of the second motor generator 50.

[0088] The cooling device 98 does not necessarily have to be located above the second inverter 93 in the vehicle's vertical direction. For example, the cooling device 98 may be located below the drive unit 100 in the vehicle's vertical direction.

[0089] The battery pack 90 does not necessarily have to be positioned above the cooling system 98 in the vehicle's vertical direction. For example, the battery pack 90 may be positioned below the cooling system 98 in the vehicle's vertical direction.

[0090] The battery pack 90 does not have to be positioned above the second inverter 93 in the vehicle's vertical direction. For example, the battery pack 90 may be positioned below the second inverter 93 in the vehicle's vertical direction.

[0091] The battery cell 91 and the second inverter 93 may each be cooled by two different cooling devices. The second motor generator 50, the reduction mechanism 40, and the rear differential 60 do not necessarily have to be arranged in the order of second motor generator 50, reduction mechanism 40, and rear differential 60 from the front of the vehicle. For example, the second motor generator 50, the reduction mechanism 40, and the rear differential 60 may be arranged in the order of rear differential 60, reduction mechanism 40, and second motor generator 50 from the front of the vehicle.

[0092] <Note> The technical concepts that can be understood from the above embodiments and modified examples are described below. [Note 1] An on-board equipment mounting structure for a vehicle comprising: a differential that divides power transmitted from a propeller shaft to a pair of drive shafts; a motor that applies power to the pair of drive shafts via the differential; and an inverter that performs power conversion between battery cells housed in a battery pack and the motor, wherein the differential has a differential case that houses a pair of side gears connected to each of the pair of drive shafts and a differential pinion that meshes with both of the pair of side gears, and a ring gear provided on the outer circumference of the differential case that receives power from the propeller shaft and the motor, and the on-board equipment mounting structure is characterized in that, in a view in the axial direction of the drive shaft, the inverter and the ring gear overlap, and in a view in the vertical direction of the vehicle, the inverter and the ring gear do not overlap, and furthermore, in a view in the vertical direction of the vehicle, the inverter and the differential case overlap.

[0093] [Note 2] The vehicle-mounted equipment structure according to Note 1, characterized in that a power transmission component for transmitting the rotational power of the motor to the differential is arranged above the propeller shaft in the vehicle's vertical direction, the inverter and the motor overlap in a view along the motor's rotation axis, the inverter and the power transmission component overlap in a view along the vehicle's vertical direction, and furthermore, the uppermost parts of the inverter and the motor in the vehicle's vertical direction do not overlap in a view along the vehicle's vertical direction.

[0094] [Note 3] An in-vehicle equipment mounting structure according to Note 1 or Note 2, characterized in that it comprises a reduction mechanism that transmits rotational power output from the motor and rotational power transmitted from the propeller shaft to the differential, the motor, the reduction mechanism and the differential are arranged in the order of motor, reduction mechanism and differential from the front of the vehicle, in a side view of the vehicle, the uppermost part of the reduction mechanism in the vehicle vertical direction is lower than the uppermost part of the ring gear in the vehicle vertical direction, and the lowermost part of the reduction mechanism in the vehicle vertical direction is higher than the lowermost part of the ring gear in the vehicle vertical direction, and the inverter is arranged to overlap with the reduction mechanism in a view of the vehicle vertical direction.

[0095] [Note 4] The on-board equipment mounting structure according to any one of Notes 1 to 3, wherein, in a horizontal view of the vehicle, the inverter is positioned above the differential in the vertical direction of the vehicle. [Note 5] The vehicle-mounted equipment structure according to any one of Notes 1 to 4, characterized in that, in a horizontal view of the vehicle, the uppermost part of the inverter is located lower than the uppermost part of the ring gear.

[0096] [Note 6] The vehicle-mounted equipment structure according to any one of Notes 1 to 5, characterized in that, in a horizontal view of the vehicle, the uppermost part of the inverter is located lower than the uppermost part of the motor.

[0097] [Note 7] The vehicle equipment mounting structure according to any one of Notes 1 to 6, wherein the battery pack is disposed above the inverter in the vertical direction of the vehicle. [Note 8] An in-vehicle equipment mounting structure according to any one of Notes 1 to 7, comprising a cooling device for cooling the inverter, wherein the cooling device is positioned above the inverter in the vehicle's vertical direction.

[0098] [Note 9] The vehicle-mounted equipment structure according to Note 8, wherein the cooling device is configured to cool the battery cells, the cooling device is located above the inverter in the vehicle's vertical direction, and the battery pack is located above the cooling device in the vehicle's vertical direction. [Explanation of Symbols]

[0099] MG...motor 40...Reduction mechanism 40H... The uppermost part of the reduction mechanism in the vehicle's vertical direction. 40L…Lowest point in the vehicle's vertical direction within the reduction mechanism. 42H... Uppermost point of the second reduction gear in the vehicle's vertical direction. 42L…Lowest point in the vehicle's vertical direction relative to the second reduction gear. 50…Second motor generator 50H…The uppermost point of the second motor generator in the vehicle's vertical direction. 61... Rear differential ring gear 61H... The uppermost part of the rear differential ring gear in the vehicle's vertical direction. 61L...Lowest point of the rear differential ring gear in the vehicle's vertical direction. 93... Second Inverter 93H... The uppermost part of the second inverter in the vehicle's vertical direction. 90...Battery pack 91... Battery cell 98…Cooling device

Claims

1. A differential that divides the power transmitted from the propeller shaft into a pair of drive shafts, A motor that applies power to the pair of drive shafts via the differential, An inverter that performs power conversion between the battery cells housed in the battery pack and the motor, An in-vehicle equipment mounting structure for mounting on a vehicle, The differential device is The differential case houses a pair of side gears connected to each of the pair of drive shafts and a differential pinion that meshes with both of the pair of side gears, and a ring gear provided on the outer circumference of the differential case, which receives power from the propeller shaft and the motor. The above-mentioned in-vehicle equipment mounting structure is, In an axial view of the drive shaft, the inverter and the ring gear overlap, and in a vertical view of the vehicle, the inverter and the ring gear do not overlap, and in a vertical view of the vehicle, the inverter and the differential case overlap. Structure for mounting in-vehicle equipment.

2. A power transmission component that transmits the rotational power of the motor to the differential is positioned above the propeller shaft in the vehicle's vertical direction, In a view of the motor's rotation axis, the inverter and the motor overlap, and in a view of the vehicle's vertical direction, the inverter and the power transmission component overlap, and in a view of the vehicle's vertical direction, the inverter and the uppermost part of the motor in the vehicle's vertical direction do not overlap. The vehicle equipment mounting structure according to claim 1.

3. The differential unit is equipped with a reduction mechanism that transmits the rotational power output from the motor and the rotational power transmitted from the propeller shaft to the differential unit. The motor, the reduction mechanism, and the differential are arranged in the order of the motor, the reduction mechanism, and the differential from the front of the vehicle. In a side view of the vehicle, the uppermost part of the reduction mechanism in the vehicle's vertical direction is lower than the uppermost part of the ring gear in the vehicle's vertical direction, and the lowermost part of the reduction mechanism in the vehicle's vertical direction is higher than the lowermost part of the ring gear in the vehicle's vertical direction. In a view of the vehicle in the vertical direction, the inverter is arranged to overlap with the reduction mechanism. The vehicle equipment mounting structure according to claim 1.

4. In a horizontal view of the vehicle, the inverter is positioned above the differential in the vertical direction of the vehicle. An in-vehicle equipment mounting structure according to any one of claims 1 to 3.

5. In a horizontal view of the vehicle, the uppermost part of the inverter in the vertical direction of the vehicle is lower than the uppermost part of the ring gear in the vertical direction of the vehicle. The vehicle equipment mounting structure according to claim 4.

6. In a horizontal view of the vehicle, the uppermost part of the inverter in the vertical direction of the vehicle is positioned lower than the uppermost part of the motor in the vertical direction of the vehicle. The vehicle equipment mounting structure according to claim 4.

7. The battery pack is positioned above the inverter in the vehicle's vertical direction. The vehicle equipment mounting structure according to claim 4.

8. The inverter is equipped with a cooling device for cooling the inverter, The cooling device is positioned above the inverter in the vehicle's vertical direction. The vehicle equipment mounting structure according to claim 4.

9. The cooling device is configured to cool the battery cell, The cooling device is positioned above the inverter in the vehicle's vertical direction, and the battery pack is positioned above the cooling device in the vehicle's vertical direction. The vehicle equipment mounting structure according to claim 8.

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