JP2009137443A - Electric vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an electric vehicle capable of effectively preventing damages to parts in a power source room even when any force is applied from the outside by collision or the like with the electric vehicle. <P>SOLUTION: A motor room 10 as a power source room includes a dash panel 20 provided in an intermediate part in the longitudinal direction of a vehicle, and a pair of fender inner side panels provided on both side in the width direction of the vehicle, and the entire motor room is constituted as a frame. A base panel 42 for partitioning the inside of the motor room 10 into an upper space and a lower space is provided in the motor room 10. The base panel 42 has a flat plate part 44, and a rear end in the longitudinal direction of the vehicle of the flat plate part 44 is directly coupled with and fixed to a front side face of the dash panel 20 in the horizontal direction with the welding or the like, and both ends in the vehicle width direction of the flat plate part 44 are directly coupled with and fixed to an inner face of an inner panel on a pair of fenders in the horizontal direction with the welding or the like. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention includes a vehicle compartment side panel provided at a middle portion in the front-rear direction of a vehicle, and a pair of width direction outer panels provided on both sides in the width direction of the vehicle. The present invention relates to an electric vehicle including a power source chamber.

  Conventionally, a fuel cell vehicle equipped with a fuel cell and an electric vehicle such as an electric vehicle have been considered. An electric vehicle supplies electric power to an electric motor that is a rotating electric machine from a fuel cell, a power storage unit such as a battery, and uses the electric motor as a power source of the vehicle. An electric vehicle mounts an electric motor, for example in the motor room which is a power source room provided in the front part.

  FIG. 8 is a schematic perspective view showing an example of a component mounting structure in a motor room in a fuel cell vehicle, which is an electric vehicle conventionally considered, and FIG. 9 is a view from the top to the bottom of FIG. FIG. FIG. 10 is a schematic perspective view showing the front part including the motor room in the fuel cell vehicle body shown in FIG. The fuel cell vehicle includes a motor room provided at the front. In the entire specification, the front-rear direction means the front-rear direction of the vehicle, and the width direction means the width direction of the vehicle. A fuel cell stack 12, a power control unit (PCU) 14, a traveling motor 16 that is a rotating electrical machine, and an air compressor 18 are mounted in the motor room 10. The motor room 10 includes a dash panel 20 that is a vehicle compartment side panel provided in a middle portion in the front-rear direction of the vehicle, and a fender side inner panel 22 that is a pair of width direction outer panels provided on both sides of the vehicle in the width direction. It is comprised in frame shape by the part to include.

  As shown in FIG. 10, the motor room 10 includes a front upper panel 24 (FIG. 10) in which the front end portions (left end portions in FIGS. 8 and 9) of the pair of fender side inner panels 22 are provided at the front end portion of the vehicle. The front lower frame 26 is connected. In addition, a pair of strut tower portions 28 are integrally provided in the middle portion in the front-rear direction of each fender-side inner panel 22. The strut tower portion 28 has a damper (not shown), which is a component of the front suspension that is a wheel suspension device, and an upper portion of the coil spring 29, and has a function of supporting the upper portion of the damper and the coil spring 29. In addition, a pair of sub-frames 30 are coupled and fixed at the lower part of the motor room 10 so as to span the vehicle front-rear direction (the left-right direction in FIGS. 8 and 9) below the front lower frame 26 and the dash panel 20. ing.

  In the motor room 10, a pedestal portion 32 is provided above the pair of subframes 30, and the fuel cell stack 12 is placed on the pedestal portion 32. The pedestal portion 32 includes a plurality of leg portions 34 such as four, and a mounting plate portion 36 coupled to the upper portion of the leg portion 34. Each leg 34 is coupled to the upper side of each subframe 30. Each subframe 30 also has a role of supporting a suspension device arm (not shown) constituting the front suspension.

  A power control unit 14 is placed on the upper side of the fuel cell stack 12. A radiator 38 is provided on the front side of the fuel cell stack 12 in the motor room 10. The traveling motor 16 and the air compressor 18 are disposed below the mounting plate portion 36. The traveling motor 16 is driven by power supplied directly from the fuel cell stack 12 or via a battery (not shown) that is a power storage unit, and transmits power to the wheels 40 via a power transmission mechanism (not shown). To do. The air compressor 18 is used to supply air to the fuel cell stack 12 after compressing air taken from outside. Further, in the power control unit 14, an inverter (not shown) for converting a DC voltage from the fuel cell stack 12 or the battery into an AC voltage and supplying the AC motor power to the traveling motor 16, an inverter An electric circuit such as a control circuit (not shown) to be controlled is provided.

  Patent Document 1 includes a cooling unit that cools the inverter, the cooling unit including a plurality of refrigerant channel blocks through which the refrigerant passes, and a joining member that joins the plurality of refrigerant channels, An electric vehicle is described which is a member having a rigidity lower than that of the refrigerant channel block.

JP 2006-82570 A

  In the case of the conventional fuel cell vehicle shown in FIGS. 8 to 10, when a force from the outside is input from the front side of the vehicle to the front-rear direction of the vehicle due to a collision or the like, a pair of fenders The side inner panel 22, the front upper panel 24 and the front lower frame 26 receive this external force. For this reason, there is a possibility that damage to components in the motor room 10 can be suppressed. However, the width direction both ends and the rear end of the mounting plate portion 36 on which the fuel cell stack 12 is mounted are not directly coupled to the fender side inner panel 22 and the dash panel 20. That is, a large space exists between the placing plate portion 36, the fender side inner panel 22 and the dash panel 20. For this reason, for example, when another vehicle (not shown) or the like collides in an obliquely longitudinal direction of the vehicle indicated by an arrow α in FIG. 9 and a force is applied from the outside, the pair of fender side inner panels 22 , One side fender side inner panel 22 (upper side in FIG. 9, left side in FIG. 10), one side fender panel (not shown) provided outside the one side fender side inner panel 22, a front side upper panel 24 (FIG. 10) and The front lower frame 26 receives a force in the direction indicated by the arrow β in FIG. 9 from the outside. When the one-side fender side inner panel 22, the one-side fender panel, the front upper panel and the front lower frame 26 are crushed, between each panel 22, the front upper panel and the front lower frame 26, and the fuel cell stack 12 There is a possibility that the members constituting the vehicle body and the components in the motor room 10 such as the fuel cell stack 12 collide strongly so that the components in the motor room 10 are damaged so that the gap between them is almost eliminated. Under such circumstances, there has been a demand for a structure that can easily prevent damage to components in the power source chamber even when an external force is applied to the electric vehicle due to a collision or the like.

  On the other hand, the present inventor does not need to mount an engine in the case of an electric vehicle such as a fuel cell vehicle, and it is not necessary to provide a continuous space having a large vertical dimension. By adopting a structure of a power source room unique to an electric vehicle that deviates from the structure of a generally known engine room of an engine-equipped vehicle, it has been found that the above problems can be solved. That is, in the case of a vehicle with an engine, since the engine generates a large vibration, sound, and heat, it is necessary to secure a large gap so that the vibration, sound, and heat are not transmitted to surrounding components. It is also necessary to provide a structure in which the engine and a power transmission mechanism such as a transaxle are mechanically connected in the engine room. In addition, if the same engine room structure can be used for another engine-equipped vehicle with a different part arrangement structure, it is necessary to secure a larger gap between the engine and peripheral parts so that the vehicle body can be shared. Occurs. In addition, the layout of parts in the engine room is often studied so that many parts with predetermined dimensions and shapes can be mounted in the engine room. In this case, the space in the engine room is increased. Need to do. For this reason, it is necessary to provide a continuous wide space with a large vertical dimension in the engine room. On the other hand, in the electric vehicle, the traveling motor 16 that is a rotating machine can be configured smaller than the engine, and peripheral components that supply power to the traveling motor 16 and the traveling motor 16 are connected by electric wires. In addition, since peripheral components such as the air compressor 18 and the fuel cell stack 12 may be connected by piping, it is not necessary to provide a continuous wide space in which the components are connected in the motor room 10. For this reason, in the case of an electric vehicle, this inventor discovered that the structure of the unique power source chamber different from the case of an engine-equipped vehicle can be employ | adopted, and the solution of said subject can be aimed at by this.

  An object of the present invention is to make it easy to effectively prevent damage to components in a power source chamber even when an external force is applied to an electric vehicle due to a collision or the like.

  An electric vehicle according to the present invention includes a vehicle compartment side panel provided at a middle portion in the front-rear direction of the vehicle, and a pair of width direction outer side panels provided on both sides in the width direction of the vehicle. A power source chamber in which the electric machine is mounted, and a reinforcing member that is provided in the power source chamber and partitions the power source chamber into an upper space and a lower space, and the reinforcing member is a vehicle side end that is one end in the vehicle front-rear direction. The electric vehicle is characterized in that the vehicle body side panel is coupled and fixed in the horizontal direction, and both ends in the vehicle width direction are coupled and fixed in the horizontal direction to the pair of width direction outer panels.

  Preferably, the reinforcing member is provided at the other end in the front-rear direction of the vehicle at the other end in the front-rear direction of the vehicle and is connected to the end of the outer panel in the width direction. Directly coupled and fixed to the substructure material.

  More preferably, the reinforcing member directly connects and fixes the vehicle side end, which is one end of the vehicle longitudinal direction, to the horizontal side surface of the vehicle side panel, and both ends of the vehicle width direction of the pair of width outer panels. Connect directly to the horizontal side.

  More preferably, the fuel cell is disposed above the reinforcing member, and the rotating electrical machine is disposed below the reinforcing member.

  More preferably, the uppermost end of the parts constituting the wheel suspension is made lower than the reinforcing member in the power source chamber.

  More preferably, the reinforcing member has an impact absorbing portion including a corrugated portion or a bent portion.

  The electric vehicle according to the present invention includes a reinforcing member that is provided in the power source chamber and partitions the power source chamber into an upper space and a lower space, and the reinforcing member is an end portion on the vehicle compartment side that is one end portion in the vehicle front-rear direction. Is fixed to the vehicle compartment side panel in the horizontal direction, and both ends in the vehicle width direction are fixed to the pair of width direction outer panels in the horizontal direction, so that when an external force is applied from the outside due to a collision or the like, the reinforcing member It is possible to share and receive an external force with a member including the above, and to prevent an excessive increase in the force applied to each member constituting the vehicle body. For this reason, even when the reinforcing member is crushed, it is possible to easily prevent a large force from being applied to the components in the power source chamber such as the components placed on the reinforcing member from the outside, and it is possible to effectively prevent damage to the components. Also, unlike the case where a reinforcing member is provided in an engine-equipped vehicle, a small communicating portion for passing an electric wire or piping that connects the upper and lower parts is located above and below the reinforcing member in the power source chamber. Since the cross-sectional area of the reinforcing member can be sufficiently increased, sufficient strength can be easily secured even when a large external force is applied to the reinforcing member.

[First Embodiment]
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. 1 to 2 show a first embodiment according to the present invention. FIG. 1 is a schematic perspective view showing a component mounting structure in a motor room which is a power source chamber in a fuel cell vehicle which is an electric vehicle according to the present embodiment. FIG. FIG. Note that the electric vehicle according to the present invention is not limited to a fuel cell vehicle as long as it has a power source chamber in which a rotating electrical machine is mounted. It is good also as an electric vehicle etc. which transmit the motive power of a motor for driving | running | working.

  As shown in FIG. 1, the fuel cell vehicle that is the electric vehicle of the present embodiment has a structure in the lower part of the motor room 10, similar to the conventional structure shown in FIGS. 8 to 10. A traveling motor 16 that is a rotating electrical machine and an air compressor 18 are mounted, and a fuel cell stack 12 and a power control unit (PCU) 14 are disposed above the traveling motor 16 and the air compressor 18. The motor room 10 includes a dash panel 20 that is a vehicle compartment side panel provided in the middle part of the vehicle in the front-rear direction (the left-right direction in FIGS. 1 and 2) and a pair of widths provided on both sides in the vehicle width direction. It includes a fender side inner panel 22 that is a direction outer side panel, and is configured in a frame shape as a whole.

  In particular, in the case of the present embodiment, it is a reinforcing member that is provided in the motor room 10 and partitions the inside of the motor room 10 into an upper space and a lower space, and includes a base panel 42 that is a reinforcing plate portion. In FIG. 2, the base panel 42 is represented by a hatched portion. In practice, a diagonal lattice is not described on the surface of the base panel 42. The base panel 42 is continuous from the substantially flat plate portion 44 in the horizontal direction and the front end portion (the left end portion in FIGS. 1 and 2) of the plate portion 44, and as it goes forward so as to avoid the upper radiator 38. A curved plate part 46 that is curved so as to be lowered, and the upper side surface of the front end part, which is the end of the curved plate part 46 opposite to the passenger compartment, is directly coupled and fixed to the lower end edge of the front lower frame 26 by welding or the like. Yes.

  The front lower frame 26 is provided at the front end portion of the vehicle in the same manner as the conventional structure shown in FIGS. 8 to 10 above, and the vehicle is disposed below the front end portions of the pair of fender side inner panels 22. It couple | bonds so that it may span over the width direction (up-down direction of FIG. 2). Moreover, the front end part upper part of a pair of fender side inner panel 22 is connected by the front side upper panel 24 (refer FIG. 10) provided in the front end part of the vehicle. The front lower frame 26 corresponds to a front-rear direction end body constituting member.

  Further, the flat plate portion 44 is one end portion in the vehicle front-rear direction, and a rear end portion (right end portion in FIGS. 1 and 2) which is a vehicle side end portion is welded horizontally to the front side surface of the dash panel 20. It is fixed by direct coupling. The flat plate portion 44 has both ends in the vehicle width direction bonded and fixed directly to the inner surface in the width direction of the pair of fender side inner panels 22 by welding or the like in the horizontal direction. The rear end of the flat plate portion 44 and both ends in the width direction are directly coupled to the dash panel 20 and the fender-side inner panel 22 in a state where there is substantially no gap or a part of the gap exists. The fuel cell stack 12 and the power control unit 14 are arranged above and below the base panel 42 so as to overlap each other, and the traveling motor 16 and the air compressor 18 are arranged below the base panel 42. The lower end edge of the front end portion of the base panel 42 can be directly coupled and fixed to the rear side surface of the lower end portion of the front lower frame 26 by welding or the like. The front end of the base panel 42 is directly coupled and fixed to the front end of the fender-side inner panel 22 on the rear-facing surface of the panel component that is integrally provided to be bent inward in the width direction by welding or the like. May be.

  According to such a fuel cell vehicle of the present embodiment, the motor room 10 includes the dash panel 20 provided in the middle part in the front-rear direction of the vehicle and the pair of fender side inner panels provided on both sides in the vehicle width direction. 22, is configured in a frame shape, is provided in the motor room 10, and includes a base panel 42 that partitions the interior of the motor room 10 into an upper space and a lower space, and the base panel 42 has a rear end portion on the dash panel 20. It is coupled and fixed in the horizontal direction, and both ends in the width direction are coupled and fixed to the pair of fender side inner panels 22 in the horizontal direction. For this reason, for example, when an external force is applied from the outside due to a collision or the like in the direction indicated by an arrow α in FIG. 2, the external force can be shared and received by the members including the base panel 42, and each member constituting the vehicle body It is easy to prevent an excessively large force applied to the. That is, it is possible to easily prevent the force applied to each component member in the direction of the arrow β ′ in FIG. 2 from becoming excessively large. Further, even when an external force is applied to one side in the vehicle width direction (upper side in FIG. 2), the base panel 42 is also provided on the fender side inner panel 22 provided on the opposite side in the vehicle width direction (lower side in FIG. 2). The power can be shared through For this reason, even when the base panel 42 is crushed due to a force applied from the outside due to a collision or the like, the parts in the motor room 10 such as the parts placed on the base panel 42 such as the fuel cell stack 12 are greatly externally applied. It is easy to prevent force from being applied, and it is possible to effectively prevent damage to parts.

  Unlike the case where the base panel 42 is provided in the engine-equipped vehicle, the fuel cell stack 12 and the power control unit 14, the traveling motor 16, and the air compressor 18 that are positioned above and below the base panel 42 in the motor room 10. It is only necessary to provide a small communication part in the base panel 42 part for passing an electric wire or a pipe connecting the upper and lower parts located on both sides of the base panel, and the cross-sectional area of the base panel 42 is sufficiently large. it can. For this reason, even if a large external force is applied to the base panel 42, the strength of the base panel 42 can be sufficiently increased.

  Further, the base panel 42 is directly coupled and fixed to the front lower frame 26 that is provided at the front end of the vehicle and is coupled to the end of the fender-side inner panel 22 at the front end that is the end opposite to the passenger compartment. Therefore, when an external force is applied to the vehicle body from the outside due to a collision or the like, the external force can be more easily shared with the base panel 42. For this reason, it is possible to more effectively prevent damage to components in the motor room 10.

  Further, since the fuel cell stack 12 is disposed above the base panel 42 that partitions the motor room 10 into an upper space and a lower space, and the traveling motor 16 and the air compressor 18 are disposed below, the traveling motor The sound, heat, and electromagnetic waves generated by the air compressor 16 and the air compressor 18 can be hardly transmitted to the vehicle compartment side through the space above the motor room 10.

[Second Embodiment]
FIG. 3 is a partial cross-sectional view of the base panel 42a in the second embodiment according to the present invention. In the present embodiment, the flat plate portion 44 constituting the base panel 42 a has an impact absorbing portion 48. The shock absorbing portion 48 includes a bent portion 50 that is provided in an intermediate portion in the front-rear direction (left-right direction in FIG. 3) of the flat plate portion 44 and folds downward in a valley shape. The bent portion 50 is constituted by a pair of inclined plate portions that are continuous from the rear end of the front inclined plate portion 52 and the front end of the rear inclined plate portion 54 and are inclined with respect to the horizontal direction. For this reason, the linear trough part of the lower end of the folding part 50 is extended in the width direction (front and back direction of FIG. 3) of a vehicle. Such bent portions 50 can also be provided at a plurality of locations in the front-rear direction of the flat plate portion 44. According to the electric vehicle of the present embodiment including the base panel 42a having such an impact absorbing portion 48, the flat plate portion 44 is crushed in the front-rear direction at the time of a collision, so that the impact can be easily absorbed. The bent portion 50 can also be formed in the flat plate portion 44 so that the valley portion extends in another direction other than the width direction of the vehicle. Since other configurations and operations are the same as those of the first embodiment, overlapping illustrations and descriptions are omitted.

[Third Embodiment]
FIG. 4 is a partial cross-sectional view of the base panel 42b in the third embodiment according to the present invention. In the present embodiment, the flat plate portion 44 constituting the base panel 42 b has an impact absorbing portion 48. The shock absorbing portion 48 includes a corrugated portion 56 having a corrugated cross-sectional shape provided at an intermediate portion in the front-rear direction (left-right direction in FIG. 4) of the flat plate portion 44. The linear top and bottom of the corrugation extend in the vehicle width direction (front and back direction in FIG. 4). Also in the case of the electric vehicle according to the present embodiment including the base panel 42b having the impact absorbing portion 48, the flat plate portion 44 is crushed in the front-rear direction at the time of a collision, so that the impact can be easily absorbed. The corrugated portion 56 can also be formed in the flat plate portion 44 so that the top portion and the bottom portion extend in another direction other than the width direction of the vehicle. Other configurations and operations are the same as those of the first embodiment shown in FIGS. 1 to 2 described above, and thus redundant illustration and description are omitted.

[Fourth Embodiment]
FIG. 5 is a schematic perspective view showing a component mounting structure in a motor room in a fuel cell vehicle which is an electric vehicle according to a fourth embodiment of the present invention. FIG. 6 is a top view of FIG. It is a schematic perspective view when seen. In the case of the present embodiment, the base panel 42c includes a flat plate portion 44 and an inclined plate portion 58 that is continuous with the front side of the flat plate portion 44 and is inclined in the horizontal direction. The front side surface (the left side surface in FIG. 5) of the lower end portion of the inclined plate portion 58 is directly coupled and fixed to the lower end edge of the front lower frame 26 by welding or the like. Also. The lower end edge of the inclined plate portion 58 is directly coupled and fixed to the upper side surface of the front end portion of the subframe 30 by welding or the like.

  In addition, the uppermost ends of a plurality of parts constituting a front suspension (not shown) that is a wheel suspension device are set lower than the base panel 42 c in the motor room 10. For example, the front suspension is a double wishbone suspension, and the uppermost ends of the front suspension components such as an upper arm (not shown) or a shock absorber (not shown) are placed on the upper surface of the flat plate portion 44 of the base panel 42c. Is also low. Therefore, the strut tower 28 can be prevented from protruding above the base panel 42 by, for example, lowering or eliminating the strut tower 28 (see FIG. 2) in the motor room 10. The width direction length Lb (FIG. 6) of the fuel cell stack 12 placed thereon can be made larger than the width direction length La (FIG. 2) of the fuel cell stack 12 in each of the above embodiments ( Lb> La).

  In addition, the front end portion of the base panel 42 can be directly coupled and fixed to the subframe 30, and the lower end of the front end portion of the base panel 42 can be lowered. For this reason, compared with the case of said each embodiment, it can suppress less that sound, heat, and electromagnetic waves from the motor 16 for driving | running | working and the air compressor 18 leak to the space above the motor room 10, and it is a vehicle interior. It is possible to increase comfort by suppressing the generation of unpleasant sounds for passengers. Further, the cooling performance of the fuel cell stack 12 and the power control unit 14 in the motor room 10 can be effectively increased. Since other configurations and operations are the same as those of the first embodiment shown in FIGS. 1 to 2 described above, the same parts are denoted by the same reference numerals, and redundant description is omitted.

  FIG. 7 is a diagram corresponding to FIG. 6 described above, showing another example in which the length Lc in the width direction of the fuel cell stack 12 is further increased in the present embodiment. In the case of another example shown in FIG. 7, both ends in the width direction (vertical direction in FIG. 7) of the fuel cell stack 12 are outside in the width direction from the position closest to the center in the width direction of the inner surface in the width direction of the fender side inner panel 22. The width direction length Lc of the fuel cell stack 12 is made larger than the width direction length Lb of the fuel cell stack 12 shown in FIG. Other configurations and operations are the same as those of the fourth embodiment shown in FIGS. In the present embodiment, the base panel 42c may have a structure having the shock absorbing portion 48 shown in FIGS.

  Although not shown, in the fourth embodiment shown in FIG. 5 to FIG. 6 or another example of the fourth embodiment shown in FIG. 7, the lower end portion of the front pillar called A pillar Can be directly coupled to the middle part in the front-rear direction of the fender side inner panel 22. Further, in this case, as a member that covers the upper side of the fuel cell stack 12, such as a bonnet, a fuel cell stack upper cover that is made of a material or a structure having lower rigidity than a conventionally known bonnet is used. You can also. In this case, the fuel cell stack upper cover may have a low strength against a vehicle collision, but the strength against the vehicle collision can be sufficiently secured by a member including the base panel 42. However, even when a 100 kg pedestrian or the like collides with the front upper part or front end of the vehicle, the fuel cell stack upper cover is easily elastically deformed, that is, absorbs the impact so that the impact given to the pedestrian can be lowered. It is made of a material that is easy to wear or a shape that easily absorbs an impact. For example, the upper cover of the fuel cell stack is formed in a substantially bowl shape so that it can be easily deformed when a pedestrian rides. The fuel cell stack upper cover can be provided instead of a member that covers the front side of the radiator 38 such as a bumper or a front panel on the upper side of the bumper. In addition, the fuel cell stack upper panel can be formed in an integrated shape having the functions of a bonnet and a fender, and the entire fuel cell stack upper panel can have a pedestrian protection structure. Further, in the fourth embodiment shown in FIGS. 5 to 6 or another example of the fourth embodiment shown in FIG. 7, the fuel cell stack 12 and the power control unit 14 are also provided with the traveling motor 16. In the same manner as described above, it can be arranged below the base panels 42, 42a, 42b, 42c.

  In addition, although illustration is omitted, in each of the above embodiments, the traveling motor 16 is mounted in a motor room provided at the rear end of the vehicle, such as a trunk room, and in the motor room provided on the rear side of the vehicle. Similarly to the above-described embodiments, a base panel that is a reinforcing member and a reinforcing plate portion may be provided. In this case, for example, the front end portion of the base panel is directly coupled and fixed to the vehicle compartment side panel, which is an intermediate portion in the vehicle front-rear direction, and the width direction both ends of the base panel are connected to the pair of rear fender side panels or the pair of pairs. It can also be directly coupled and fixed to the inner panel in the vehicle width direction than the fender side inner panel.

1 is a schematic perspective view showing a component mounting structure in a motor room in a fuel cell vehicle that is an electric vehicle according to a first embodiment of the present invention. FIG. 2 is a schematic perspective view when seen from the top to the bottom of FIG. 1. In 2nd Embodiment which concerns on this invention, it is a fragmentary sectional view of a base panel. Similarly, in the third embodiment, it is a partial cross-sectional view of a base panel. FIG. 10 is a schematic perspective view showing a component mounting structure in a motor room in a fuel cell vehicle which is an electric vehicle according to a fourth embodiment of the present invention. FIG. 6 is a schematic perspective view when viewed from the top to the bottom of FIG. 5. It is a figure corresponding to FIG. 6 which shows another example of 4th Embodiment. FIG. 2 is a schematic perspective view showing an example of a component mounting structure in a motor room in a fuel cell vehicle that is an electric vehicle that has been conventionally considered. FIG. 9 is a schematic perspective view when viewed from the top to the bottom of FIG. 8. FIG. 10 is a schematic perspective view showing the front part including the motor room in the vehicle body of the fuel cell vehicle shown in FIG. 9 with a part thereof omitted.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 Motor room, 12 Fuel cell stack, 14 Electric power control unit (PCU), 16 Driving motor, 18 Air compressor, 20 Dash panel, 22 Fender side inner panel, 24 Front upper panel, 26 Front lower frame, 28 Strut tower part 29 coil spring, 30 subframe, 32 pedestal part, 34 leg part, 36 mounting plate part, 38 radiator, 40 wheel, 42, 42a, 42b base panel, 44 flat plate part, 46 curved plate part, 48 shock absorbing part , 50 bent portion, 52 front side inclined plate portion, 54 rear side inclined plate portion, 56 corrugated portion, 58 inclined plate portion.

Claims (6)

A power source chamber that includes a casing side panel provided at a middle portion in the front-rear direction of the vehicle and a pair of width direction outer panels provided on both sides in the width direction of the vehicle. When,
Provided in the power source chamber, and includes a reinforcing member that partitions the power source chamber into an upper space and a lower space,
The reinforcing member has a vehicle-side end that is one end in the vehicle front-rear direction coupled and fixed to the vehicle-side panel in the horizontal direction, and both ends in the vehicle width direction are coupled and fixed horizontally to the pair of width-direction outer panels. The electric vehicle characterized by the above-mentioned. The electric vehicle according to claim 1,
The reinforcing member is a front-rear end vehicle body constituent member that is provided at the other end in the front-rear direction of the vehicle at the other end in the front-rear direction of the vehicle and is coupled to the end of the outer panel in the width direction. An electric vehicle characterized by being directly coupled and fixed. In the electric vehicle according to claim 1 or claim 2,
The reinforcing member is directly coupled and fixed at the vehicle side end, which is one end of the vehicle in the front-rear direction, to the horizontal side surface of the vehicle side panel, and directly coupled at both ends in the vehicle width direction to the horizontal side surfaces of the pair of width outer panels. An electric vehicle characterized by being fixed. The electric vehicle according to any one of claims 1 to 3,
An electric vehicle characterized in that a fuel cell is disposed on the upper side of the reinforcing member, and a rotating electric machine is disposed on the lower side of the reinforcing member. In the electric vehicle according to any one of claims 1 to 4,
An electric vehicle characterized in that the uppermost end of the parts constituting the wheel suspension is lower than the reinforcing member in the power source chamber. In the electric vehicle according to any one of claims 1 to 5,
The reinforcing member has an impact absorbing portion including a corrugated portion or a bent portion.

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