Vehicle power unit mount structure

Abstract

To improve load resistance performance at the time of vehicle collision of a power unit mount structure.SOLUTION: A vehicular power unit mount structure is equipped with a power unit P that is disposed in a power unit room 2 provided at a vehicle front part, and has a rotary shaft, a front sub frame 34 that is supported by a vehicle body on both sides in a vehicle width direction, and a mount member 40 that is fastened to a center part in the vehicle width direction of the power unit at one end and is fastened to a center part in the vehicle width direction of the front sub frame at the other end. The mount member is attached to the power unit through an attaching bracket 20, and the attaching bracket has a first attaching portion 21, a second attaching portion 22, and a third attaching portion 23 to be attached to the power unit. Any two of the first attaching portion, the second attaching portion, and the third attaching portion are aligned in a vehicle fore-and-aft direction.SELECTED DRAWING: Figure 5

Description

[Technical Field]

[0001] The technology disclosed herein belongs to the technical field of vehicle power unit mounting structures. [Background technology]

[0002] Conventionally, there has been known a structure in which a power unit including an engine body, a reduction gear, etc. is mounted and supported via a bracket on a subframe extending in the vehicle width direction. For example, Patent Document 1 discloses a structure in which the side end of a transmission case that houses the engine body, a transmission, and an actuator is fastened to a bracket at two fixing portions that are spaced apart in the vehicle fore-and-aft direction. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2002-200924 Summary of the Invention [Problem to be solved by the invention]

[0004] When a vehicle collides from the front, the inertia of the collision applies a load that throws the power unit, which includes the engine body, reduction gear, etc., forward. Therefore, the mounting structure that secures the power unit needs to be able to withstand the load during a collision.

[0005] A structure in which the power unit is fastened to the subframe at two fixed points spaced apart in the front and rear, as in Patent Document 1, is effective in regulating vibration, but there is a concern that it may not be able to effectively act against the load during a collision if a heavier power unit is installed.

[0006] The technology disclosed herein has been made in consideration of these points, and its purpose is to improve the load-bearing performance of a power unit mount structure during a vehicle collision. [Means for solving the problem]

[0007] In order to achieve the above object, the technology disclosed herein provides a vehicle suspension system including: a power unit that is disposed in a power unit room provided in a front portion of a vehicle and has a rotating shaft; a front subframe that is supported on both vehicle width directional opposite sides by a vehicle body; and a mount member that has one end fastened to a vehicle width directional central portion of the power unit and the other end fastened to a vehicle width directional central portion of the front subframe, the mount member being attached to the power unit via a mounting bracket, the mounting bracket having first, second and third mounting portions that are attached to the power unit, and any two of the first, second and third mounting portions being arranged side by side in the vehicle fore-and-aft direction.

[0008] According to this configuration, when fixing the power unit to the front subframe via the mount member, the power unit and the mount member are fastened to each other at three attachment portions, thereby improving the load-bearing performance during a vehicle collision, and further, by arranging two of the three attachment portions next to each other in the front-to-rear direction, it is possible to more effectively improve the load-bearing performance.

[0009] In one embodiment, the first mounting portion, the second mounting portion, and the third mounting portion are provided in this order from the front side in the vehicle's fore-and-aft direction, and the distance between the first mounting portion and the second mounting portion is shorter than the distance between the second mounting portion and the third mounting portion.

[0010] According to this configuration, by providing the two front mounting portions, where the load is concentrated during a collision, close to each other, it is possible to effectively improve the load-bearing performance during a vehicle collision.

[0011] In the above embodiment, the first mounting portion, the second mounting portion, and the third mounting portion may be arranged on the same straight line extending in the vehicle front-rear direction.

[0012] According to this configuration, the load is distributed by the three mounting portions aligned in the same straight line in the front-rear direction, thereby more effectively improving the load-bearing performance in the event of a vehicle collision.

[0013] In one embodiment, the power unit may include a drive motor that uses electric power to drive the vehicle, a reduction gear that reduces the power from the drive motor and outputs it, a generator that generates electric power to be supplied to the drive motor, and an engine body that drives the generator, and the motor accommodating section, the reduction gear accommodating section, and the generator accommodating section are configured integrally with the engine body, the reduction gear accommodating section has a first accommodating section adjacent to the motor accommodating section and the generator accommodating section in the vehicle width direction, and a second accommodating section that extends rearward from the first accommodating section and protrudes rearward beyond the motor accommodating section and the generator accommodating section, a first reinforcing rib that stands upright in the vehicle width direction is formed on the outer periphery of the second accommodating section and continues to the outer periphery wall of the first accommodating section, and a boss portion of the first mounting portion, a boss portion of the second mounting portion, and a boss portion of the third mounting portion are formed integrally with the first reinforcing rib, and the mounting bracket is fastened to the boss portion.

[0014] According to this configuration, rigidity is imparted to the second accommodating section by the formed first reinforcing rib and the boss portion formed integrally with the first reinforcing rib, so the vehicle power unit mounting structure of the present disclosure can be applied to electric vehicles whose power units are heavy, making it possible to improve load-bearing performance.

[0015] In the embodiment in which the boss portion is integrally formed with the first reinforcing rib in the reducer accommodating portion, the boss portion of the first mounting portion and the boss portion of the second mounting portion may be configured to be formed continuously.

[0016] With this configuration, by making the boss portions of the two front mounting parts continuous, it is possible to more effectively act against the load concentrated on the front during a collision, thereby further improving the load-bearing performance.

[0017] In the embodiment in which the boss portions of the two front mounting portions are connected, the boss portion of the second mounting portion and the boss portion of the third mounting portion may be formed at a distance from each other and connected by the first reinforcing rib and a second reinforcing rib formed at a distance from each other on the inner peripheral side of the first reinforcing rib.

[0018] With this configuration, the boss portion of the second mounting portion and the boss portion of the third mounting portion can distribute the load during a collision from the second mounting portion to the third mounting portion using the two ribs, the first reinforcing rib and the second reinforcing rib, thereby further improving the load-bearing performance.

[0019] In the embodiment in which the boss portions of the two front mounting portions are connected, the boss portion of the first mounting portion and the outer wall of the first accommodating portion may be connected by the first reinforcing rib and a third reinforcing rib formed at a distance on the inner circumferential side of the first reinforcing rib.

[0020] With this configuration, rigidity is provided between the first mounting portion and the outer wall of the first accommodating portion by two ribs, the first reinforcing rib and the third reinforcing rib, thereby making it possible to further improve the load-bearing performance. [Effects of the Invention]

[0021] As described above, according to the technology disclosed herein, it is possible to effectively improve the load-bearing performance during a vehicle collision in a vehicle power unit mount structure in which a power unit is fastened to a central portion of a front subframe in the vehicle width direction. [Brief explanation of the drawings]

[0022] [Figure 1] 1 is a block diagram showing a drive system of an electric vehicle equipped with a vehicle power unit mount structure according to an exemplary embodiment; [Figure 2] FIG. 2 is a plan view showing the power unit room. [Figure 3] FIG. 2 is a bottom view of the rear part of the power unit compartment. [Figure 4]FIG. 2 is a perspective view of the main parts of the power unit compartment as seen from the left rear. [Figure 5] FIG. 3 is a perspective view cut along a plane corresponding to line VV in FIG. 2. [Figure 6] FIG. 2 is a perspective view of a drive unit housing. [Figure 7] FIG. 2 is a perspective view of a mounting member and a mounting bracket. [Figure 8] 8 is a cross-sectional view of a main part taken along a plane corresponding to line VIII-VIII in FIG. 2. DETAILED DESCRIPTION OF THE INVENTION

[0023] Exemplary embodiments will be described in detail below with reference to the drawings. In the following description, the longitudinal direction of the vehicle will be simply referred to as the "longitudinal direction," the front side of the vehicle will be simply referred to as the "front side," and the rear side of the vehicle will be simply referred to as the "rear side." The vehicle width direction is the left-right direction of the vehicle, and the left side of the vehicle will be simply referred to as the "left side," and the right side of the vehicle will be simply referred to as the "right side." Note that, in the lateral direction, the left side when viewed from the rear side to the front side will be referred to as the left, and the right side will be referred to as the right.

[0024] Fig. 1 is a block diagram showing a drive system of a vehicle 1 equipped with a vehicle power unit mount structure according to an exemplary embodiment. Fig. 2 is a plan view schematically showing a power unit room of the vehicle 1. Figs. 1 and 2 only show the drive system of the vehicle 1 in a schematic manner, and the arrangement of each component in Fig. 2 does not limit the actual arrangement of each component.

[0025] Vehicle 1 is a series hybrid vehicle. Vehicle 1 is equipped with a power unit P consisting of an electric drive unit 10 for driving vehicle 1 using electric power and an engine body 8 for generating electricity. Electric drive unit 10 has a drive motor 5 that drives the vehicle using electric power, a reduction gear 6 that reduces the power from drive motor 5 and outputs it, and a generator 7 that generates electric power to be supplied to drive motor 5.

[0026] The engine has an engine body 8 and engine-related parts. The engine body 8 is mainly used to drive a generator 7 to generate electricity, and the power to run the vehicle 1 is generated by a drive motor 5. The power generated by the drive motor 5 is changed in speed by a reducer 6 and then transmitted to drive wheels 92 (here, the front wheels) via a differential device 91.

[0027] The vehicle 1 includes a high-voltage battery B1 and a low-voltage battery B2. The high-voltage battery B1 is charged with electricity generated by a generator 7. A power generation inverter 102 is provided between the generator 7 and the high-voltage battery B1. The power generation inverter 102 is electrically connected to the generator 7 and the high-voltage battery B1. Electricity generated by the generator 7 is supplied to the high-voltage battery B1 via the power generation inverter 102. A motor inverter 101 is provided between the drive motor 5 and the high-voltage battery B1. The motor inverter 101 is electrically connected to the drive motor 5 and the high-voltage battery B1. The motor inverter 101 converts electricity from the high-voltage battery B1 into power for driving the drive motor 5 and outputs the power to the drive motor 5. A DC-DC converter 103 is provided between the high-voltage battery B1 and the low-voltage battery B2. The DC-DC converter 103 is electrically connected to the high-voltage battery B1 and the low-voltage battery B2. Electricity from the high-voltage battery B1 is supplied to the low-voltage battery B2 via the DC-DC converter 103. The electricity generated by the generator 7 is supplied to the low-voltage battery B2 via a power generation inverter 102 and a DC-DC converter 103. The motor inverter 101, the power generation inverter 102, and the DC-DC converter 103 together constitute a power conversion unit 100.

[0028] The power unit P includes a drive motor 5, a reduction gear 6, a generator 7, and an engine body 8, arranged in this order in the vehicle width direction. The drive motor 5, the reduction gear 6, the generator 7, and the engine body 8 each have a rotation axis that extends in the vehicle width direction. Of the power unit P, the drive motor 5, the reduction gear 6, and the generator 7 are housed in a drive unit housing 9. The drive unit housing 9 is formed by integrating multiple members, and is internally divided into a motor housing section 5a that houses the drive motor 5, a reduction gear housing section 6a that houses the reduction gear 6, and a generator housing section 7a that houses the generator 7.

[0029] The engine body 8 is disposed adjacent to the left side of the generator 7. The engine is made up of the engine body 8 and engine-related parts such as a low-voltage battery B2, an air cleaner 106, and oil-related parts (not shown) disposed above the engine body 8. The engine body 8 is integrally formed with a drive unit housing 9.

[0030] Although not shown in FIG. 2, above the drive unit housing 9, a power conversion unit 100 including a motor inverter 101, a power generation inverter 102, and a DC-DC converter 103 is disposed.

[0031] The vehicle 1 is provided at its front with a pair of body side frames 31 extending in the front-rear direction and disposed on both left and right sides. A support member 38 is disposed at the upper part of each of the left and right body side frames 31, approximately at the center in the front-rear direction. The power unit P is supported on both left and right sides so as to be suspended from the left and right support members 38 and is disposed in the power unit room 2. Although not shown in FIG. 2 , a bumper reinforcement is provided at the front end of the body side frame 31 via a crash can. In addition, a connecting member 35 extending downward is disposed at the front end of the body side frame 31, and the body side frame 31 is connected to a front subframe 34 located below the body side frame 31 by the connecting member 35.

[0032] FIG. 3 is a bottom view showing the rear of the power unit room 2. As also shown in FIG. 3, the front subframe 34 is composed of a pair of side members 34a extending in the front-rear direction below the body side frames 31 and arranged on both the left and right sides, a rear cross member 34b connected to rear ends of the side members 34a, and a front cross member 34c connected to front ends of the side members 34a. The front cross member 34c extends in the left-right direction in front of the power unit room 2 to connect the left and right side members 34a in the vehicle width direction. The rear cross member extends in the left-right direction behind the power unit room 2 to connect the left and right side members 34a in the vehicle width direction. The power unit P is disposed within a substantially rectangular frame formed by the side members 34a, the front cross member 34c, and the rear cross member 34b.

[0033] The front subframe 34 is supported by the vehicle body at both vehicle width direction sides of a rear cross member 34b. The front subframe 34 has mount members 40 on the rear cross member 34b, and supports the power unit P from below via the mount members 40. The front ends of the side members 34a are fastened to connecting members 35, thereby being connected to the body side frames 31. In addition, lower bumper reinforcements 37 are provided on the front ends of the side members 34a via lower crash cans 36 that extend in the front-to-rear direction.

[0034] Fig. 4 is a perspective view of the power unit room 2 as seen from the rear, and Fig. 5 is a perspective view as seen from the left rear, cut along a plane corresponding to line VV in Fig. 2. As shown in Figs. 4 and 5, the rear end of the body side frame 31 is connected to the upper surface of the rear cross member 34b.

[0035] The rear cross member 34b has a curved shape with both left and right sides of its rear end extending rearward beyond approximately the center in the left-right direction, and a cross section cut in the front-to-rear direction has a substantially rectangular shape. The rear cross member 34b has an opening 34d that opens forward at approximately the center in the vehicle width direction of the front subframe 34, and a mount member 40 that is exposed from the opening 34d.

[0036] 6 is a perspective view of the drive unit housing 9. The drive unit housing 9 has a reducer housing section 6a between the motor housing section 5a and the generator housing section 7a. The reducer housing section 6a has a first housing section 61 that is adjacent to the motor housing section 5a and the generator housing section 7a in the vehicle width direction, and a second housing section 62 that extends rearward from the first housing section 61 and protrudes further rearward than the motor housing section 5a and the generator housing section 7a.

[0037] The motor accommodating section 5a, the first accommodating section 61, and the generator accommodating section 7a have outer shapes that are continuous and generally cylindrical. A rotating shaft (not shown) of the drive motor 5, a rotating shaft (not shown) of the reducer 6, and a rotating shaft 70 of the generator 7, which are disposed within the drive unit housing 9, extend generally parallel to one another in the vehicle width direction. As shown in Fig. 6, the motor accommodating section 5a, the first accommodating section 61, and the generator accommodating section 7a have outer shapes that are generally cylindrical with the rotating shaft 70 at the center.

[0038] The second accommodating section 62 protrudes rearward in a substantially horizontal direction from the rear end of the first accommodating section 61, and the outer shape of the rear section is a semicircular arc with a central axis extending in the vehicle width direction. The reducer accommodating section 6a is fixed to the mount member 40 via the mounting bracket 20 on the side of the second accommodating section 62 located in the center of the power unit P in the vehicle width direction.

[0039] A first reinforcing rib 63 is formed on the outer periphery of the second accommodating portion 62, standing upright in the vehicle width direction and continuing to the outer periphery wall of the first accommodating portion 61. Specifically, the first reinforcing rib 63 has a front portion that extends rearward in an approximately horizontal direction from the outer periphery wall of the first accommodating portion 61 at both the upper and lower ends of the second accommodating portion, and a rear portion that continues from the front portion is formed in an approximately semi-cylindrical shape with a central axis that extends in the vehicle width direction. The first reinforcing rib 63 is formed to surround the outer periphery of the second accommodating portion 62 and reach the first accommodating portion 61.

[0040] A first boss portion 66a, a second boss portion 66b, and a third boss portion 66c are integrally formed on the first reinforcing rib 63 at the lower left side of the second accommodating portion 62. The first boss portion 66a, the second boss portion 66b, and the third boss portion 66c are bosses for fastening bolts 81 that are inserted into three mounting portions provided on the mounting bracket 20 (described later), and are provided so that the bolts 81 can be inserted in the vehicle width direction.

[0041] The first boss portion 66a, the second boss portion 66b, and the third boss portion 66c are arranged side by side on the same straight line extending in the front-to-rear direction, and are formed in this order from the front. The distance between the first boss portion 66a and the second boss portion 66b is shorter than the distance between the second boss portion 66b and the third boss portion 66c. The first boss portion 66a and the second boss portion 66b are formed contiguously. By forming the two front boss portions 66a, 66b, which are likely to receive load during a collision, close to each other, or more preferably contiguously, it is possible to effectively improve load-bearing performance.

[0042] The second boss portion 66b and the third boss portion 66c are formed at a distance from each other and are connected by a first reinforcing rib 63 and a second reinforcing rib 64 formed at a distance from each other on the inner circumferential side of the first reinforcing rib 63. Like the first reinforcing rib 63, the second reinforcing rib 64 is a rib that stands in the vehicle width direction from the side of the second accommodating portion 62, and the second reinforcing ribs 64 and 64 stand in approximately parallel to each other. By reinforcing the space between the two spaced-apart rear boss portions 66b and 66c with the two reinforcing ribs 63 and 64, it is possible to distribute the load received by the two front boss portions 66a and 66b during a collision to the rear side.

[0043] The first boss portion 66a and the outer peripheral wall of the first accommodating portion 61 are connected by a first reinforcing rib 63 and a third reinforcing rib 65 formed at a distance on the inner peripheral side of the first reinforcing rib 63. Like the first reinforcing rib 63 and the second reinforcing rib 64, the third reinforcing rib 65 is also a rib that stands upright from the side of the second accommodating portion 62 in the vehicle width direction.

[0044] The power unit is supported on both the left and right sides by the body side frames 31 in the motor housing section 5a and the engine body 8 via support members 38 provided on the body side frames 31, and is supported on the front subframe 34 at the rear of the reducer housing section, i.e., the second housing section 62, via mount members 40 provided on the rear cross member.

[0045] One end of the mount member 40 is fastened to a vehicle width directional central portion of the power unit, and the other end is fastened to a vehicle width directional central portion of the front subframe 34. Specifically, the front end of the mount member 40 is attached to the second housing portion 62 via the mounting bracket 20, thereby fastening to the power unit P. The front portion of the mount member 40 is exposed from the opening 34d, and the rear portion is inserted into the rear cross member 34b and fastened to the front subframe 34.

[0046] Fig. 7 is a perspective view showing the mount member 40 and the attachment bracket 20 connected together, and Fig. 8 is a cross-sectional view of the main parts taken along a plane corresponding to line VIII-VIII in Fig. 2. As shown in Figs. 7 and 8, the mount member 40 includes a frame-side inner cylindrical member 42, a bracket-side inner cylindrical member 44, and an outer cylindrical member 41.

[0047] The outer tube member 41 is accommodated inside the rear cross member 34b and includes a frame-side insertion hole 41a that is connected to the rear cross member 34b, and a bracket-side insertion hole 41b that extends forward and is exposed from an opening 34d provided in the rear cross member 34b and is connected to the mounting bracket 20. The frame-side insertion hole 41a and the bracket-side insertion hole 41b are insertion holes formed so that an inner tube member can be inserted in the front-rear direction.

[0048] A frame side inner cylinder member 42 formed in a cylindrical shape so that a bolt 84 can be inserted therein is inserted into the frame side through-hole 41a. A rubber member 43 is press-fitted between the outer cylinder member 41 and the frame side inner cylinder member 42 in the frame side through-hole 41a. A bracket side inner cylinder member 44 formed so that a bolt can be inserted therein is inserted into the bracket side through-hole 41b. A rubber member 45 is press-fitted between the outer cylinder member 41 and the bracket side inner cylinder member 44 in the bracket side through-hole 41b.

[0049] The mount member 40 is inserted into the rear cross member 34b through the frame insertion hole 41a, with the frame inner cylindrical member 42 and the rubber member 43 inserted in the frame insertion hole 41a. The mount member 40 is fastened to the rear cross member 34b by fastening bolts 84 through the upper surface of the rear cross member 34b, the frame inner cylindrical member 42, and the lower surface of the rear cross member 34b. The upper and lower surfaces of the frame inner cylindrical member 42 are inscribed in the upper and lower surfaces of the rear cross member 34b.

[0050] The mounting bracket 20 has a first mounting portion 21, a second mounting portion 22, and a third mounting portion 23 that are attached to the power unit, a fourth mounting portion 24 that is attached to the mounting member 40, and a fifth mounting portion 25 that is attached to the mounting member 40 via a connecting plate 80.

[0051] The first mounting portion 21, the second mounting portion 22, and the third mounting portion 23 are provided with bolt insertion holes into which bolts 81 can be inserted in the vehicle width direction. It is preferable that any two of the first mounting portion 21, the second mounting portion 22, and the third mounting portion 23 are arranged side by side in the vehicle longitudinal direction. In this embodiment, the first mounting portion 21, the second mounting portion 22, and the third mounting portion 23 are arranged side by side on the same straight line extending in the vehicle longitudinal direction, and are provided in this order from the front side in the vehicle longitudinal direction.

[0052] The distance between the first mounting portion 21 and the second mounting portion 22 is shorter than the distance between the second mounting portion 22 and the third mounting portion 23. The first mounting portion 21 is provided at a position corresponding to the first boss portion 66a. The second mounting portion 22 is provided at a position corresponding to the second boss portion 66b. The third mounting portion 23 is provided at a position corresponding to the third boss portion 66c. The first mounting portion 21 and the first boss portion 66a, the second mounting portion 22 and the second boss portion 66b, and the third mounting portion 23 and the third boss portion 66c are overlapped with each other in the vehicle width direction, and a bolt 90 is inserted from the mounting bracket 20 side to connect the mounting bracket 20 to the reducer accommodating portion 6a.

[0053] The fourth mounting portion 24 and the fifth mounting portion 25 are provided with bolt insertion holes into which bolts can be inserted in the vertical direction. The fourth mounting portion 24 is provided rearward of the fifth mounting portion 25 and lower than the first mounting portion 21, the second mounting portion 22, and the third mounting portion 23. The lower surface of the fourth mounting portion 24 abuts against the upper surface of the bracket-side inner cylindrical member 44. The fifth mounting portion 25 is provided forward of and spaced apart from the fourth mounting portion 24, and is provided lower than the fourth mounting portion 24. The lower surface of the fifth mounting portion 25 is formed at the same height as the lower surface of the bracket-side inner cylindrical member 44.

[0054] A plate-shaped connecting plate 80 extending in the front-rear direction is attached below the fourth mounting portion 24 and the fifth mounting portion 25. The connecting plate 80 has mounting holes formed therein that correspond to the fourth mounting portion 24 and the fifth mounting portion 25. At the fourth mounting portion 24, the upper surface of the connecting plate 80 abuts against the lower surface of the bracket-side inner cylindrical member 44, and a bolt 82 is inserted from above through the mounting bracket 20, the mounting member 40, and the connecting plate 80, in that order, thereby connecting the mounting member 40 and the mounting bracket 20. At the fifth mounting portion 25, the upper surface of the connecting plate 80 abuts against the lower surface of the mounting bracket 20, and a bolt 83 is inserted from above through the mounting bracket 20 and the connecting plate 80, in that order, thereby connecting the mounting bracket 20 to the mounting member 40 via the connecting plate 80.

[0055] When the vehicle power unit mount structure configured in this manner is fixed to the front subframe 34 via the mount member 40, the second accommodating portion 62 of the reduction gear accommodating portion 6a is fastened to the mount member 40 at three locations, namely the first mounting portion 21, the second mounting portion 22, and the third mounting portion 23, which are provided on the mounting bracket 20 and aligned in the vehicle fore-and-aft direction, to connect the second accommodating portion 62 to the mount member 40, thereby improving the load-bearing performance in the event of a vehicle collision. Furthermore, by arranging the first mounting portion 21 and the second mounting portion 22, which are particularly susceptible to load, close to each other on the front side, the load-bearing performance can be effectively improved.

[0056] The above-described embodiments are merely examples and should not be construed as limiting the scope of the present disclosure. The scope of the present disclosure is defined by the claims, and all modifications and variations that fall within the scope of the claims equivalents are within the scope of the present disclosure. [Industrial Applicability]

[0057] The technology disclosed herein is useful as a vehicle power unit mount structure that effectively improves load-bearing performance during a vehicle collision in a vehicle in which a power unit is fastened to a central portion of a front subframe in the vehicle width direction. [Explanation of symbols]

[0058] 1 vehicle 2 Power unit room 5 Drive motor 5a Motor housing 6 Reducer 6a Reducer housing 7. Generator 7a Generator housing 8 Engine body 9 Drive unit housing 10 Electric Drive Unit 20 Mounting bracket 21 First mounting part 22 Second mounting part 23 Third mounting part 31 Body side frame 34 Front subframe 40 Mounting material 61 First storage section 62 Second storage section 63 First reinforcing rib 64 Second reinforcing rib 65 Third reinforcing rib 66a 1st Boss 66b 2nd boss 66c 3rd Boss P Power Unit

Claims

1. a power unit disposed in a power unit room provided at the front of the vehicle and having a rotating shaft; a front subframe supported on both sides in a vehicle width direction by the vehicle body; a mount member having one end fastened to a vehicle width direction central portion of the power unit and the other end fastened to a vehicle width direction central portion of the front subframe, the mount member is attached to the power unit via an attachment bracket, the attachment bracket having a first attachment portion, a second attachment portion, and a third attachment portion attached to the power unit, any two of the first attachment portion, the second attachment portion, and the third attachment portion being arranged side by side in the vehicle fore-and-aft direction; the first mounting portion, the second mounting portion, and the third mounting portion are provided in this order from the front side in the vehicle longitudinal direction, and the distance between the first mounting portion and the second mounting portion is shorter than the distance between the second mounting portion and the third mounting portion; the first mounting portion, the second mounting portion, and the third mounting portion are arranged on the same straight line extending in the vehicle front-rear direction, The power unit includes a drive motor that drives the vehicle using electric power, a reduction gear that reduces the power from the drive motor and outputs it, a generator that generates electric power to be supplied to the drive motor, and an engine body that drives the generator, and the motor housing, the reduction gear housing, and the generator housing are configured integrally with the engine body, the reducer accommodating portion includes a first accommodating portion adjacent to the motor accommodating portion and the generator accommodating portion in the vehicle width direction, and a second accommodating portion extending rearward from the first accommodating portion and protruding rearward beyond the motor accommodating portion and the generator accommodating portion, a first reinforcing rib extending in the vehicle width direction is formed on the outer periphery of the second accommodating portion and extending continuously to the outer periphery wall of the first accommodating portion; A power unit mount structure for a vehicle, characterized in that the first reinforcing rib has a boss portion of the first mounting portion, a boss portion of the second mounting portion, and a boss portion of the third mounting portion integrally formed therewith, and the mounting bracket is fastened to the boss portion.

2. 2. The vehicle power unit mounting structure according to claim 1, A power unit mount structure for a vehicle, characterized in that the boss portion of the first mounting portion and the boss portion of the second mounting portion are formed continuously.

3. 3. The vehicle power unit mounting structure according to claim 2, a boss portion of the second mounting portion and a boss portion of the third mounting portion formed at a distance from each other and connected by the first reinforcing rib and a second reinforcing rib formed at a distance from each other on the inner circumferential side of the first reinforcing rib;

4. 4. The vehicle power unit mounting structure according to claim 2 or 3, A power unit mounting structure for a vehicle, characterized in that the boss portion of the first mounting portion and the outer peripheral wall of the first accommodating portion are connected by the first reinforcing rib and a third reinforcing rib formed at a distance on the inner peripheral side of the first reinforcing rib.

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