Drive system for electric vehicles

Abstract

To provide a driving device of an electric vehicle capable of ensuring the insulation property of a high-voltage component.SOLUTION: A power delivery module is disposed on an upper part of a power train, and is disposed so as to locate a rear end of the power delivery module on a front side than a rear end of the power train. At the rear end of the power delivery module, a battery connector to which a battery harness is connected, and an inverter connector to which an inverter harness is connected are provided. The battery harness and the inverter harness are connected to the battery connector and the inverter connector from the power delivery module rear end side.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to a drive device for an electric vehicle.

Background Art

[0002] In an electric vehicle, a battery is connected to an inverter device via a high-voltage harness. The inverter device converts DC power into AC power and supplies it to a drive motor, and the vehicle runs by driving the drive motor.

[0003] In Patent Document 1, in order to prevent contact between a blower motor and a high-voltage component (high-voltage junction box) to which a high-voltage harness is connected when a vehicle collides, the connector portion of the high-voltage component to which the high-voltage harness is connected is displaced vertically or horizontally with respect to the blower motor and arranged.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

[0005] In the above prior art, if an insulating resin casing exists behind the connector portion of the high-voltage component, the insulation of the high-voltage component during a collision can be ensured. However, there is a problem that it is difficult to ensure insulation during a collision when there is no resin structure around the high-voltage component.

[0006] Therefore, an object of the present invention is to provide a drive device for an electric vehicle that can ensure the insulation of high-voltage components.

[0007] One aspect of the present invention is applied to a drive system for an electric vehicle. This drive system comprises a powertrain having a drive motor for driving the electric vehicle and an inverter unit electrically connected to the drive motor, a battery for supplying power to the inverter unit, and a power delivery module interposed between the battery and the inverter unit, electrically relaying a battery harness connected to the battery and an inverter harness connected to the inverter unit. The powertrain is configured such that the drive motor and inverter unit are connected in the vehicle width direction. The power delivery module is positioned on top of the powertrain, with its rear end positioned in front of the rear end of the powertrain. The rear end of the power delivery module is equipped with a battery connector to which the battery harness is connected, and an inverter connector to which the inverter harness is connected. The battery harness and inverter harness are connected to the battery connector and inverter connector from the rear end of the power delivery module.

[0008] According to the present invention, a high-voltage battery connector and an inverter connector are positioned at the rear end of the power delivery module, and the rear end of the power delivery module is located in front of the rear end of the powertrain. With this configuration, even if a large load is applied, such as during a collision, and the drive unit moves to the rear, the powertrain will hit other parts first, preventing the battery connector and inverter connector from hitting other parts. This ensures the insulation of the high-voltage parts, the battery connector and inverter connector. [Brief explanation of the drawing]

[0009] [Figure 1] Figure 1 is an explanatory diagram showing an electric vehicle equipped with the drive unit of this embodiment, viewed from the rear. [Figure 2] Figure 2 shows the motor room viewed from above. [Figure 3] Figure 3 is a top view of the drive unit. [Figure 4] Figure 4 is a view of the drive unit from the left side. [Figure 5] Figure 5 is a top view of the powertrain. [Modes for carrying out the invention]

[0010] Embodiments of the present invention will be described below with reference to the attached drawings.

[0011] Figure 1 is an explanatory diagram of the drive unit 10 of the electric vehicle 1 according to this embodiment, and shows the motor room 2 of the electric vehicle 1 as viewed from the rear of the electric vehicle 1. Figure 2 is a view from above of the motor room 2 in which the drive unit 10 is located. In the following description, "right" and "left" refer to the left and right in the vehicle width direction when the vehicle is moving forward.

[0012] The drive unit 10 is mounted in the motor room 2 of the electric vehicle 1. The drive unit 10 has a pair of drive shafts 32 running in the left-right direction, and each of the drive shafts 32 is connected to a drive wheel 30. The drive wheels 30 are suspended from the body of the electric vehicle 1 by a suspension device 35.

[0013] The drive unit 10 comprises a powertrain 11 and a power delivery module 20 (hereinafter referred to as "PDM20").

[0014] The drive unit 10 is supported by a plate-shaped cross member 5 that extends in the width direction of the electric vehicle 1. The cross member 5 is supported in the motor room 2 by a pair of mounting brackets 10a and 10b at its widthwise ends. The powertrain 11 is suspended and supported from the lower part of the cross member 5 via elastic members such as bushings. The PDM 20 is placed on top of the cross member 5 and its four corners are fixed by bolts or the like.

[0015] The powertrain 11 is the unit that controls the movement of the electric vehicle 1, and comprises a drive motor 12, a reduction gear 13, an inverter unit 14, and an air conditioning unit (hereinafter referred to as the "A / C unit") 15. The powertrain 11 is formed as a single unit by connecting the inverter unit 14, the drive motor 12, the reduction gear 13, and the A / C unit 15 in series in the vehicle width direction from the right side to the left side of the electric vehicle 1.

[0016] The drive motor 12 is electrically connected to the inverter unit 14 and is driven by AC power supplied from the inverter unit 14 to move the electric vehicle 1. The reduction gear 13 reduces the rotation of the drive motor 12 and transmits it to the drive shaft 32, which drives the drive wheels 30. The drive motor 12 not only functions as a motor to drive the drive wheels 30, but also functions as a generator that generates electricity (regenerative braking) from the rotation of the drive wheels 30 when the vehicle is decelerated.

[0017] The inverter unit 14 converts the DC power supplied from the battery 90 (see Figure 2) into AC power suitable for driving the drive motor 12 and supplies it to the drive motor 12. The inverter unit 14 also converts the regenerative power from the drive motor 12 into DC power suitable for charging the battery 90 and charges the battery 90.

[0018] The A / C unit 15 is one of the components of the air conditioning system that provides air conditioning for the passenger compartment of the electric vehicle 1, and has an electric compressor driven by DC power. The A / C unit 15 is not involved in the driving of the electric vehicle 1, but as shown in Figure 1, it is fixed integrally with the powertrain 11 together with other components and constitutes a part of the powertrain 11.

[0019] The PDM20 distributes the DC power supplied from the battery 90 to the inverter unit 14 and the A / C unit 15. The PDM20 also functions as a charger, converting power input from an external charging connector (not shown) into power suitable for charging the battery 90.

[0020] The PDM20 includes a battery connector 22, an inverter connector 23, and an air conditioner connector (A / C connector) 24.

[0021] One end of a battery harness 29 connected to the battery 90 is connected to the battery connector 22. One end of an inverter harness 28 connected to the inverter unit 14 is connected to the inverter connector 23. One end of an air conditioner harness (A / C harness) 27 connected to the A / C unit 15 is connected to the A / C connector 24. The configuration of each of these harnesses connected to the PDM20 will be described later.

[0022] Next, the mounting structure of the drive device 10 on the electric vehicle 1 will be described.

[0023] As shown in FIG. 2, a pair of left and right side members 6 (6a, 6b) are arranged across the front and rear directions in the motor room 2. The drive device 10 is supported by the side members 6a, 6b via mounting brackets 10a, 10b (see FIG. 1) arranged at the left and right ends of the cross member 5.

[0024] My answer was cut off. Please continue to ask me questions, or provide more information so that I can better assist you. Behind the motor room 2, a dash panel 7 that partitions the motor room 2 and the passenger compartment is arranged. The drive device 10 is arranged in the motor room 2, in front of the dash panel 7 and spaced apart from the dash panel 7. The battery 90 is arranged under the floor behind the dash panel 7. The battery harness 29 is connected to the battery 90.

[0025] In the floor area at the center in the vehicle width direction of the dash panel 7, a tunnel 71 is formed as a cavity extending rearward from the dash panel 7. The battery harness 29 is routed in the tunnel 71. A connector (not shown) to which the other end of the battery 90 and the battery harness 29 are connected is arranged on the rear side of the tunnel 71.

[0026] Next, the case where a large load is input to the electric vehicle 1 configured as described above will be explained.

[0027] When a large load is applied from the front of the vehicle, such as during a vehicle collision, the motor room 2 and side members 6 may deform, causing the drive unit 10 to move backward. The powertrain 11 of the drive unit 10 consists of a drive motor 12, a reduction gear 13, an inverter unit 14, and an A / C unit 15, which are firmly fastened together as a single unit (see Figure 5). As shown by the dashed line in Figure 2, these components move backward as a single unit.

[0028] In this case, the harness connected to the PDM 20 (especially the battery harness 29) may get caught between the drive unit 10 and the structure of the motor room 2, such as the dash panel 7. This could cause insulation problems. To prevent this, a resin structure can be placed immediately behind the drive unit 10 to suppress insulation problems that may occur if the harness interferes. However, if the layout of the motor room 2 does not allow for the placement of a resin component, such a measure cannot be taken. Furthermore, insulation problems can also occur if other components come into contact with the harness.

[0029] Therefore, in this embodiment, the battery harness 29 is configured to ensure insulation by the following configuration.

[0030] Figures 3 to 5 are explanatory diagrams of the drive unit 10 of this embodiment. Figure 3 shows a top view of the drive unit 10, Figure 4 shows a view of the drive unit 10 from the left side, and Figure 5 shows a top view of the powertrain 11.

[0031] As shown in Figure 3, the PDM 20 is equipped with a battery connector 22 to which one end of the battery harness 29 is connected, an inverter connector 23 to which one end of the inverter harness 28 is connected, and an A / C connector 24 to which one end of the A / C harness 27 is connected. These battery connector 22, inverter connector 23, and A / C connector 24 are located on the connector connection surface A of the PDM 20, and each harness is positioned so that it is inserted from the rear to the front of the vehicle.

[0032] In the PDM20, the battery connector 22 is located at the center in the vehicle width direction. As shown in Figure 4, the battery harness 29 extends from the battery connector 22 rearward and downward toward the electric vehicle 1. The battery harness 29 is routed behind the drive unit 10 into a tunnel 71 formed in the underfloor portion at the center of the vehicle width direction of the dash panel 7, and is connected to the connector of the battery 90 which is located within the tunnel 71.

[0033] As shown in Figure 3, in the PDM20, the inverter connector 23 is located outside the battery connector 22 and to the left of the battery connector 22. The A / C connector 24 is located outside the battery connector 22 and to the right of the battery connector 22.

[0034] As shown in Figure 4, the PDM 20 has a roughly cubic external shape that is placed on top of the cross member 5, and has a protrusion 21 formed on its upper part so as to protrude upward. A battery connector 22, an inverter connector 23, and an A / C connector 24 are arranged at the rear end of the protrusion 21. The connector connection surface A on which these connectors are arranged is located in front of the rear end surface A' of the PDM 20. The rear end surface A' and the connector connection surface A of the PDM 20 are located in front of the rear end surface B of the powertrain 11 in the drive unit 10.

[0035] With this configuration, even if a large load is applied from the front of the vehicle and the drive unit 10 moves to the rear as shown by the dashed line in Figure 2, the rear end surface B of the powertrain 11 will collide with the structure of the motor room 2, such as the dash panel 7, before the rear end surface A' of the PDM 20. This prevents the PDM 20, the battery connector 22, the inverter connector 23, and the A / C connector 24 from interfering with the structure of the motor room 2.

[0036] Furthermore, in the PDM20, the inverter connector 23 is located to the left of the battery connector 22 (outside the battery connector 22). As shown in Figure 4, one end of the inverter harness 28 is connected to the inverter connector 23, and after extending rearward from the inverter connector 23, it bends downward. The inverter harness 28 then bends to the right between the battery harness 29 and the powertrain 11, and the other end is connected to the inverter-side connector 141.

[0037] As shown in Figure 5, in the powertrain 11, the rear end of the inverter unit 14 is formed as a protruding portion 14a that extends behind the drive motor 12. The inverter-side connector 141 is positioned on this protruding portion 14a. The inverter-side connector 141 is positioned laterally so that the inverter harness 28 is connected from left to right in the vehicle width direction. As shown in Figure 3, in the powertrain 11, the inverter-side connector 141 is positioned in front of the rear end surface B of the protruding portion 14a and behind the connector connection surface A, that is, offset from the connector connection surface A.

[0038] Furthermore, in the PDM20, the A / C connector 24 is located to the right of the battery connector 22 (outside the battery connector 22). As shown in Figure 4, one end of the A / C harness 27 is connected to the A / C connector 24, and after extending rearward from the A / C connector 24, it bends downward. The A / C harness 27 then bends to the left and passes below the inverter harness 28 between the battery harness 29 and the powertrain 11. After that, the A / C harness 27 bends forward and is routed along the top surface of the A / C unit 15. Here, the A / C harness 27 changes direction by 180 degrees and bends rearward, with the other end connected to the A / C side connector 151.

[0039] As shown in Figure 4, in the powertrain 11, the top surface of the A / C unit 15 is positioned slightly below the top surface of the drive motor 12. An air conditioning side connector (A / C side connector) 151 is positioned on the top surface of the A / C unit 15. The A / C side connector 151 is positioned facing forward so that the A / C harness 27 is connected from front to rear in the vehicle's longitudinal direction.

[0040] Thus, in the PDM20, the battery harness 29 is positioned near the center in the width direction, with the inverter harness 28 and A / C harness 27 positioned outside of it. With this configuration, even if the drive unit 10 moves to the position shown by the dashed line in Figure 2 due to a large load, the battery connector 22 provided on the connector connection surface A remains at a sufficient distance from the dash panel 7, and the battery harness 29 fits into the space between the drive unit 10 and the dash panel 7, and into the space in the tunnel 71 behind it.

[0041] Furthermore, the battery harness 29 is positioned near the center of the PDM 20 in the width direction and is routed linearly in the vehicle's longitudinal direction from the PDM 20 towards the battery 90, thus minimizing the harness length. In addition, the battery harness 29 is a high-voltage wire and therefore normally has a large mass, but this design reduces its mass.

[0042] Furthermore, the inverter harness 28 extends from the PDM 20 in the longitudinal direction of the vehicle, then bends laterally to connect to the inverter unit 14, thus providing sufficient length to withstand vibrations of the drive unit 10.

[0043] In particular, the powertrain 11 is supported by the crossmember 5 via a swingable bush or the like, and therefore vibrates when the vehicle is running. On the other hand, the PDM 20 is only supported by the crossmember 5. Therefore, the inverter harness 28 is subjected to vibrations from the powertrain 11, and it is necessary to take these vibrations, i.e., swings, into consideration. This can be addressed by bending the inverter harness 28 to provide extra length, thereby ensuring sufficient vibration tolerance for the harness. Furthermore, by positioning the inverter-side connector 141 in the vehicle width direction and routing the harness in the vehicle lateral direction, it is prevented that the inverter harness 28 and inverter-side connector 141 will be pinched between the drive unit 10 and the dash panel 7 even if the drive unit 10 moves due to a large load during a collision or the like.

[0044] Similarly, the A / C harness 27 extends from the PDM 20 in the longitudinal direction of the vehicle, then bends laterally to connect to the A / C unit 15, thereby ensuring sufficient vibration tolerance for the harness against vibrations of the drive unit 10.

[0045] Furthermore, because the A / C-side connector 151 is positioned facing forward, even if the drive unit 10 moves due to a large load during a collision or the like, the A / C harness 27 is prevented from getting pinched between the A / C unit 15 and the dash panel 7. In addition, since the A / C-side connector 151 is positioned behind the front end surface of the A / C unit 15, it does not interfere with other parts of the front of the motor room 2.

[0046] As described above, the drive unit 10 of the electric vehicle 1 of this embodiment includes a powertrain 11 having a drive motor 12 for driving the electric vehicle 1 and an inverter unit 14 electrically connected to the drive motor 12, a battery 90 for supplying power to the inverter unit 14, and a PDM 20 interposed between the battery 90 and the inverter unit 14, which electrically relays a battery harness 29 connected to the battery 90 and an inverter harness 28 connected to the inverter unit 14. The PDM 20 is positioned on the upper part of the powertrain 11, and its rear end is positioned in front of the rear end of the powertrain 11. The rear end of the PDM 20 is provided with a battery connector 22 to which the battery harness 29 is connected and an inverter connector 23 to which the inverter harness 28 is connected. The battery harness 29 and the inverter harness 28 are connected to the battery connector 22 and the inverter connector 23 from the rear end side of the PDM 20.

[0047] In this configuration, the high-voltage battery connector 22 and inverter connector 23 are positioned at the rear end of the PDM 20, and the rear end of the PDM 20 is located in front of the rear end of the powertrain 11. With this configuration, even if a large load is applied, such as during a collision, and the drive unit 10 moves backward, the powertrain 11 will hit other parts first, preventing the battery connector 22 and inverter connector 23 from colliding with other parts. In particular, the battery connector 22 and inverter connector 23 remain in a position with sufficient clearance from the dash panel 7 located behind them, thus preventing damage to these connectors. This ensures the insulation of the high-voltage parts, the battery connector 22 and inverter connector 23.

[0048] Furthermore, in this embodiment, a cross member 5 is provided to fix the PDM 20 to the powertrain 11, the powertrain 11 is suspended and supported from the lower part of the cross member 5, and the PDM 20 is mounted on the upper part of the cross member 5. With this configuration, by positioning the PDM 20 on the upper part of the powertrain 11, the rear end of the PDM 20 can be positioned in front of the rear end of the powertrain 11.

[0049] Furthermore, in this embodiment, the battery connector 22 is located in the center of the PDM 20 in the vehicle width direction. With this configuration, the battery harness 29 can be positioned in the center in the vehicle width direction, so even if a large load is applied during a collision or the like and the drive unit 10 moves backward, the battery harness 29 can be contained within the tunnel 71, preventing damage to the battery harness 29. In addition, the harness length of the battery harness 29 can be made to the shortest possible distance.

[0050] In this embodiment, the powertrain 11 is configured such that a drive motor 12 and an inverter unit 14 are connected in the vehicle width direction. The inverter unit 14 is equipped with an inverter-side connector 141 to which an inverter harness 28 is connected. The inverter-side connector 141 is configured such that the inverter harness 28 is connected in the vehicle width direction to a protruding portion 14a that extends rearward from the inverter unit 14. The inverter harness 28 extends from the inverter connector 23 toward the rear of the vehicle, then bends in the vehicle width direction and is connected to the inverter-side connector 141 in the vehicle width direction.

[0051] This configuration allows for vibration tolerance in the inverter harness 28 by bending it to create excess length. Furthermore, since the inverter-side connector 141 is positioned in the vehicle width direction on the protruding portion 14a of the inverter unit 14, even if a large load is applied and the drive unit 10 moves backward, the protruding portion 14a will make contact first, preventing damage to the inverter-side connector 141.

[0052] Furthermore, in this embodiment, the powertrain 11 includes an air conditioning unit (A / C unit 15), and the inverter unit 14, drive motor 12, and A / C unit 15 are connected in the vehicle width direction. The PDM 20 includes an A / C connector 24 to which an A / C harness 27 that supplies power to the A / C unit 15 is connected. The inverter connector 23 is located on the PDM 20 further outward in the vehicle width direction than the battery connector 22, and the A / C connector 24 is located on the PDM 20 further outward in the vehicle width direction than the battery connector 22, on the opposite side from the inverter connector 23.

[0053] This configuration allows the battery harness 29, one of the multiple harnesses connected to the PDM20, to be positioned in the center of the PDM20.

[0054] Furthermore, in this embodiment, the A / C unit 15 is equipped with an A / C side connector 151 to which the A / C harness 27 is connected. The A / C side connector 151 is configured such that the A / C harness 27 is connected to the A / C unit 15 from the front to the rear. The A / C harness 27 extends from the A / C connector 24 toward the rear of the vehicle, then bends toward the front of the vehicle, and further bends toward the rear of the vehicle, so that it is connected to the A / C side connector 151 in the A / C unit 15 from the front to the rear.

[0055] This configuration allows for sufficient vibration tolerance in the A / C harness 27 by bending it to create excess length. Furthermore, since the A / C side connector 151 is positioned facing forward on the A / C unit 15, damage to the A / C side connector 151 can be prevented even if a large load is applied and the drive unit 10 moves backward.

[0056] Although embodiments of the present invention have been described above, the configurations described in the above embodiments and each of the modifications represent only a part of the application examples of the present invention and are not intended to limit the technical scope of the present invention.

[0057] In the embodiments described above, an electric vehicle 1 driven by a drive motor 12 was described, but the invention is not limited to this. In a hybrid vehicle equipped with an engine that drives the vehicle together with the engine's driving force, the PDM 20 of the drive unit 10 can be configured similarly. [Explanation of Symbols]

[0058] 1: Electric vehicle, 5: Cross member, 7: Dash panel, 10: Drive unit, 11: Powertrain, 12: Drive motor, 13: Reducer, 14: Inverter unit, 14a: Protruding part, 15: A / C unit, 20: Power delivery module (PDM), 22: Battery connector, 23: Inverter connector, 24: A / C connector, 27: A / C harness, 28: Inverter harness, 29: Battery harness, 71: Tunnel, 90: Battery

Claims

1. A drive system for an electric vehicle, A powertrain having a drive motor for driving an electric vehicle and an inverter unit electrically connected to the drive motor, A battery that supplies power to the inverter unit, A power delivery module is interposed between the battery and the inverter unit, electrically relaying a battery harness connected to the battery and an inverter harness connected to the inverter unit. Equipped with, The powertrain is configured such that the drive motor and the inverter unit are connected in the vehicle width direction. The power delivery module is positioned on top of the powertrain, and the rear end of the power delivery module is positioned in front of the rear end of the powertrain. The rear end of the power delivery module is provided with a battery connector to which the battery harness is connected, and an inverter connector to which the inverter harness is connected. The battery harness and the inverter harness are connected from the rear end of the power delivery module to the battery connector and the inverter connector, respectively. The drive system for electric vehicles.

2. A drive system for an electric vehicle according to claim 1, The cross member supporting the power delivery module and the powertrain is provided, The powertrain is suspended and supported from the lower part of the cross member. The power delivery module is mounted on top of the cross member. The drive system for electric vehicles.

3. A drive system for an electric vehicle according to claim 1 or 2, The battery connector is located in the center of the power delivery module in the vehicle width direction. The drive system for electric vehicles.

4. A drive system for an electric vehicle according to any one of claims 1 to 3, The inverter unit is equipped with an inverter-side connector to which the inverter harness is connected. The inverter-side connector is configured such that the inverter harness is connected in the vehicle width direction to a protruding portion that extends rearward from the inverter unit. The inverter harness, one end of which is connected to the power delivery module, extends from the inverter connector toward the rear of the vehicle, then bends in the vehicle width direction, and the other end is connected to the inverter-side connector in the vehicle width direction. The drive system for electric vehicles.

5. A drive system for an electric vehicle according to any one of claims 1 to 4, The powertrain includes an air conditioning unit, and the inverter unit, the drive motor, and the air conditioning unit are connected in the vehicle width direction. The power delivery module includes an air conditioning connector to which an air conditioning harness that supplies power to the air conditioning unit is connected. The inverter connector is provided in the power delivery module further outward in the vehicle width direction than the battery connector. The air conditioning connector is located in the power delivery module on the opposite side in the vehicle width direction from the battery connector and the inverter connector. The drive system for electric vehicles.

6. A drive system for an electric vehicle according to claim 5, The air conditioning unit is equipped with an air conditioning-side connector to which the air conditioning connector is connected. The air conditioning connector is configured such that the air conditioning harness is connected to the air conditioning unit from the front to the rear. The air conditioning harness, one end of which is connected to the power delivery module, extends from the air conditioning connector toward the rear of the vehicle, then bends toward the front of the vehicle, and further bends toward the rear of the vehicle, so that the other end is connected to the air conditioning side connector in the air conditioning unit, from front to rear. The drive system for electric vehicles.

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