Vehicle on-board device mounting structure

Abstract

The rear differential divides the power transmitted from the rear propeller shaft into a pair of rear drive shafts. The second motor generator applies power to the pair of rear drive shafts through the rear differential. The rear differential has a rear differential gear and a rear differential case. When viewed in the axial direction of the rear drive shaft, the second inverter and the rear differential gear overlap. When viewed in the vertical direction of the vehicle, the second inverter and the rear differential gear do not overlap. When viewed in the vertical direction, the second inverter and the rear differential case overlap.

Description

Technology Field

[0001] The present disclosure relates to a mounting structure for a vehicle-mounted device. Background Technology

[0002] Japanese Patent Publication No. 2005-231526 discloses a vehicle comprising an engine, a propeller shaft, a motor, a differential, and a pair of rear wheel drive shafts. The engine is positioned at the front of the vehicle. The motor and the differential are positioned at the rear of the vehicle. The propeller shaft transmits driving force output from the engine to the differential. The motor outputs driving force toward the differential. The differential distributes the power transmitted from the propeller shaft and the power input from the motor to a pair of rear wheel drive shafts. The motor and the differential are housed in a differential carrier. The problem to be solved

[0003] In some cases, the inverter, which performs power conversion between the battery and the motor, is positioned in close proximity to the motor. In this case, depending on the mounting structure of the vehicle's onboard equipment, there is a risk that the vertical dimensions of the unit, consisting of the motor, inverter, and differential, may increase. An increase in the vertical dimensions of the unit may lead to a deterioration in the unit's mountability within the vehicle. means of solving the problem

[0004] In one embodiment of the present disclosure, a vehicle-mounted device mounting structure is provided. A vehicle is equipped with a differential that divides power transmitted from a propeller shaft into a pair of drive shafts, a motor that applies power to the pair of drive shafts through the differential, and an inverter that performs power conversion between a battery cell housed in a battery pack and the motor. The differential has a differential case that accommodates a pair of side gears connected to each of the pair of drive shafts and a differential pinion that meshes with both sides of the pair of side gears, and a ring gear provided on the outer circumference of the differential case, to which power is also transmitted from the propeller shaft and the motor. In the vehicle-mounted device mounting structure, when viewed in the axial direction of the drive shaft, the inverter and the ring gear overlap, and when viewed in the vertical direction of the vehicle, the inverter and the ring gear do not overlap, and when viewed in the vertical direction, the inverter and the differential case overlap. Brief explanation of the drawing

[0005] FIG. 1 is a schematic diagram showing the configuration of the drive system and the electrical system of an electric vehicle according to one embodiment. FIG. 2 is a schematic diagram showing the vehicle-mounted device mounting structure of the drive device illustrated in FIG. 1 viewed from above. FIG. 3 is a schematic diagram showing the structure of a vehicle-mounted device mounted inside the drive unit illustrated in FIG. 1. Figure 4 is a cross-sectional view along line 4-4 shown in Figure 2. Specific details for implementing the invention

[0006] Hereinafter, an embodiment of a structure for mounting a vehicle-mounted device will be described with reference to FIGS. 1 to 4. In addition, in the following description, "front," "rear," "left," "right," "up," and "down" mean "front," "rear," "left," "right," "up," and "down" based on the forward direction of the vehicle. The left and right directions coincide with the width direction of the vehicle.

[0007] "The vertical direction" is the direction of the vertical line, that is, the height direction. "When viewed from the vertical direction" means looking from above or looking from below. "When viewed from the horizontal direction" means looking from a direction parallel to the horizontal plane perpendicular to the vertical direction.

[0008] FIG. 1 schematically shows the configuration of the drive system and the electrical system of an electric vehicle (10). The dashed lines shown in FIG. 1 indicate electrical connections.

[0009] In FIG. 1, the rear propeller shaft (30), hypoid pinion (31), second motor generator (50), reduction gear mechanism (40), and rear differential (60), which constitute part of the drive system of the electric vehicle (10), do not necessarily reflect the relative positions of these. The battery pack (90), first inverter (92), second inverter (93), first charging port (94), second charging port (95), vehicle-mounted charger (96), and charging port (97), which constitute part of the electrical system of the electric vehicle (10), do not necessarily reflect the relative positions of these.

[0010] As illustrated in FIG. 1, the electric vehicle (10) is equipped with an engine (11) which is a power source, a first motor generator (13), and a second motor generator (50). The engine (11) is a power source provided on the front wheel (28) side and is a well-known internal combustion engine. The electric vehicle (10) is equipped with a pair of left and right front wheels (28) and a pair of left and right rear wheels (67). The rear wheels (67) are main drive wheels that serve as drive wheels when driving two-wheel drive and when driving four-wheel drive. The front wheels (28) are auxiliary drive wheels that serve as driven wheels when driving two-wheel drive and also serve as drive wheels when driving four-wheel drive. The electric vehicle (10) is a four-wheel drive vehicle based on the FR (Front Engine Rear Drive) method.

[0011] <Electric system of electric vehicle (10)>

[0012] The electric vehicle (10) is equipped with a battery pack (90). The battery pack (90) contains a plurality of battery cells (91) inside. In FIG. 1, the plurality of battery cells (91) laid out inside the battery pack (90) are shown as a single dotted line. The plurality of battery cells (91) accumulate power supplied to the first motor generator (13) and the second motor generator (50). The first motor generator (13) and the second motor generator (50) function as motor MGs, which are the power sources of the electric vehicle (10). That is, the plurality of battery cells (91) accumulate power supplied to the motor MGs, which are the power sources of the electric vehicle (10).

[0013] The electric vehicle (10) is equipped with a first inverter (92) that performs power conversion between a battery cell (91) and a first motor generator (13). The electric vehicle (10) is equipped with a second inverter (93) that performs power conversion between a battery cell (91) and a second motor generator (50). The second inverter (93) is provided on the upper part of the drive device (100) described later.

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

[0015] The first motor generator (13) is equipped with a stator (14), a rotor (15), and a rotation shaft (16). The stator (14) is fixed so as not to rotate with respect to the electric vehicle (10). The rotor (15) is rotatable with respect to the stator (14). The rotation shaft (16) is fixed to the rotor (15). That is, the rotation shaft (16) rotates together with the rotor (15). The rotation shaft (16) extends in the forward and backward directions.

[0016] The second motor generator (50) is equipped with a stator (51), a rotor (52), and an output shaft (53). The stator (51) is fixed so as not to rotate with respect to the electric vehicle (10). For example, the stator (51) is fixed to a housing (70) described later. The rotor (52) is rotatable with respect to the stator (51). The output shaft (53) is fixed to the rotor (52). That is, the output shaft (53) rotates together with the rotor (52). The output shaft (53) extends in the vehicle width direction. An output gear (54) is fixed to the output shaft (53). That is, the output gear (54) rotates together with the output shaft (53).

[0017] The first inverter (92) and the second inverter (93) are, for example, circuit boards with switching elements mounted thereon. The first inverter (92) and the second inverter (93) are well-known power circuits that convert direct current into alternating current or convert alternating current into direct current.

[0018] The electric vehicle (10) is equipped with a charging port (97) configured to be connected to an external power source in order to charge a battery cell (91) by power supplied from an external power source. That is, the electric vehicle (10) is a plug-in hybrid vehicle.

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

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

[0021] The second charging port (95) is electrically connected to a vehicle-mounted charger (96). The vehicle-mounted charger (96) is electrically connected to a battery pack (90). The vehicle-mounted charger (96) charges the battery cell (91) by converting the AC power input from the AC power source connected to the second charging port (95) into DC power and then outputting it toward the battery cell (91).

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

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

[0024] <Drive system of electric vehicle (10)>

[0025] The crankshaft (12) of the engine (11) is connected to the front portion of the rotation axis (16) of the first motor generator (13) in the vehicle's front-rear direction through a clutch mechanism (17) enclosed by a dotted line.

[0026] The clutch mechanism (17) is a mechanism for adjusting the amount of torque transmitted between the crankshaft (12) and the rotation axis (16) of the first motor generator (13). When the clutch mechanism (17) is in a locked state, the crankshaft (12) and the rotation axis (16) of the first motor generator (13) are connected. Meanwhile, when the clutch mechanism (17) is in an open state, the connection between the crankshaft (12) and the rotation axis (16) of the first motor generator (13) is released.

[0027] The rear portion of the rotation shaft (16) of the first motor generator (13) is connected to the input shaft of the transmission (18). The transmission (18) is a well-known configuration. The output shaft of the transmission (18) is connected to the input shaft of the transfer (19).

[0028] The transfer (19) is a well-known front and rear wheel power distribution device. The transfer (19) distributes all of the rotational power of the engine (11) or the first motor generator (13) to the rear wheel (67), or distributes the rotational power of the engine (11) or the first motor generator (13) to the front wheel (28) and the rear wheel (67), respectively.

[0029] Power transmission path between transfer (19) and front wheel (28)

[0030] The electric vehicle (10) is equipped with a front propeller shaft (20), a front differential (21), and a pair of front drive shafts (27) arranged sequentially from the transfer (19) side in the power transmission path between the transfer (19) and the front wheel (28). These are well-known configurations.

[0031] The front propeller shaft (20) is a rotating member that transmits rotational power from the engine (11) or the first motor generator (13) to the front wheel (28). The transfer (19) is equipped with a clutch mechanism that adjusts the amount of torque transmitted between, for example, the transfer (19) and the front propeller shaft (20). When this clutch mechanism is in an open state, the electric vehicle (10) is capable of two-wheel drive. When this clutch mechanism is in a locked state, the electric vehicle (10) is capable of four-wheel drive.

[0032] The front differential (21) has a front differential ring gear (22) and a front differential case (23). The front differential ring gear (22) is provided on the outer circumference of the front differential case (23). The front differential ring gear (22) meshes with a pinion gear provided at the front end of the front drive shaft (27). In the internal space of the front differential case (23), a front differential pinion shaft (24), a pair of front differential pinion gears (25), and a pair of front differential side gears (26) are located. The pair of front differential pinion gears (25) and the pair of front differential side gears (26) are, for example, bevel gears.

[0033] The front differential pinion shaft (24) is fixed inside the front differential case (23). A pair of front differential pinion gears (25) pass through the front differential pinion shaft (24). The pair of front differential pinion gears (25) each mesh with both sides of a pair of front differential side gears (26). The right front differential side gear (26) is connected to the right front drive shaft (27). The left front differential side gear (26) is connected to the left front drive shaft (27).

[0034] The right front drive shaft (27) is a rotating member connecting the right front differential side gear (26) and the right front wheel (28). The left front drive shaft (27) is a rotating member connecting the left front differential side gear (26) and the left front wheel (28).

[0035] <Power transmission path between transfer (19) and rear wheel (67)>

[0036] The electric vehicle (10) is equipped with a rear propeller shaft (30), a drive unit (100), and a pair of rear drive shafts (66) arranged sequentially from the transfer (19) side in the power transmission path between the transfer (19) and the rear wheel (67).

[0037] The rear propeller shaft (30) is a propeller shaft that transmits rotational power output from the engine (11) to the rear. A hypoid pinion (31) is provided at the rear end of the rear propeller shaft (30). The hypoid pinion (31) is fixed to the rear propeller shaft (30) so as not to rotate relative to it. The hypoid pinion (31) is a truncated cone-shaped gear.

[0038] The drive unit (100) is provided with a rear portion of a rear propeller shaft (30) that is housed in a housing (70) fixed to the vehicle body, a hypoid pinion (31), a reduction mechanism (40), and a second motor generator (50). The drive unit (100) is provided with a rear differential (60). The rear differential (60) is a differential device. The rear differential (60) has a rear differential ring gear (61) and a rear differential case (62). The rear differential ring gear (61) is provided on the outer circumference of the rear differential case (62).

[0039] The reduction mechanism (40) transmits rotational power output from the second motor generator (50) and rotational power transmitted from the rear propeller shaft (30) to the rear differential (60). That is, the second motor generator (50) applies power to a pair of rear drive shafts (66) through the rear differential (60). The rear differential (60) divides the power transmitted from the rear propeller shaft (30) into a pair of rear drive shafts (66).

[0040] The driving device (100) includes a second motor generator (50), a reduction gear mechanism (40), a rear differential (60), and a second inverter (93). That is, the driving device (100) is a unit composed of a motor MG, a reduction gear mechanism (40), a differential, and an inverter.

[0041] The reduction mechanism (40) is equipped with a rotating shaft (44) extending in the vehicle width direction, a first reduction gear (41), a second reduction gear (42), and a third reduction gear (43). The first reduction gear (41), the second reduction gear (42), and the third reduction gear (43) are fixed to the rotating shaft (44) so ​​as not to rotate relative to each other. The third reduction gear (43) is positioned between the first reduction gear (41) and the second reduction gear (42).

[0042] The first reduction gear (41) is a hypoid gear that meshes with a hypoid pinion (31) provided at the rear end of the rear propeller shaft (30). The first reduction gear (41) is a truncated cone-shaped gear. The second reduction gear (42) meshes with an output gear (54) that is fixed to the output shaft (53) of the second motor generator (50). The third reduction gear (43) meshes with a rear differential ring gear (61).

[0043] That is, power is transmitted to the rear differential ring gear (61) from the rear propeller shaft (30) and the second motor generator (50).

[0044] Since the first reduction gear (41) is fixed to the rotation shaft (44), the rotation of the rear propeller shaft (30) is transmitted to the rotation shaft (44) through the first reduction gear (41). Since the second reduction gear (42) is fixed to the rotation shaft (44), the rotation of the output shaft (53) is transmitted to the rotation shaft (44) through the second reduction gear (42). Since the third reduction gear (43) is fixed to the rotation shaft (44), the rotation of the rotation shaft (44) is transmitted to the rear differential ring gear (61). That is, since the third reduction gear (43) is fixed to the rotation shaft (44), the rotation of the rotation shaft (44) is transmitted to the differential device.

[0045] The internal space of the rear differential case (62) accommodates a rear differential pinion shaft (63), a pair of rear differential pinion gears (64), and a pair of rear differential side gears (65). The pair of rear differential pinion gears (64) and the pair of rear differential side gears (65) are, for example, bevel gears.

[0046] The rear differential pinion shaft (63) is fixed inside the rear differential case (62). A pair of rear differential pinion gears (64) pass through the rear differential pinion shaft (63). The pair of rear differential pinion gears (64) each mesh with both sides of a pair of rear differential side gears (65). The right rear differential side gear (65) is connected to the right rear drive shaft (66). The left rear differential side gear (65) is connected to the left rear drive shaft (66).

[0047] The right rear drive shaft (66) is a rotating member connecting the right rear differential side gear (65) and the right rear wheel (67). The left rear drive shaft (66) is a rotating member connecting the left rear differential side gear (65) and the left rear wheel (67).

[0048] <Configuration of the driving device (100)>

[0049] FIG. 2 schematically shows a vehicle-mounted device mounting structure with the driving device (100) viewed from above the vehicle.

[0050] As illustrated in FIG. 2, the housing (70) of the drive unit (100) has a through hole (71) on the front surface. A rear propeller shaft (30) is inserted through the through hole (71). The gap between the rear propeller shaft (30) and the through hole (71) is sealed by an oil seal (103).

[0051] The housing (70) has a through hole (72) on the left side. The left rear drive shaft (66) is inserted through the through hole (72). The gap between the left rear drive shaft (66) and the through hole (72) is sealed by an oil seal (104).

[0052] The housing (70) has a through hole (73) on the right side. The right rear drive shaft (66) is inserted through the through hole (73). The gap between the right rear drive shaft (66) and the through hole (73) is sealed by an oil seal (105).

[0053] FIG. 4 is a cross-sectional view along line 4-4 shown in FIG. 2. FIG. 4 schematically shows the internal structure of the driving device (100), the cooling device (98), and the battery pack (90) when viewed from the left side.

[0054] As shown in FIG. 4, in the drive unit (100), the second inverter (93) is positioned above the reduction gear mechanism (40) and the rear drive shaft (66). The cooling unit (98) is positioned above the second inverter (93). The battery pack (90) is positioned above the drive unit (100).

[0055] As illustrated in FIGS. 2 and 4, the driving device (100) has a first part (101) and a second part (102). The first part (101) and the second part (102) protrude upward. A rear differential ring gear (61) is housed in the first part (101). A second motor generator (50) is housed in the second part (102).

[0056] As shown in FIG. 2, when viewed from the vertical direction, the second inverter (93) and the first part (101) do not overlap. That is, when viewed from the vertical direction, the second inverter (93) and the rear differential ring gear (61) do not overlap.

[0057] FIG. 3 is a cross-sectional view along line 3-3 shown in FIG. 4. FIG. 3 schematically illustrates the internal vehicle-mounted device mounting structure of the drive unit (100). FIG. 3 shows a cross-section of the housing (70). The components housed in the housing (70) are indicated by solid lines. In FIG. 3, the position of the second inverter (93) located above the housing (70) is indicated by a dotted line.

[0058] As shown in FIG. 3, the second inverter (93) is positioned above the rear differential (60). When viewed from the vertical direction, the second inverter (93) and the rear differential case (62) overlap.

[0059] The second inverter (93) is positioned above the first reduction gear (41) and the rotation shaft (44). That is, the second inverter (93) is positioned above the reduction mechanism (40). When viewed from the vertical direction, the second inverter (93) overlaps with the first reduction gear (41) and the rotation shaft (44). That is, when viewed from the vertical direction, the second inverter (93) and the reduction mechanism (40) overlap.

[0060] The second inverter (93) is positioned above the output shaft (53) of the second motor generator (50). The output shaft (53) is a power transmission component that transmits the rotational power of the second motor generator (50) to the rear differential (60).

[0061] When viewed from the vertical direction, the second inverter (93) and the output shaft (53) overlap. That is, when viewed from the vertical direction, the second inverter (93) and the power transmission component that transmits the rotational power of the second motor generator (50) to the rear differential (60) overlap.

[0062] The second motor generator (50), the reduction gear mechanism (40), and the rear differential (60) are arranged in the order of the second motor generator (50), the reduction gear mechanism (40), and the rear differential (60) from the front.

[0063] The second reduction gear (42) has a larger diameter than the output gear (54). The rear differential ring gear (61) has a larger diameter than the third reduction gear (43). In this way, the reduction mechanism (40) is set so that the rotational speed of the rear differential ring gear (61) is slower than the rotational speed of the output gear (54).

[0064] As shown in FIG. 4, the output shaft (53) of the second motor generator (50) is positioned above the rear propeller shaft (30).

[0065] As shown in FIG. 4, when viewed from the axial direction of the rear drive shaft (66), the second inverter (93) and the rear differential ring gear (61) overlap. When viewed from the axial direction of the rear drive shaft (66), it is when viewed from the axial direction of the drive shaft. That is, when viewed from the axial direction of the drive shaft, the second inverter (93) and the rear differential ring gear (61) overlap.

[0066] As shown in FIG. 4, when viewed from the direction of the rotation axis of the second motor generator (50), the second inverter (93) and the second motor generator (50) overlap. When viewed from the direction of the rotation axis of the second motor generator (50), it is when viewed from the direction of the rotation axis of the motor MG. That is, when viewed from the direction of the rotation axis of the motor MG, the second inverter (93) and the second motor generator (50) overlap.

[0067] As shown in FIG. 4, the uppermost part (50H) of the second motor generator (50) is located above the output shaft (53).

[0068] As shown in FIG. 3, when viewed from the vertical direction, the second inverter (93) and the second motor generator (50) do not overlap at the location where the uppermost part (50H) is located. Therefore, when viewed from the vertical direction, the uppermost part (50H) of the second inverter (93) and the second motor generator (50) do not overlap.

[0069] As shown in FIG. 3, among the first reduction gear (41), the second reduction gear (42), and the third reduction gear (43), the second reduction gear (42) is the largest gear. Therefore, the uppermost part (42H) of the second reduction gear (42) shown in FIG. 4 is the uppermost part (40H) of the reduction mechanism (40). The lowermost part (42L) of the second reduction gear (42) is the lowermost part (40L) of the reduction mechanism (40).

[0070] As shown in FIG. 4, when viewed from the side, the uppermost part (42H) of the second reduction gear (42) is at a lower position than the uppermost part (61H) of the rear differential ring gear (61). That is, when viewed from the side, the uppermost part (40H) of the reduction mechanism (40) is at a lower position than the uppermost part (61H) of the rear differential ring gear (61).

[0071] When viewed from the side, the lowest part (42L) of the second reduction gear (42) is at a higher position than the lowest part (61L) of the rear differential ring gear (61). That is, when viewed from the side, the lowest part (40L) of the reduction mechanism (40) is at a higher position than the lowest part (61L) of the rear differential ring gear (61).

[0072] When viewed from the horizontal direction, the uppermost part (93H) of the second inverter (93) is at a lower position than the uppermost part (61H) of the rear differential ring gear (61). When viewed from the horizontal direction, the uppermost part (93H) of the second inverter (93) is at a lower position than the uppermost part (50H) of the second motor generator (50).

[0073] <Operation of the present embodiment>

[0074] As shown in FIG. 3, the rear differential ring gear (61) is provided on the outer circumference of the rear differential case (62). Therefore, the vertical dimension of the rear differential ring gear (61) is larger than the vertical dimension of the rear differential case (62). In the drive unit (100), when viewed from the vertical direction, the second inverter (93) and the rear differential ring gear (61) are not overlapped, and the second inverter (93) and the rear differential case (62) are overlapped. By doing so, as shown in FIG. 4, the second inverter (93) is positioned at a height where the second inverter (93) and the rear differential ring gear (61) overlap when viewed from the axial direction of the rear drive shaft (66). The above vehicle-mounted device mounting structure allows the vertical dimensions of the drive unit (100) to be reduced compared to a structure in which the second inverter (93) and the rear differential ring gear (61) do not overlap when viewed from the axial direction of the rear drive shaft (66).

[0075] <Effects of this embodiment>

[0076] (1) According to the above vehicle-mounted device mounting structure, the vertical dimensions of the drive unit (100), which is a unit including a second motor generator (50), a rear differential (60), and a second inverter (93), are suppressed. Because of this, the vehicle-mounted device's mounting capability on the vehicle is improved.

[0077] (2) As shown in FIG. 3, an output shaft (53) is positioned above the rear propeller shaft (30). The output shaft (53) is a power transmission component that transmits the rotational power of the second motor generator (50) to the rear differential (60).

[0078] As shown in FIG. 4, when viewed from the direction of the rotation axis of the second motor generator (50), the second inverter (93) overlaps with the second motor generator (50). On the other hand, as shown in FIG. 3, when viewed from the vertical direction, the second inverter (93) does not overlap with the uppermost part (50H) of the second motor generator (50). Also, when viewed from the vertical direction, the second inverter (93) overlaps with the output shaft (53), which is a power transmission component.

[0079] When viewed from the vertical direction, the second inverter (93) is positioned to overlap with the rear differential case (62) and the output shaft (53), which is the power transmission path. According to the vehicle-mounted device mounting structure, the second inverter (93) is positioned so as to avoid the position where the vertical dimension of the second motor generator (50) is maximized.

[0080] As illustrated in FIG. 4, in the drive device (100), the second inverter (93) is positioned at a height where the second inverter (93) and the second motor generator (50) overlap when viewed from the direction of the rotation axis of the second motor generator (50). Accordingly, the vehicle-mounted device mounting structure allows the vertical dimensions of the drive device (100) to be reduced compared to a structure where the second inverter (93) and the second motor generator (50) do not overlap when viewed from the direction of the rotation axis of the second motor generator (50). According to the vehicle-mounted device mounting structure, it is easy to reduce the vertical dimensions of the drive device (100), which includes the second motor generator (50), the rear differential (60), and the second inverter (93). Therefore, the vehicle-mountability of the vehicle-mounted device is improved.

[0081] (3) The electric vehicle (10) is equipped with a reduction mechanism (40). The reduction mechanism (40) transmits rotational power output from the second motor generator (50) and rotational power transmitted from the rear propeller shaft (30) to the rear differential (60). As shown in FIG. 3, the second motor generator (50), the reduction mechanism (40), and the rear differential (60) are arranged in the order of the second motor generator (50), the reduction mechanism (40), and the rear differential (60) from the front.

[0082] As illustrated in FIG. 4, when viewed from the side, the uppermost part (40H) of the reduction mechanism (40) is located lower than the uppermost part (61H) of the rear differential ring gear (61). The lowermost part (40L) of the reduction mechanism (40) is located higher than the lowermost part (61L) of the rear differential ring gear (61). As illustrated in FIG. 3, when viewed from the vertical direction, the second inverter (93) is positioned to overlap with the reduction mechanism (40). That is, the second inverter (93) is positioned in the space above the reduction mechanism (40), where the vertical dimension is smaller than that of the rear differential ring gear (61). According to the above vehicle-mounted device mounting structure, it is easy to suppress the vertical dimension of the drive unit (100). Therefore, the vehicle-mounted device's mounting capability on the vehicle is improved.

[0083] (4) As shown in FIG. 4, when viewed from the horizontal direction, the uppermost part (93H) of the second inverter (93) is located lower than the uppermost part (61H) of the rear differential ring gear (61). Therefore, the driving device (100) has a smaller vertical dimension compared to other units where the height of the driving device (100) and the uppermost part (61H) of the rear differential ring gear (61) are the same, and the uppermost part (93H) of the second inverter (93) is higher than the uppermost part (61H) of the rear differential ring gear (61). Accordingly, according to the vehicle-mounted device mounting structure, the vertical dimension of the driving device (100) is suppressed, thereby improving the mounting capability of the vehicle-mounted device on the vehicle.

[0084] (5) As shown in FIG. 4, when viewed from the horizontal direction, the uppermost part (93H) of the second inverter (93) is located lower than the uppermost part (50H) of the second motor generator (50). Therefore, the driving device (100) has a smaller vertical dimension compared to other units where the height of the driving device (100) and the uppermost part (50H) of the second motor generator (50) are the same, and the uppermost part (93H) of the second inverter (93) is higher than the uppermost part (50H) of the second motor generator (50). Accordingly, according to the vehicle-mounted device mounting structure, the vertical dimension of the driving device (100) is suppressed, thereby improving the vehicle-mounting capability of the vehicle-mounted device.

[0085] (6) As shown in FIG. 4, the battery pack (90) is positioned above the second inverter (93). According to the vehicle-mounted device mounting structure, the dimensions in the vertical direction of the drive unit (100) can be reduced, so the space above the drive unit (100) can be used to position the battery pack (90).

[0086] (7) The electric vehicle (10) is equipped with a cooling device (98) that cools the second inverter (93).

[0087] As illustrated in FIG. 4, the cooling device (98) is positioned above the second inverter (93). According to the vehicle-mounted device mounting structure, the cooling device (98) for cooling the second inverter (93) is positioned near the second inverter (93). Therefore, the first pipe (111) connecting the second inverter (93) and the cooling device (98) can be short. According to the vehicle-mounted device mounting structure, the second inverter (93) can be efficiently cooled by the cooling device (98).

[0088] (8) The cooling device (98) is configured to cool the battery cell (91) as well.

[0089] As illustrated in FIG. 4, the cooling device (98) is positioned above the second inverter (93). The battery pack (90) is positioned above the cooling device (98). According to the vehicle-mounted device mounting structure, the cooling device (98) for cooling the second inverter (93) and the battery cell (91) is positioned near the second inverter (93) and the battery pack (90). Therefore, the first pipe (111) connecting the second inverter (93) and the cooling device (98) and the second pipe (112) connecting the battery pack (90) and the cooling device (98) may be short. According to the vehicle-mounted device mounting structure, the second inverter (93) and the battery cell (91) can be efficiently cooled by the cooling device (98).

[0090] <Change Example>

[0091] The present embodiment may be implemented with modifications as follows. The present embodiment and the following modifications according to the present embodiment may be implemented in combination with one another to the extent that they are not technically contradictory.

[0092] · If all of the following requirements (1), (2) and (3) are satisfied, the power transmission component that transmits the rotational power of the second motor generator (50) to the rear differential (60) may be positioned below the rear propeller shaft (30). For example, the output shaft (53) of the second motor generator (50) may be positioned below the rear propeller shaft (30).

[0093] Requirement (1): When viewed from the axial direction of the rear drive shaft (66), the second inverter (93) and the rear differential ring gear (61) overlap.

[0094] Requirement (2): When viewed from the vertical direction, the second inverter (93) and the rear differential ring gear (61) do not overlap.

[0095] Requirement (3): When viewed from the vertical direction, the second inverter (93) and the rear differential case (62) overlap.

[0096] · If all of the above requirements (1), (2) and (3) are satisfied, the second inverter (93) and the second motor generator (50) do not need to overlap when viewed from the direction of the rotation axis of the second motor generator (50).

[0097] · If all of the above requirements (1), (2) and (3) are satisfied, the output shaft (53) of the second inverter (93) and the second motor generator (50) do not need to overlap when viewed from the vertical direction.

[0098] · If all of the above requirements (1), (2) and (3) are satisfied, the second inverter (93) and the uppermost part (50H) of the second motor generator (50) may overlap when viewed from the vertical direction.

[0099] · If all of the above requirements (1), (2) and (3) are satisfied, the second inverter (93) and the reduction mechanism (40) do not need to overlap when viewed from the vertical direction.

[0100] · If all of the above requirements (1), (2) and (3) are satisfied, the second inverter (93) may be positioned below the rear differential (60).

[0101] · If all of the above requirements (1), (2) and (3) are satisfied, and the second inverter (93) is positioned above the rear differential (60), then when viewed from the horizontal direction, the uppermost part (93H) of the second inverter (93) may be at a higher position than the uppermost part (61H) of the rear differential ring gear (61).

[0102] · If all of the above requirements (1), (2) and (3) are satisfied, and the second inverter (93) is positioned above the rear differential (60), then when viewed from the horizontal direction, the uppermost part (93H) of the second inverter (93) may be higher than the uppermost part (50H) of the second motor generator (50).

[0103] · The cooling device (98) does not have to be positioned above the second inverter (93). For example, the cooling device (98) may be positioned below the driving device (100).

[0104] The battery pack (90) does not have to be placed above the cooling device (98). For example, the battery pack (90) may be placed below the cooling device (98).

[0105] The battery pack (90) does not have to be placed above the second inverter (93). For example, the battery pack (90) may be placed below the second inverter (93).

[0106] · The battery cell (91) and the second inverter (93) may each be cooled by two different cooling devices.

[0107] The second motor generator (50), the reduction gear mechanism (40), and the rear differential (60) do not have to be arranged in the order of the second motor generator (50), the reduction gear mechanism (40), and the rear differential (60) from the front. For example, the second motor generator (50), the reduction gear mechanism (40), and the rear differential (60) may be arranged in the order of the rear differential (60), the reduction gear mechanism (40), and the second motor generator (50) from the front.

Claims

Claim 1 A vehicle-mounted device mounting structure, wherein the vehicle is equipped with a differential device that divides power transmitted from a propeller shaft into a pair of drive shafts, a motor that applies power to the pair of drive shafts through the differential device, and an inverter that performs power conversion between a battery cell housed in a battery pack and the motor, wherein the differential device has a differential case that accommodates a pair of side gears connected to each of the pair of drive shafts and a differential pinion that meshes with both sides of the pair of side gears, and a ring gear provided on the outer circumference of the differential case and to which power is transmitted from the propeller shaft and the motor, wherein the vehicle-mounted device mounting structure has the inverter and the ring gear overlapping when viewed in the axial direction of the drive shaft, the inverter and the ring gear do not overlap when viewed in the vertical direction of the vehicle, and the inverter and the differential case overlap when viewed in the vertical direction. Claim 2 A vehicle-mounted device mounting structure according to claim 1, wherein a power transmission component that transmits rotational power of the motor to the differential device is disposed above the propeller shaft, and the inverter and the motor overlap when viewed in the direction of the rotation axis of the motor, and the inverter and the power transmission component overlap when viewed in the up-down direction, and the uppermost part of the inverter and the motor do not overlap when viewed in the up-down direction. Claim 3 A vehicle-mounted device mounting structure according to claim 1 or 2, comprising a reduction mechanism that transmits rotational power output from the motor and rotational power transmitted from the propeller shaft to the differential, wherein the motor, the reduction mechanism, and the differential are arranged in the order of the motor, the reduction mechanism, and the differential from the front, and when viewed from the side of the vehicle, the uppermost part of the reduction mechanism is at a position lower than the uppermost part of the ring gear, and the lowermost part of the reduction mechanism is at a position higher than the lowermost part of the ring gear, and when viewed from the vertical direction, the inverter is arranged to overlap with the reduction mechanism. Claim 4 A vehicle-mounted device mounting structure according to any one of claims 1 to 3, wherein, when viewed from the horizontal direction of the vehicle, the inverter is positioned above the differential. Claim 5 A vehicle-mounted device mounting structure according to any one of claims 1 to 4, wherein, when viewed in the horizontal direction, the uppermost part of the inverter is located lower than the uppermost part of the ring gear. Claim 6 A vehicle-mounted device mounting structure according to any one of claims 1 to 5, wherein, when viewed in the horizontal direction, the uppermost part of the inverter is located at a lower position than the uppermost part of the motor. Claim 7 A vehicle-mounted device mounting structure according to any one of claims 1 to 6, wherein the battery pack is positioned above the inverter. Claim 8 A vehicle-mounted device mounting structure according to any one of claims 1 to 7, wherein the cooling device for cooling the inverter is provided, and the cooling device is positioned above the inverter. Claim 9 In claim 8, the vehicle-mounted device mounting structure is configured such that the cooling device is configured to cool the battery cell, the cooling device is positioned above the inverter, and the battery pack is positioned above the cooling device.

Images