CN212667096U

CN212667096U - Vehicle with a steering wheel

Info

Publication number: CN212667096U
Application number: CN202021258959.2U
Authority: CN
Inventors: 星野谷武
Original assignee: Honda Motor Co Ltd
Current assignee: Honda Motor Co Ltd
Priority date: 2019-07-02
Filing date: 2020-07-01
Publication date: 2021-03-09
Anticipated expiration: 2030-07-01
Also published as: JP2021010265A; JP6903716B2

Abstract

The utility model provides a vehicle that also can effectively utilize the holding portion that is kept when the drive unit is lifted after assembling the drive unit to the vehicle. A vehicle (1) is provided with: a drive unit (30) provided with a Motor (MOT) and a case (40) that houses the Motor (MOT); and a subframe (14) for supporting the drive unit (30), wherein the subframe (14) has an upper frame part (51) extending in the vehicle width direction above the drive unit (30), and the housing (40) has a holding part (41) protruding upward from an upper surface (40u) of the housing (40) and held when the drive unit (30) is lifted. The holding section (41) is disposed at a predetermined gap (S2) in the front-rear direction with respect to the upper frame section (51), and is disposed so as to overlap the upper frame section (51) when viewed from the front-rear direction.

Description

Vehicle with a steering wheel

Technical Field

The utility model relates to a vehicle with drive unit, this drive unit possess the driving source and accomodate the casing of this driving source.

Background

In recent years, hybrid vehicles, electric vehicles, fuel cell vehicles, and the like using an electric motor as a drive source have been known. When such a vehicle is manufactured, the motor is suspended from the vehicle and assembled. For this reason, for example, patent document 1 proposes a technique in which a suspension hole into which a hook or the like can be inserted is provided in a motor.

Documents of the prior art

Patent document 1: japanese laid-open patent publication No. 10-322991

SUMMERY OF THE UTILITY MODEL

Problem to be solved by utility model

However, the suspension hole described in patent document 1 ends its function (action) after the motor is assembled to the vehicle. Therefore, in patent document 1, there is room for improvement in terms of effective use of the suspending hole after the motor is assembled to the vehicle.

An object of the present invention is to provide a vehicle that can effectively utilize a holding portion that is held when a drive unit is lifted even after the drive unit is assembled to the vehicle.

Means for solving the problems

The utility model provides a vehicle, it possesses:

a drive unit including a drive source and a case that houses the drive source; and

a frame member for supporting the driving unit,

wherein the content of the first and second substances,

the frame member has an upper frame portion extending in a vehicle width direction above the drive unit,

the housing has a holding portion that protrudes upward from an upper surface of the housing and is held when the drive unit is lifted,

the holding portion is disposed with a predetermined gap in the front-rear direction with respect to the upper frame portion,

the holding portion is arranged to overlap with the upper frame portion when viewed from a front-rear direction of the vehicle.

Effect of the utility model

According to the present invention, the holding portion that is held when the drive unit is lifted can be effectively utilized also after the drive unit is assembled to the vehicle.

Drawings

Fig. 1 is a schematic side view showing an overall configuration of a vehicle on which a drive unit according to an embodiment of the present invention can be mounted.

Fig. 2 is a plan view showing a floor structure of the vehicle of fig. 1.

Fig. 3 is a front view of the drive unit as viewed from the front.

Fig. 4 is a front view of the subframe and the drive unit as viewed from the front.

Fig. 5 is a perspective view of the subframe and the drive unit viewed from the left front lower side.

Fig. 6 is a plan view of the subframe and the drive unit as viewed from above.

Fig. 7 is a view showing the subframe and the drive unit taken along a cutting line a-a in fig. 4, and is a view showing a positional relationship between the holding portion and the upper frame portion before a collision occurs.

Fig. 8 is a view showing the subframe and the drive unit taken along a cutting line a-a in fig. 4, and is a view showing a positional relationship between the holding portion and the upper frame portion at the time of a collision.

Description of reference numerals:

1 vehicle

4 vehicle room

14 subframe

30 drive unit

40 casing

40u upper surface

41 holding part

41a opening part

42 Rib

45 fastening part

50 front frame member

51 upper frame part

52 support part

60 rear frame member

70 left frame part

80 right frame member

MOT motor

PDU power conversion device

S2 gap

Detailed Description

Hereinafter, an embodiment of a drive unit and an embodiment of a vehicle mounted with the drive unit according to the present invention will be described with reference to the drawings. In the following description, front and rear, left and right, and up and down are described in terms of directions as viewed from an operator of the vehicle, and in the drawings, the front of the vehicle is denoted by Fr, the rear is denoted by Rr, the left side is denoted by L, the right side is denoted by R, the upper side is denoted by U, and the lower side is denoted by D.

[ VEHICLE ]

As shown in fig. 1 and 2, the vehicle 1 is partitioned by a floor panel 2 and a dash panel 3 into a vehicle cabin 4, a trunk 5, and a front cabin 6 in front thereof. A front seat 7 and a rear seat 8 are provided in the vehicle compartment 4. An engine ENG, which is a drive source for driving the left and right front wheels FW, is provided in the front cabin 6, and a drive unit 30 is provided below the backup case 5, and the drive unit 30 houses a motor MOT, which is a drive source for driving the left and right rear wheels RW. That is, vehicle 1 is a so-called hybrid vehicle in which both engine ENG and motor MOT are drive sources.

Battery BAT and fuel tank 9 are disposed below vehicle interior 4. Battery BAT and drive unit 30 are connected via a DC line, not shown, and engine ENG and fuel tank 9 are connected via a fuel line, not shown.

The vehicle body frame 10 includes a pair of left and

right side frames

11, 12 extending in the front-rear direction, a plurality of cross members 13 extending in the vehicle width direction (hereinafter also referred to as the left-right direction) and connecting the

side frames

11, 12, and a sub frame 14 supporting the drive unit 30 and having a substantially rectangular shape in plan view.

[ Driving Unit ]

As shown in fig. 3, the drive unit 30 includes a motor MOT, a case 40 that houses the motor MOT, a power conversion device PDU that is electrically connected to the motor MOT and converts electric power supplied to the motor MOT and electric power supplied from the motor MOT, and a power transmission mechanism TM that transmits power of the motor MOT to the rear wheels RW. The power conversion device PDU is, for example, an inverter. The power conversion device PDU is provided with a connector portion 32 of a DC line connector for connecting a DC line.

The case 40 houses the motor MOT and the power transmission mechanism TM therein. A holding portion 41 protruding upward is provided on the upper surface 40u of the housing 40. The holding portion 41 is held when the drive unit 30 is lifted, such as when the drive unit 30 is assembled to the vehicle 1.

More specifically, the holding portion 41 is formed in a substantially circular arc shape that connects two points on the upper surface 40u that are separated in the vehicle width direction at an upper side, and has an opening portion 41a that penetrates in the front-rear direction. This allows a hook or the like to be hooked on the opening 41a from above the housing 40 (the drive unit 30), and the drive unit 30 to be easily lifted. By providing such an opening 41a, as will be described later, when the holding portion 41 interferes with the upper frame portion 51 and an impact on the holding portion 41 becomes excessive, the holding portion 41 can be broken.

As shown in fig. 3, the housing 40 is provided with a rib 42 extending in the vehicle width direction on the outer peripheral surface of the housing 40. More specifically, the housing 40 includes a side wall portion 43 forming a right side surface of the housing 40, and a cylindrical output shaft holding portion 44 protruding from the side wall portion 43 in the rotation axis direction. The output shaft holding portion 44 holds an output shaft (not shown) that transmits the power of the motor MOT to the rear wheels RW. Further, the rib 42 is provided to extend from the upper surface of the output shaft holding portion 44 to the upper surface 40u in the vehicle width direction through the upper surface of the side wall portion 43. By providing such ribs 42, the rigidity of the case 40 can be improved.

The holding portion 41 is provided in a state of being connected to the rib 42. By coupling the holding portion 41 and the rib 42, the rigidity of the holding portion 41 can be increased, and the holding portion 41 can reliably interfere with the upper frame portion 51 described later, so that the impact applied to the drive unit 30 can be reduced. Further, by coupling the holding portion 41 and the rib 42, the holding portion 41 and the rib 42 can be formed integrally, and the manufacturing cost of the case 40 in the case where the holding portion 41 and the rib 42 are provided can be reduced.

Further, as shown in fig. 3 to 6, the housing 40 has a fastening portion 45 for fixing the drive unit 30 to the subframe 14. The fastening portion 45 includes a right front fastening portion 45a, a left front fastening portion 45b, and a rear fastening portion 45 c.

More specifically, a right front fastening portion 45a is provided on the right side of the case 40, and a left front fastening portion 45b is provided on the left side of the case 40, as viewed from the front. The right front fastening portion 45a and the left front fastening portion 45b each have three bolt holes formed from the front toward the rear, and a boss portion formed around the bolt holes and protruding forward. Further, a rear fastening portion 45c is provided at substantially the center of the housing 40 as viewed from the rear. The rear fastening portion 45c has a bolt hole formed from the rear toward the front, and a boss portion formed around the bolt hole and projecting rearward.

[ auxiliary frame ]

As shown in fig. 4 to 7, the subframe 14 includes a front frame member 50 and a rear frame member 60 that face each other in the front-rear direction, and a left frame member 70 and a right frame member 80 that face each other in the vehicle width direction (left-right direction). The front frame member 50, the rear frame member 60, the left frame member 70, and the right frame member 80 are coupled to adjacent frame members (for example, in the case of the front frame member 50, the left frame member 70 and the right frame member 80). Thus, the subframe 14 is formed into a substantially rectangular shape in a plan view.

The front frame member 50 includes an upper frame portion 51 extending in the vehicle width direction above the drive unit 30, and support portions 52 provided on both sides of the upper frame portion 51 in the vehicle width direction.

The upper frame portion 51 is a hollow rod member extending in the vehicle width direction. The support portion 52 includes a right support portion 521 provided on the right side of the upper frame portion 51 and a left support portion 522 provided on the left side of the upper frame portion 51 when viewed from the front.

In the right side support portion 521, a bolt hole 521b communicating with the bolt hole of the right side mounting bracket 53a is provided inside an inner wall portion 521a provided so as to surround the outer edge portion of the right side mounting bracket 53 a.

Similarly, in the left side supporting portion 522, a bolt hole 522b communicating with the bolt hole of the left side mounting bracket 53b is provided inside an inner wall portion 522a provided so as to surround the outer edge portion of the left side mounting bracket 53 b.

The rear frame member 60 includes a rear frame portion 61 extending in the vehicle width direction behind the drive unit 30, and a rear support portion 62 provided substantially at the center of the rear frame portion 61 in the vehicle width direction. The rear support portion 62 is provided with a circular opening penetrating the rear frame portion 61 in the front-rear direction, a boss portion formed so as to surround the opening and to project the rear frame portion 61 in the front-rear direction, a rubber mounting insulator (not shown) disposed in the opening, and a collar 63 held by the mounting insulator.

In the present embodiment, the right side support portion 521 and the right front fastening portion 45a are fixed via the right side mounting bracket 53a, and the left side support portion 522 and the left front fastening portion 45b are fixed via the left side mounting bracket 53b, by bolts inserted from the front of the front frame member 50. The rear-side supporting portion 62 and the rear fastening portion 45c are fixed to each other via the mounting insulator and the collar 63 by a bolt inserted from the rear of the rear frame member 60. With such a configuration, when a load equal to or greater than a predetermined load is input to the subframe 14 at the time of a frontal collision of the vehicle 1, the drive unit 30 can move forward relative to the subframe 14 by inertia.

As shown in fig. 4, 7, and the like, the subframe 14 supports the drive unit 30 in a state where the holding portion 41 overlaps the upper frame portion 51 when viewed from the front-rear direction. More specifically, on the bottom surface of the upper frame portion 51, a first bottom surface portion 51a, a step portion 51b, and a second bottom surface portion 51c are provided in this order from the rear toward the front. The first bottom surface portion 51a is formed substantially horizontally in the front-rear direction and is located slightly below the upper end portion 41u of the holding portion 41 in the vertical direction. That is, the subframe 14 supports the drive unit 30 in a state where the upper end portion 41u is located above a virtual line L extending horizontally through the first bottom surface portion 51 a.

The second bottom surface portion 51c is formed substantially horizontally in the front-rear direction and is located lower than the first bottom surface portion 51a in the vertical direction, and constitutes a lower end portion of the upper frame portion 51. A predetermined gap S1 is provided between the second bottom surface portion 51c and a portion of the upper surface 40u immediately below the second bottom surface portion 51 c. The step portion 51b is formed between the first bottom surface portion 51a and the second bottom surface portion 51c, and is formed so as to gradually descend from the first bottom surface portion 51a side toward the second bottom surface portion 51c side (i.e., from the rear toward the front).

As shown in fig. 7, the subframe 14 supports the drive unit 30 in a state where the holding portion 41 is disposed rearward with respect to the upper frame portion 51 with a gap S2.

When the vehicle 1 configured as described above undergoes a frontal collision, an impact is input to the subframe 14 through the side frames 11, 12. At this time, when a load equal to or greater than a predetermined value is input to the subframe 14 as described above, the drive unit 30 moves forward relative to the subframe 14 due to inertia as shown in fig. 7 and 8. As shown by arrow 90 in fig. 8, when the drive unit 30 further moves forward, the holding portion 41 interferes with the first bottom surface portion 51a of the upper frame portion 51. When the holding portion 41 interferes with the first bottom surface portion 51a, the upper frame portion 51 deforms, so that the impact applied to the drive unit 30 can be reduced. Then, when the drive unit 30 moves further forward, the holding portion 41 interferes with the step portion 51b of the upper frame portion 51. When the holding portion 41 interferes with the step portion 51b and the impact on the holding portion 41 is excessive, the holding portion 41 is broken, whereby the impact applied to the drive unit 30 can be further reduced.

As shown in fig. 7 and the like, in a state where the sub-frame 14 supports the drive unit 30, the power conversion device PDU is positioned forward of the motor MOT and the front frame member 50. Therefore, as shown in fig. 8, even if the drive unit 30 including the power conversion device PDU moves forward due to inertia at the time of a frontal collision of the vehicle 1, the power conversion device PDU can be prevented from contacting the front frame member 50.

Further, the power conversion device PDU is disposed forward of the motor MOT (case 40), that is, on the vehicle compartment side. Therefore, even if the vehicle 1 collides with the front and the power conversion device PDU moves forward due to inertia, the power conversion device PDU can be prevented from being exposed from the vehicle body of the vehicle 1 by the vehicle interior (e.g., the floor 2).

While the embodiments of the present invention have been described above, the present invention is not limited to the above embodiments, and modifications, improvements, and the like can be appropriately made.

For example, although the hybrid vehicle using engine ENG and motor MOT as drive sources has been described in the above embodiment, an electric vehicle using only motor MOT as a drive source may be used.

The arrangement positions of the battery BAT and the fuel tank 9 are not limited to the example of the above embodiment, and for example, the arrangement positions of the battery BAT and the fuel tank 9 may be interchanged in the example of fig. 2. In the case of an electric vehicle, the fuel tank 9 may not be provided.

In the above embodiment, the example in which one holding portion 41 is provided in the housing 40 has been described, but a plurality of holding portions may be provided at different positions in consideration of the position of the center of gravity of the drive unit 30 and the like. With this configuration, the drive unit 30 can be stably lifted by holding the plurality of holding portions.

In the above embodiment, the holding portion 41 of the case 40 housing the electric motor MOT is used effectively, but the same effect can be obtained by causing the holding portion of the case housing another drive source such as the engine ENG to interfere with the frame member in the same manner as the holding portion 41.

In the above embodiment, the drive unit 30 in which the motor MOT is housed is disposed at the rear portion of the vehicle 1, but the drive unit 30 may be disposed in the front compartment 6 and the motor MOT may be used as a drive source for driving the left and right front wheels FW.

In the above embodiment, the example in which the upper frame portion 51 is a hollow rod member has been described, but the present invention is not limited to this, and for example, the upper frame portion 51 may be a solid rod member.

In the present specification, at least the following matters are described. Although the components and the like according to the above-described embodiment are shown in parentheses, the present invention is not limited to these.

(1) A vehicle (vehicle 1) is provided with:

a drive unit (drive unit 30) including a drive source (motor MOT) and a case (case 40) that houses the drive source; and

a frame member (front frame member 50) for supporting the driving unit,

wherein the content of the first and second substances,

the frame member has an upper frame portion (upper frame portion 51) extending in the vehicle width direction above the drive unit,

the housing has a holding portion (holding portion 41) that protrudes upward from an upper surface (upper surface 40u) of the housing and is held when the drive unit is lifted,

the holding part is arranged at a predetermined gap (gap S2) in the front-rear direction with respect to the upper frame part,

According to (1), the holding portion provided to the housing is disposed so as to overlap the upper frame portion disposed with a predetermined gap in the front-rear direction of the vehicle when viewed from the front-rear direction. Therefore, when the housing is displaced in the front-rear direction with respect to the upper frame portion due to a collision of the vehicle or the like, the holding portion interferes with the upper frame portion, and the impact applied to the drive unit can be reduced. The holding portion held when the drive unit is lifted ends its function after the drive unit is assembled in the vehicle, but the holding portion can be effectively used by having a function of a cushion member that reduces a shock applied to the drive unit at the time of a vehicle collision or the like.

(2) The vehicle according to (1), wherein,

the holding portion is disposed rearward with respect to the upper frame portion in the front-rear direction with the predetermined gap,

the frame member has support portions (support portions 52) that support the drive unit on both sides of the upper frame portion in the vehicle width direction,

the support portion supports the driving unit with a front surface of the frame member.

According to (2), since the support portion supports the drive unit with the front surface of the frame member, the drive unit moves forward with respect to the upper frame member due to inertia at the time of a frontal collision. In this case, the holding portion interferes with the upper frame portion, so that the impact applied to the drive unit can be reduced, and when the impact is too large, the holding portion is broken, so that the impact applied to the drive unit can be further reduced.

(3) The vehicle according to (2), wherein,

the holding portion is connected to a rib (rib 42) extending in the vehicle width direction on an outer peripheral surface of the housing.

According to (3), since the holding portion is coupled to the rib extending in the vehicle width direction on the outer peripheral surface of the housing, the rigidity of the holding portion can be increased, and the holding portion and the upper frame portion can be reliably interfered with each other, thereby reducing the impact applied to the drive unit. Further, since the holding portion is coupled to the rib, the holding portion and the rib can be formed integrally, and the manufacturing cost of the housing can be reduced.

(4) The vehicle according to (2) or (3), wherein,

the drive source is a rotating electrical machine (motor MOT),

the drive unit further includes a power conversion device (power conversion device PDU) for converting the electric power supplied to the rotating electric machine and the electric power supplied from the rotating electric machine,

the drive unit is supported by a subframe (subframe 14) in which a front frame member (front frame member 50) and a rear frame member (rear frame member 60) that face each other in the front-rear direction, and a left frame member (left frame member 70) and a right frame member (right frame member 80) that face each other in the vehicle width direction are connected together in a substantially rectangular shape in a plan view,

the frame member is the front frame member,

the power conversion device is located forward of the rotating electric machine and the front frame member.

According to (4), since the power converter is located forward of the rotating electric machine and the front frame member, the power converter can be prevented from coming into contact with the front frame member in the event of a frontal collision.

(5) The vehicle according to (4), wherein,

the power conversion device is disposed on a vehicle compartment side of the rotating electric machine.

According to (5), since the power conversion device is disposed on the vehicle compartment side of the rotating electric machine, the power conversion device can be prevented from being exposed from the vehicle body at the time of a frontal collision.

(6) The vehicle according to any one of (1) to (5), wherein,

the holding portion has an opening (opening 41a) penetrating in the front-rear direction.

According to (6), since the opening portion is provided in the holding portion, the hook can be hooked, and the holding portion can be broken when the impact is too large.

Claims

1. A vehicle is provided with:

a frame member for supporting the driving unit,

wherein the content of the first and second substances,

2. The vehicle according to claim 1, wherein,

the frame member has support portions that support the drive unit on both sides of the upper frame portion in the vehicle width direction,

3. The vehicle according to claim 2, wherein,

the holding portion is connected to a rib extending in the vehicle width direction on an outer peripheral surface of the housing.

4. The vehicle according to claim 2 or 3,

the drive source is a rotating electrical machine,

the drive unit further includes a power conversion device for converting electric power supplied to the rotating electric machine and electric power supplied from the rotating electric machine,

the drive unit is supported by a subframe in which a front frame member and a rear frame member facing in the front-rear direction and a left frame member and a right frame member facing in the vehicle width direction are connected to each other in a substantially rectangular shape in a plan view,

the frame member is the front frame member,

5. The vehicle according to claim 4,

6. The vehicle according to any one of claims 1 to 3,

the holding portion has an opening portion penetrating in the front-rear direction.

7. The vehicle according to claim 4,

8. The vehicle according to claim 5, wherein,