Electric vehicle

Abstract

Provided is an electric vehicle wherein an electric unit, which comprises an electric motor and a case that accommodates the electric motor, is mounted and fixed to a vehicle body at a plurality of fixing points. In this electric vehicle, the fixing points include at least a first fixing point which is set on a side member that is positioned on a lateral side of the electric vehicle with respect to the electric unit, and a second fixing point which is set on a suspension member that is positioned on a rear side of the electric vehicle with respect to the electric unit. The case has a reinforcement part which has enhanced rigidity at a part that, in a plan view of the electric vehicle, is further to the rear side of the electric vehicle than a straight line connecting the first fixing point and the second fixing point.

Description

Electric vehicles

[0001] The present invention relates to an electric vehicle.

[0002] Electric vehicles are equipped with electric units that include components with built-in high-voltage circuits, and aluminum housings are typically used for the electric unit cases. However, because aluminum housings are not very strong, there is a risk that the electric unit cases may break during a vehicle collision, etc. If the electric unit case breaks, it may lead to a thermal explosion (TI) or electric shock (ES).

[0003] On the other hand, a protector may be attached to the case of the electric unit to increase the strength of the case, but if the space is narrow, it may not be possible to install the protector.

[0004] JP2018-16247A discloses an electric vehicle in which a motor case is provided with a protrusion that protrudes forward of the vehicle. In this electric vehicle, the protrusion provided on the motor case prevents damage to the motor case in the event of a vehicle collision.

[0005] However, even in the electric vehicle described in JP2018-16247A, space is required to provide the protrusions, and protrusions cannot be provided in areas where a vehicle body collapse stroke is required or where clearance is required, which may result in insufficient prevention of damage or breakage of the motor (electric unit) case.

[0006] The present invention has been made in view of the above-mentioned problems, and has an object to provide an electric vehicle that can prevent damage or breakage of the case of the electric unit in the event of a vehicle collision.

[0007] According to one aspect of the present invention, there is provided an electric vehicle in which an electric unit including an electric motor and a case for accommodating the electric motor is mounted to a vehicle body at a plurality of fixing points. In this electric vehicle, the fixing points include at least a first fixing point set on a side member located on a side of the electric unit relative to the electric unit and a second fixing point set on a suspension member located on a rear side of the electric unit. The case has a reinforcement portion that enhances rigidity at a portion of the case that is located rearward of a line connecting the first fixing point and the second fixing point when viewed from above the electric vehicle.

[0008] FIG. 1 is a schematic diagram showing the main configuration of an electric unit mounted on an electric vehicle according to an embodiment of the present invention. FIG. 2 is a schematic diagram of an electric powertrain. FIG. 3 is a diagram explaining the installation position of a reinforcing portion. FIG. 4 is a top view of a first mount fixing portion. FIG. 5 is a top view of a second mount fixing portion. FIG. 6 is a diagram showing the positional relationship between a side member and a reinforcing portion. FIG. 7 is a diagram showing the inside of a rear cover. FIG. 8 is a partially enlarged view of the electric unit before fastening the rear cover. FIG. 9 is a partially enlarged view of the electric unit. FIG. 10 is a cross-sectional view of the periphery of the fastening portion between the inner housing and the outer housing.

[0009] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0010] [Embodiment] Fig. 1 is a schematic diagram showing the main configuration of an electric unit 10 mounted on an electric vehicle (hereinafter also referred to as vehicle) 100 according to an embodiment of the present invention, as seen from above the vehicle 100. The left side of Fig. 1 is the forward direction of the vehicle 100. In this embodiment, the electric vehicle 100 is a so-called series hybrid vehicle that includes a generator (power generating motor) 22 that is driven by an engine (not shown) to generate electricity, and an electric motor (driving motor) 21 that is driven by power from a battery (not shown) to propel the electric vehicle 100. However, the present invention is not limited to this, and other hybrid vehicles may also be used, or, for example, an electric vehicle that does not have an engine or a generator (power generating motor).

[0011] 1, the electric unit 10 includes an electric power train (hereinafter referred to as ePT) 2, a gearbox 3, and a case 4 that houses the ePT 2 and the gearbox 3. The electric unit 10 is fixed to the body of the vehicle 100 via a first mount fixing portion 11 and a second mount fixing portion 12.

[0012] FIG. 2 is a schematic diagram of the ePT 2, and is a cross-sectional view of the ePT 2 as seen in the vehicle width direction of the electric vehicle 100.

[0013] 2 , the ePT 2 includes an electric motor (electric motor, drive motor) 21, a generator 22, and an inverter (power conversion device) 23 disposed above the electric motor 21 and the generator 22. The ePT 2 receives a supply of electric power from a battery (not shown) to drive the electric motor 21, thereby causing the electric vehicle 100 to run.

[0014] The electric motor 21 is an electric motor (drive motor), for example a three-phase motor, that receives power from a battery (not shown) to drive and rotates the drive wheels of the electric vehicle 100 via the axles. Furthermore, when the electric vehicle 100 decelerates, the electric motor 21 rotates along with the drive wheels, generating regenerative power. In other words, the electric motor 21 is a rotating electric machine that also functions as a generator. The generator 22 is a generator motor, for example a three-phase motor, that generates power when driven by an engine (not shown). The electric motor 21 and the generator 22 are housed in a motor housing 41 that constitutes part of a case 4 (described later).

[0015] The inverter 23 includes electrical components 231 such as a power module and a capacitor, and incorporates a high-voltage circuit. The inverter 23 is housed in a lid-shaped inverter housing 42 that constitutes part of the case 4 (described later), and is disposed on the motor housing 41 in a state inclined downward toward the front of the electric vehicle 100. The electrical components 231 of the inverter 23 are disposed on the inner surface of the inverter housing 42. The inverter 23 is electrically connected to the electric motor 21 and the generator 22, and converts DC power output from the battery into AC power and supplies the AC power to the electric motor 21 to drive the electric motor 21. The inverter 23 also converts regenerated power from the electric motor (rotating electric machine) 21 and generated power from the generator 22 from AC power to DC power and supplies the DC power to the battery, thereby charging the battery.

[0016] The gearbox 3 (FIG. 1) is a gear device having a gear train made up of a plurality of gears, including a gear train that connects the drive wheels of the electric vehicle 100 to the electric motor (electric motor, drive motor) 21, and a gear train that connects the engine to the generator 22. These gear trains are housed in a gearbox housing 43 that constitutes a part of the case 4.

[0017] The case 4 is made of aluminum or the like and houses the ePT 2 and the gearbox 3. The case 4 is configured by integrating a motor housing 41 that houses the electric motor 21 and the generator 22, an inverter housing 42 that houses the inverter 23, and a gearbox housing 43 that houses the gear train of the gearbox 3. An engine (not shown) that is connected to the gearbox 3 is installed on the right side of the vehicle 100 relative to the electric unit 10, and the case 4 is integrated with the engine.

[0018] As shown in FIG. 2 , the motor housing 41 includes an inner housing 411 that houses the electric motor 21 and the generator 22, an outer housing 412 that houses the inner housing 411 inside, and a rear cover 413 (see FIG. 9 ) that covers an opening 4111 of the inner housing 411. The inner housing 411 includes a cylindrical first inner housing 411A that houses the electric motor 21 and a cylindrical second inner housing 411B that houses the generator 22. The outer housing 412 has two parallel cylindrical housing sections, each housing a first inner housing 411A and a second inner housing 411B. The rear cover 413 is configured to cover the opening 4111 of the cylindrical inner housing 411 (411A, 411B) and is fastened to the outer housing 412 by bolts or the like on the outside of the periphery of the inner housing 411 (411A, 411B). In addition, when the electric vehicle 100 is an electric vehicle that does not have an engine or a generator 22, the motor housing 41 is composed of one cylindrical inner housing 411, an outer housing 412 having one cylindrical storage section, and a rear cover 413 that covers the opening 4111 of the inner housing 411.

[0019] The inverter housing 42 is configured like a lid that opens downward, and is placed on the motor housing 41. The electrical components 231 of the inverter 23 are arranged on the inner surface of the inverter housing 42. The tip of the outer edge of the inverter housing 42 is formed into a flange shape, and is fastened to the motor housing 41 with bolts or the like.

[0020] The gearbox housing 43 is cylindrical and accommodates the gear train of the gearbox 3. The gearbox housing 43 is connected to the motor housing 41. The tip of the outer edge of the gearbox housing 43 is formed into a flange shape and is fastened to the motor housing 41 with bolts or the like.

[0021] The first mount fixing portion 11 is interposed between the electric motor 21 of the ePT2 and the side member 50, and is configured as a mount member having one end fastened to the case 4 of the electric unit 10 with a bolt or the like and the other end fastened to the side member 50 with a bolt or the like. The side member 50 is configured from a steel plate or the like, and is located on the left side of the vehicle 100 with respect to the electric unit 10 (hereinafter simply referred to as the left side). The first mount fixing portion 11 mounts the electric unit 10 to the side member 50, which is located on the left side of the vehicle 100 with respect to the electric unit 10.

[0022] The second mount fixing portion 12 is interposed between the gearbox 3 and the suspension member 60 and is configured as a mount member having one end fastened to the case 4 of the electric unit 10 by a bolt or the like and the other end fastened to the suspension member 60 by a bolt or the like. For example, the suspension member 60 is configured from a steel plate or the like and configured to surround the electric unit 10 from four directions, i.e., front, rear, left, and right, when viewed from above the vehicle 100. The electric unit 10 is mounted and fixed to a rear portion of the suspension member 60 by the second mount fixing portion 12 on the rear side of the vehicle 100 with respect to the electric unit 10 (hereinafter simply referred to as the rear side). Note that the suspension member 60 is not limited to the above configuration as long as it has at least a portion located on the rear side of the vehicle 100 with respect to the electric unit 10.

[0023] As described above, the electric unit 10 of the electric vehicle 100 is mounted and fixed to the side member 50 located on the left side of the vehicle 100 relative to the electric unit 10, and to the suspension member 60 located on the rear side of the vehicle 100 relative to the electric unit 10.

[0024] As mentioned above, an engine (not shown) is installed on the right side of the vehicle 100 relative to the electric unit 10, and the engine is mounted and fixed to a side member (not shown) located on the opposite side of the side member 50 (i.e., on the right side of the vehicle 100 relative to the electric unit 10).

[0025] Typically, an aluminum housing is used for the electric unit case, as with the case 4 of this embodiment. However, because aluminum housings are not very strong, there is a risk that the electric unit case will be damaged or broken (hereinafter referred to as "damage, etc.") during a vehicle collision or other such event. Damage, etc., to the electric unit case can lead to abnormal firing (TI) or electric shock (ES). While a protector may be attached to the electric unit case to increase the case's strength, it may not be possible to install a protector if the space is limited. In other words, it is difficult to install a protector, etc., in areas where a vehicle body collapse stroke or clearance is required. As a result, there is a risk that damage, etc., to the electric unit case cannot be sufficiently prevented.

[0026] Therefore, in this embodiment, a reinforcement portion 44 (see FIG. 3 ) with increased rigidity is provided in a portion of the case 4 that is located rearward of the vehicle 100 (hereinafter also referred to as the rearward side of the line L-L) relative to the line L-L that connects a fixed point where the electric unit 10 is mounted (fastened) to the side member 50 on the left side (hereinafter referred to as the first fixed point) and a fixed point where the electric unit 10 is mounted (fastened) to the rear suspension member 60 (hereinafter referred to as the second fixed point) when viewed from above the vehicle 100. When a collision occurs with the vehicle 100 and the electric unit 10 or the ePT 2 is pushed by a colliding object (barrier), the electric unit 10 or the ePT 2 moves backward while yaw rotating around the first fixed point where the electric unit 10 is mounted and fastened to the side member 50 as a fulcrum. As a result, the case 4 interferes with the side member 50 rearward of the line L-L that connects the first fixed point and the second fixed point (hereinafter also referred to as the straight line connecting the fixed points). Therefore, by providing the reinforcing portion 44 in a portion of the case 4 that is rearward of the straight line connecting the fixed points, which is a portion that is likely to interfere with the side member 50 during a collision of the vehicle 100, it is possible to suppress damage to the case 4. Furthermore, because it is only necessary to provide the reinforcing portion 44 in a portion that is rearward of the straight line connecting the fixed points, space can be saved and the vehicle body crush stroke and clearance can be ensured.

[0027] The reinforcing portion 44 will be described in detail below.

[0028] 3 is a diagram illustrating the installation position of the reinforcing portion 44. The reinforcing portion 44 is provided at the location indicated by X in FIG.

[0029] As described above, in this embodiment, the case 4 has a reinforcing portion 44 that enhances rigidity. As shown in Fig. 3, the reinforcing portion 44 is provided rearward, in a top view of the vehicle 100, of a straight line L-L (a straight line connecting the fixing points) that connects a first fixing point 13 where the electric unit 10 is mounted and fixed to a side member 50 and a second fixing point 14 where the electric unit 10 is mounted and fixed to a suspension member 60. The fixing points 13 and 14 will be described in detail later.

[0030] More specifically, the reinforcing portion 44 is provided at a corner of the case 4 closer to the side member 50 and rearward of the straight line L-L connecting the first fixing point 13 and the second fixing point 14. However, the present invention is not limited to this, and the reinforcing portion 44 may be provided at any position rearward of the straight line connecting the fixing points.

[0031] When a collision occurs and a load is applied to the vehicle 100, the first mount fixing portion 11 is crushed and deformed first. The first mount fixing portion 11 has a relatively high rigidity because it functions to suppress vibrations caused by the motor. During a collision of the vehicle 100, particularly in an offset collision to the right of the vehicle 100, the electric unit 10 is pushed by a collision object (barrier). The mount member of the second mount fixing portion 12, which is closest to the collision site, is likely to break. However, the mount member of the first mount fixing portion 11 moves backward while yaw-rotating around the first fixed point 13 as a fulcrum, while maintaining its mount fixation. As a result, a portion of the electric unit 10 (case 4) rearward of the line connecting the fixed points interferes with the side member 50. Because the side member 50 is made of a high-strength material such as steel plate, interference with the side member 50 could result in damage to the case 4. In contrast, in this embodiment, the case 4 has a reinforcement section 44 with increased rigidity in a section rearward of the straight line connecting the fixed points, thereby suppressing damage to the case 4 in the event of a collision of the vehicle 100.

[0032] Fig. 4 is a top view of the first mount fixing portion 11 that mounts and fixes the electric unit 10 to the side member 50, and Fig. 5 is a top view of the second mount fixing portion 12 that mounts and fixes the electric unit 10 to the suspension member 60. Note that Fig. 5 is a view of a state in which the motor housing 41 is not fastened to the gearbox housing 43.

[0033] As shown in Fig. 4, the mount member of the first mount fixing portion 11 is fastened to the side member 50 at three points (131A, 131B, 131C). Also, as shown in Fig. 5, the second mount fixing portion 12 has two mount members each fastened to the suspension 102. That is, the mount members of the second mount fixing portion 12 are fastened to the suspension member 60 at two points (141A, 141B).

[0034] Here, when the mount members of the mount fixing portions 11, 12 that mount and fix the electric unit 10 to the vehicle body are fastened to the side member 50 and the suspension member 60 at one point, respectively, the fastening point can be defined as the fixed point. On the other hand, when the mount members are fastened to the side member 50 or the suspension member 60 at multiple points, the centers of gravity of the multiple points can be used as representative points and considered to be fixed points that mount and fix the electric unit 10 to the vehicle body. Furthermore, when the mount members are fastened to the side member 50 or the suspension member 60 at two points, the midpoint of the two points can be used as a representative point and considered to be fixed points that mount and fix the electric unit 10 to the vehicle body. In this embodiment, the mount member of the first mount fixing portion 11 is fastened to the side member 50 at three points (131A, 131B, 131C), and therefore the centers of gravity of the three points (131A, 131B, 131C) are set as the first fixed point 13. Furthermore, since the mount member of the second mount fixing part 12 is fastened to the suspension member 60 at two points (141A, 141B), the midpoint of the two points (141A, 141B) is set as the second fixing point 14. Furthermore, if there is insufficient space, the mount member of the mount fixing part may be divided into multiple parts and installed, as in the case of the second mount fixing part 12 of this embodiment.

[0035] In this embodiment, the mount member of the first mount fixing portion 11 is fastened to the side member 50 at three points (131A, 131B, 131C), and the mount member of the second mount fixing portion 12 is fastened to the suspension member 60 at two points (141A, 141B), but this is not limited to this. The number of fastening points for fastening the mount members to the side member 50 and the suspension member 60 can be determined arbitrarily.

[0036] Furthermore, in the present embodiment, one fixing portion is provided for fixing electric unit 10 to each of side member 50 and suspension member 60, but a plurality of fixing portions may be provided for fixing electric unit 10 to each of side member 50 and suspension member 60. In this case, reinforcing portion 44 is provided rearward, in a top view of vehicle 100, of a straight line connecting a fixing point on a fixing portion interposed between electric motor 21 and side member 50 and a fixing point on a fixing portion interposed between gearbox 3 and suspension member 60. In other words, the fixing point set between electric motor 21 and side member 50 is first fixing point 13, and the fixing point set between gearbox 3 and suspension member 60 is second fixing point 14.

[0037] 6 is a diagram showing the positional relationship between the side member 50 and the reinforcing portion 44, and is a left side view of the case 4. In FIG. 6, the position of the side member 50 in the height direction and the front-rear direction of the electric vehicle 100 is indicated by dashed lines.

[0038] The side members 50 have different plate thicknesses or material strengths across a boundary portion 51 in the longitudinal direction of the vehicle 100. That is, the side members 50 have two different types of rigidity in the longitudinal direction of the vehicle 100.

[0039] 6, the reinforcing portion 44 is provided at a position that overlaps with the side member 50 of the vehicle 100 in the height direction of the vehicle 100. As a result, even if the vehicle 100 collides or the like and the case 4 interferes with the side member 50, the side member 50 interferes with the portion having the reinforced rigidity reinforcing portion 44. In other words, it is possible to prevent the side member 50 from interfering with a portion with weak strength and causing damage to the case 4.

[0040] Furthermore, the reinforcing portion 44 is provided at a position overlapping the boundary portion 51 where the rigidity of the side member 50 changes, in a side view of the vehicle 100. When a collision occurs to the vehicle 100 and a load is applied, the side member 50 is likely to bend at the boundary portion 51 where the rigidity changes. That is, during a collision, the boundary portion 51 becomes a bending point and an edge. Therefore, when the case 4 interferes with the boundary portion 51 (edge) of the side member 50 during a collision, stress generated at the interfering portion increases, making the case 4 more likely to break. Therefore, by providing the reinforcing portion 44 at a position overlapping the boundary portion 51 of the side member 50, in a side view of the vehicle 100, even if the case 4 interferes with the side member 50 during a collision of the vehicle 100, the boundary portion 51 (edge) of the side member 50 will interfere with the portion having the reinforcing portion 44. Therefore, damage to the case 4 can be suppressed.

[0041] FIG. 7 is a partially enlarged view of the rear cover 413 of the motor housing 41 that constitutes part of the case 4, showing the inside of the rear cover 413.

[0042] As shown in FIG. 7 , the inside of the rear cover 413 is configured in a honeycomb shape. Rib-shaped members (hereinafter referred to as ribs) 441 are provided on the inside of the rear cover 413, strengthening the rigidity of the areas where the ribs 441 are provided. That is, the ribs 441 provided on the rear cover 413 form the reinforcing portions 44 of the case 4. Therefore, the ribs 441 are provided in a position rearward of the straight line connecting the fixing points when the rear cover 413 is fastened to the outer housing 412. Because the reinforcing portions 44 are provided in a rib shape on the inside of the case 4, there is no need to secure space for the reinforcing portions 44 on the outside of the case 4. This allows for a more space-saving design for the case 4, ensuring the vehicle body crush stroke and clearance while suppressing damage to the case 4 during a collision of the vehicle 100.

[0043] Fig. 8 is a partially enlarged view of the electric unit 10 (ePT2) before fastening the rear cover 413, and is a side view of the portion where the electric motor 21 is housed in the motor housing 41. Fig. 9 is a partially enlarged view of the electric unit 10 (ePT2) after fastening the rear cover 413, and is a side view of the portion where the electric motor 21 is housed in the motor housing 41.

[0044] As shown in Figure 8, the first inner housing 411A that houses the electric motor 21 has a flange portion 4112 formed on the outer periphery, and is fastened to the outer housing 412 at multiple points on the flange portion 4112 using bolts or the like.

[0045] The rib 441 (reinforcement portion 44) is provided on the inside of the rear cover 413, at a position rearward of the straight line connecting the fixed points, and at a position (position indicated by Y in FIG. 9 ) opposite the fastening portion 414 where the first inner housing 411A and the outer housing 412 are fastened. By providing the reinforcement portion 44 in a position opposite the fastening portion 414 in this way, the strength of the bolts and the like fastening the first inner housing 411A and the outer housing 412 also contributes to the rigidity of the reinforcement portion 44. In other words, the rigidity of the reinforcement portion 44 can be further increased, and damage to the case 4 in the event of a collision of the vehicle 100 can be further suppressed.

[0046] FIG. 10 is a cross-sectional view of the vicinity of a fastening portion 414 between the first inner housing 411A that houses the electric motor 21 and the outer housing 412, as viewed from the rear side of the vehicle 100.

[0047] 10 , at fastening portion 414, first inner housing 411A and outer housing 412 are fastened together by bolts 81. Furthermore, outer housing 412 and rear cover 413 are fastened together by bolts 82, and a rib 441 that constitutes reinforcing portion 44 is provided on the inside of rear cover 413 at a position facing bolt 81. Furthermore, high-voltage portion 211 of electric motor 21 is located inside the inner circumferential surface of first inner housing 411A.

[0048] In this way, by providing the reinforcing portion 44 at a position of the fastening portion 414 facing the bolt 81, as described above, the strength of the bolt 81 also contributes to the rigidity of the reinforcing portion 44. Furthermore, because the fastening portion 414 has a tapped portion for the bolt 81, it needs to have a thickness corresponding to the depth of the hole, ensuring rigidity in the insertion direction of the bolt 81. Therefore, the rigidity of the reinforcing portion 44 is substantially strengthened, and damage to the case 4 in the event of a collision of the vehicle 100 can be further suppressed.

[0049] Furthermore, since the rib 441 is provided at a position facing the bolt 81 of the fastening portion 414, even if the case 4 were to break during a collision of the vehicle 100, the rib 441 makes it difficult for fingers to get inside the case 4 (motor housing 41), thereby preventing electric shock to the driver or the like. Preferably, the rib 441 is configured to have a shape with fine rib holes with a pitch narrower than that of a human finger, for example. This makes it possible to further prevent fingers from getting inside the case 4 (motor housing 41) and getting an electric shock if the case 4 were to break.

[0050] According to the electric vehicle 100 of the above embodiment, the following effects can be obtained.

[0051] In the electric vehicle 100, an electric unit 10 including an electric motor 21 and a case 4 that houses the electric motor 21 is mounted and fixed to the vehicle body at a plurality of fixing points. The plurality of fixing points include a first fixing point 13 set on a side member 50 located on a side of the electric vehicle 100 relative to the electric unit 10, and a second fixing point 14 set on a suspension member 60 located on the rear side of the electric vehicle 100. The case 4 has a reinforcement portion 44 with increased rigidity at a portion of the case 4 that is located rearward of the line L-L connecting the first fixing point 13 and the second fixing point 14, when viewed from above the electric vehicle 100. As a result, even if the electric unit 10 is pushed by a colliding object (barrier) and moves backward while yaw rotating about the first fixing point 13 in the event of a collision of the vehicle 100, the side member 50 will interfere with the portion of the case 4 that has the reinforcement portion 44 with increased rigidity. This reduces damage or breakage of the case 4 in the event of a collision of the electric vehicle 100. Furthermore, since the reinforcing portion 44 only needs to be provided in the area rearward of the straight line connecting the fixing points, it is possible to save space in the case 4 and ensure the vehicle body collapse stroke and clearance.

[0052] In the electric vehicle 100, the reinforcing portion 44 of the case 4 is provided at a position that overlaps with the side member 50 in the height direction of the electric vehicle 100. As a result, even if the vehicle 100 collides or the like and the case 4 interferes with the side member 50, the side member 50 interferes with the portion having the reinforced rigidity reinforcing portion 44. Therefore, damage to the case 4 during a collision of the electric vehicle 100 or the like can be suppressed.

[0053] In electric vehicle 100, side member 50 has two types of rigidity in the front-to-rear direction of electric vehicle 100, and reinforcing portion 44 of case 4 is provided at a position overlapping boundary portion 51 where the rigidity of side member 50 changes. As a result, even if electric vehicle 100 is hit and boundary portion 51 of side member 50 is bent to form an edge, boundary portion 51 (edge) will interfere with the portion having reinforcing portion 44 with increased rigidity, and damage to case 4 can be further suppressed.

[0054] In the electric vehicle 100, the reinforcing portion 44 is provided in a rib shape on the inside of the case 4. Therefore, there is no need to secure space for providing the reinforcing portion 44 on the outside of the case 4, which makes it possible to further reduce the space required for the case 4. In other words, damage to the case 4 in the event of a collision of the electric vehicle 100 can be suppressed while ensuring the vehicle body crush stroke and clearance.

[0055] In the electric vehicle 100, the rib-shaped reinforcement portion 44 is provided in a position on the rear cover 413 opposite a fastening portion 414 between the inner housing 411 and the outer housing 412. This contributes to the rigidity of the reinforcement portion 44, as the strength of the bolts and the like fastening the inner housing 411 and the outer housing 412 also contributes to the rigidity of the reinforcement portion 44, thereby further reducing damage to the case 4 in the event of a collision of the electric vehicle 100. Furthermore, since the fastening portion 414 needs to have a thickness equivalent to the depth of the holes into which the bolts and the like are inserted, the rigidity of the reinforcement portion 44 is substantially increased, thereby further reducing damage to the case 4 in the event of a collision of the vehicle 100. Furthermore, because the rib-shaped reinforcement portion 44 is provided in a position opposite the fastening portion 414, even if the case 4 breaks in the event of a collision of the vehicle 100, the reinforcement portion 44 makes it difficult for fingers to get inside the case 4. This prevents electric shock to the driver and the like.

[0056] In this embodiment, the case 4 is configured by integrating the motor housing 41 that houses the electric motor 21 and the generator 22, the inverter housing 42 that houses the inverter 23, and the gearbox housing 43 that houses the gear train of the gearbox 3, but is not limited to this. The case 4 may be any housing that houses at least the electric motor 21.

[0057] Furthermore, in this embodiment, the electric motor 21 and generator 22 of the ePT2 are integrated with the inverter 23, but this is not limiting, and the electric motor 21 and generator 22 do not have to be integrated with the inverter 23 as long as they are electrically connected to the inverter 23. Furthermore, like an electric vehicle that does not have a generator, the ePT2 does not have to be equipped with the generator 22.

[0058] Furthermore, in this embodiment, the first mount fixing portion 11 (first fixing point 13) mounts and fixes the electric unit 10 to the side member 50 located on the left side of the electric vehicle 100. However, this is not limited to this. For example, in areas where vehicles drive on the left side, an offset collision is likely to occur at a position on the left side of the front of the vehicle in the event of a collision with an oncoming vehicle or the like. In this case, the electric unit 10 is likely to yaw due to a load being applied from a position on the left side of the front of the electric vehicle 100, which causes the electric unit 10 to interfere with the side member 50 located on the left side of the electric vehicle 100. Therefore, as in this embodiment, it is preferable to set the first fixing point 13 on the side member 50 located on the left side of the electric vehicle 100. On the other hand, in areas where vehicles drive on the right side, an offset collision is likely to occur at a position on the right side of the front of the vehicle in the event of a collision with an oncoming vehicle or the like, which causes the electric unit 10 to interfere with the side member located on the right side of the electric vehicle 100. Therefore, in such areas, it is preferable to set the first fixing point 13 on the side member located on the right side of the electric vehicle 100. That is, the side member on which side of electric vehicle 100 first fixing point 13 is to be set can be determined arbitrarily depending on the region in which electric vehicle 100 is used, etc.

[0059] Furthermore, as in the present embodiment, the reinforcing portion 44 is preferably provided at a position overlapping the side member 50 in the height direction of the electric vehicle 100, but this is not necessarily limited to this. The reinforcing portion 44 may be provided at a position offset from the side member 50 in the height direction of the electric vehicle 100, as long as it is provided at a location rearward of the straight line connecting the fixing points.

[0060] Furthermore, as in the present embodiment, reinforcing portion 44 is preferably provided at a position overlapping boundary portion 51 where the rigidity of side member 50 changes in a side view of electric vehicle 100, but this is not necessarily limited to this. Reinforcing portion 44 may be provided at a position offset from boundary portion 51 in a side view of electric vehicle 100 as long as it is provided at a location rearward of the straight line connecting the fixing points.

[0061] Furthermore, in the present embodiment, side member 50 has two types of rigidity in the front-rear direction of electric vehicle 100, but this is not limited thereto, and side member 50 may have only one type of rigidity, or may have three or more types of rigidity. When side member 50 has three or more types of rigidity, reinforcing portion 44 is preferably provided at a position overlapping one of a plurality of boundary portions where the rigidity of side member 50 changes, in a side view of electric vehicle 100.

[0062] Furthermore, as in this embodiment, the reinforcing portion 44 is preferably provided in a rib shape on the inside of the case 4 (rear cover 413), but is not necessarily limited to this. The reinforcing portion 44 does not have to be rib-shaped as long as it is provided in a position rearward of the straight line connecting the fixing points, and may also be provided on the outside of the case 4.

[0063] Although the embodiments of the present invention have been described above, the above embodiments merely illustrate some of the application examples of the present invention, and it is not intended that the technical scope of the present invention be limited to the specific configurations of the above embodiments.

Claims

1. An electric vehicle in which an electric unit comprising an electric motor and a case housing the electric motor is mounted and fixed to the vehicle body at multiple fixed points, The fixing point includes at least a first fixing point set on a side member located on the side side of the electric vehicle with respect to the electric unit, and a second fixing point set on a suspension member located on the rear side of the electric vehicle with respect to the electric unit. The case has a reinforced portion that enhances rigidity in a portion of the electric vehicle that is located on the rear side of the electric vehicle relative to the straight line connecting the first fixed point and the second fixed point, when viewed from above the electric vehicle. Electric vehicle.

2. The electric vehicle according to claim 1, The reinforcing portion is provided at the corner of the case from the side member, on the rear side of the electric vehicle relative to the straight line, when viewed from above the electric vehicle. Electric vehicle.

3. An electric vehicle according to claim 1 or 2, The reinforcing portion is provided in a position that overlaps with the side member in the height direction of the electric vehicle. Electric vehicle.

4. The electric vehicle according to claim 3, The side member has at least two types of rigidity in the longitudinal direction of the electric vehicle, The reinforcing portion is provided at a position that overlaps with the boundary where the rigidity of the side member changes, in a side view of the electric vehicle. Electric vehicle.

5. The electric vehicle according to claim 1, The reinforcing portion is provided in a rib shape on the inside of the case. Electric vehicle.

6. The electric vehicle according to claim 5, The case comprises an outer housing, a cylindrical inner housing housed inside the outer housing and fastened to the outer housing, and a rear cover covering the opening of the inner housing. The reinforcing portion is provided in the rear cover at a position opposite to the fastening portion between the inner housing and the outer housing. Electric vehicle.