JP2018138396A - Fuel cell vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent a motor in a motor drive unit from being exposed in the event of collision from behind, in a fuel cell vehicle in which a fuel tank is disposed on the front side of the motor drive unit disposed in a rear part of the vehicle.SOLUTION: In a fuel cell vehicle 1, a trans-axle 10, with an electric motor 11 and so on housed in a case 10a, is disposed in a rear part 1b of the vehicle and a second oxygen tank 4 is disposed on the front side, in a longitudinal direction of the vehicle, of the trans-axle 10. The fuel cell vehicle comprises vibration preventing mounts 51, 55 that elastically connect the right side and left side, in a vehicle width direction, of the trans-axle 10 and the vehicle body. The electric motor 11 is disposed in the case 10a and substantially on the front side in the longitudinal direction of the vehicle and substantially on the right side in the vehicle width direction. In a case where a collision load with a predetermined value or greater is applied to the trans-axle 10 in the event of collision from behind, the connection of the trans-axle 10 and the vehicle body by the vibration mount 55 is cancelled, and the vibration mount 51 supports the trans-axle 10 on the vehicle body such that the trans-axle is horizontally rotatable around the vibration mount 51.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a fuel cell vehicle, and in particular, a motor drive unit in which a motor and a mechanism for transmitting the driving force of the motor to a rear wheel axle are accommodated in a case is disposed at the rear of the vehicle so as to straddle the rear wheel axle. The present invention relates to a fuel cell vehicle.

  Conventionally, a motor driven by the power generated by the fuel cell and a mechanism (such as a reduction gear or a differential gear device) that transmits the driving force of the motor to the rear wheel axle are housed in a single case and integrated. There is known a fuel cell vehicle equipped with the motor drive unit.

  In such a fuel cell vehicle, a fuel tank for storing the fuel gas supplied to the fuel cell is necessary, and in order to extend the cruising distance, it is necessary to load more fuel gas. When a large fuel tank is mounted, the effective use of the vehicle space is hindered. Therefore, a plurality of relatively small fuel tanks are generally mounted in a distributed manner. Thus, various layouts have conventionally been proposed for the positional relationship between the plurality of fuel tanks and the motor drive unit.

  For example, in Patent Document 1 (particularly FIG. 4), in a fuel cell vehicle in which the motor drive unit is disposed at the rear of the vehicle so as to straddle the rear axle, the longitudinal direction is the vehicle longitudinal direction at the center of the vehicle. There is disclosed a layout in which two fuel tanks are arranged and two fuel tanks are arranged before and after the motor drive unit so that the longitudinal direction thereof is the vehicle width direction.

International Publication WO2015 / 185184

  By the way, in a fuel cell vehicle in which the motor drive unit is disposed at the rear of the vehicle so as to straddle the rear wheel axle, a collision load directly acts on the motor drive unit at the time of a rear collision. The rear part) may be damaged.

  Further, in the fuel cell vehicle in which the fuel tank is arranged on the rear side of the motor drive unit as in the above-mentioned Patent Document 1, the motor is driven by the fuel tank generally composed of high-strength parts in the case of a rear collision. Although it is possible to receive a collision load before the unit, there is a possibility that the motor drive unit may be damaged when the fuel tank moved to the front side by the collision comes into contact with the motor drive unit.

  Thus, for example, when the case is damaged, a high voltage portion (for example, a motor) in the motor drive unit that should be protected by a cover or a cover to prevent an electric shock or the like is exposed (exposed). There is a possibility that a state in which such a high voltage part can be touched may occur, or the exposed high voltage part may be damaged by coming into contact with peripheral components.

  Therefore, even if the rear side of the case is damaged, in order to prevent the motor that is a high-voltage part from being exposed, it is conceivable that the motor is arranged in the case closer to the front side in the vehicle front-rear direction.

  However, in a fuel cell vehicle in which the fuel tank is arranged on the front side of the motor drive unit, it acts indirectly via the rear fuel tank, even when a collision load acts directly on the motor drive unit. Even in such a case, the motor drive unit pushed to the front side may come into contact with the fuel tank on the front side, and the peripheral part of the motor arranged closer to the front side in the case may be damaged to expose the motor which is a high voltage part. is there.

  The present invention has been made in view of the above points, and an object of the present invention is to provide a motor drive unit in a fuel cell vehicle in which a fuel tank is arranged in front of a motor drive unit arranged at the rear of the vehicle at the time of a rear collision. It is in providing the technique which suppresses that an internal motor is exposed.

  In order to achieve the above object, in the fuel cell vehicle according to the present invention, the displacement of the motor drive unit at the time of a rear collision is controlled so as to suppress the collision load from acting on the peripheral portion of the motor in the motor drive unit. Yes.

  Specifically, the present invention relates to a motor drive unit in which a motor driven by power generated by a fuel cell and a mechanism for transmitting the driving force of the motor to a rear wheel axle are housed in a case. The fuel tank that is disposed at the rear of the vehicle so as to straddle the vehicle and stores the fuel gas supplied to the fuel cell is intended for a fuel cell vehicle that is disposed on the front side in the vehicle front-rear direction of the motor drive unit.

  The fuel cell vehicle elastically connects the first side of the motor drive unit in the vehicle width direction and the vehicle body, and the other side of the motor drive unit in the vehicle width direction and the vehicle body. A second support portion to be connected, wherein the motor is disposed in the case on the front side in the vehicle front-rear direction and on the one side in the vehicle width direction, and the first and second support portions are arranged at the time of a rear collision. When a collision load of a predetermined value or more is applied to the motor drive unit, the connection between the motor drive unit and the vehicle body by the second support portion is released, and the first support portion causes the motor drive unit to move to the vehicle body. On the other hand, it is configured to support the first support portion so as to be horizontally rotatable.

  In the present invention, “horizontal rotation” refers to rotation about the vertical axis, and refers to rotation of the motor drive unit clockwise or counterclockwise in plan view.

  According to this configuration, since the motor is disposed closer to the front side in the vehicle front-rear direction within the case, the collision load acts on the rear side in the vehicle front-rear direction of the motor drive unit at the time of a rear collision. Even if the rear part is damaged, it is possible to suppress the exposure of the motor which is a high voltage part.

  In addition, when a collision load less than a predetermined value acts on the motor drive unit at the time of a rear collision, the motor drive unit and the vehicle body are not disconnected by the second support part, so the motors by the first and second support parts The elastic support of the drive unit to the vehicle body can be maintained, and the motor drive unit can be prevented from being displaced forward in the vehicle front-rear direction. As a result, damage to the front part of the case due to contact with the fuel tank can be suppressed, so that exposure of the motor can be suppressed.

  On the other hand, when a collision load of a predetermined value or more is applied to the motor drive unit at the time of a rear collision, the connection between the motor drive unit and the vehicle body by the second support portion is released, but the first support portion attaches the motor drive unit to the vehicle body. On the other hand, since it is supported so as to be horizontally rotatable around the first support portion, the motor drive unit can be horizontally rotated around one side in the vehicle width direction. Thus, when the motor drive unit rotates horizontally around one side in the vehicle width direction, the front side in the vehicle front-rear direction of the motor drive unit and the other side in the vehicle width direction come into contact with the fuel tank. Will be absorbed. At this time, even if the front side in the vehicle longitudinal direction of the case and the other side in the vehicle width direction are damaged, the motor is arranged closer to one side in the vehicle width direction in the case. Exposure can be suppressed.

  As described above, according to the present invention, in the event of a rear collision, the motor drive unit is brought into contact with the fuel tank to absorb the impact while suppressing the peripheral portion of the motor in the motor drive unit from being damaged. It is possible to avoid exposing the motor which is a high voltage part. As a result, it is possible to suppress the occurrence of a state in which such a high voltage part can be touched or the damage of the exposed high voltage part due to contact with peripheral components.

  Next, when a collision load of a predetermined value or more is applied to the motor drive unit at the time of a rear collision, the connection between the motor drive unit and the vehicle body by the second support portion is released, and the first support portion removes the motor drive unit. A configuration example for supporting the vehicle body so as to be horizontally rotatable will be described.

  First, as one configuration example, the first support portion is configured by a vibration isolator having a first elastic body that connects the motor drive unit side and the vehicle body side, and the second support portion is configured by the motor drive. It is comprised with the vibration isolator which has the 2nd elastic body which connects a unit side and the vehicle body side, and the said 1st elastic body is comprised so that it is hard to fracture | rupture with respect to a collision load rather than the said 2nd elastic body. preferable.

  According to this configuration, the first support portion is configured by the vibration isolator (vibration isolation mount) having the first elastic body (for example, rubber elastic body) that connects the motor drive unit side and the vehicle body side, and the motor drive unit. Since the second support portion is composed of a vibration isolator having a second elastic body (for example, a rubber elastic body) that connects the side and the vehicle body side, the vehicle drive direction one side and the other side of the motor drive unit and the vehicle body It can be connected elastically.

  Further, since the first elastic body is configured to be less likely to break with respect to the collision load than the second elastic body, a collision load of a predetermined value or more acts on the motor drive unit at the time of a rear collision, and the second elastic body In the case of breakage, in other words, when the connection between the motor drive unit and the vehicle body by the second support portion is broken, the motor drive unit is placed horizontally with respect to the vehicle body by the vibration isolator having the first elastic body that is not broken. It can be pivotally supported.

  Note that making the first elastic body less likely to break with respect to the collision load than the second elastic body is, for example, when the effective cross-sectional areas of the first elastic body and the second elastic body are equal to the tensile load or shear load. Can be easily realized by making the tear strength of the first elastic body higher than the tear strength of the second elastic body. Further, for example, when the tear strength of the first elastic body and the tear strength of the second elastic body are equal, by making the effective cross-sectional area of the first elastic body larger than the effective cross-sectional area of the second elastic body, The first elastic body can be more easily broken against the collision load than the second elastic body.

  As another configuration example, the first support portion includes a plurality of vibration isolation devices having an elastic body that connects the motor drive unit side and the vehicle body side, and the second support portion includes the first support portion. It is preferable that the number of anti-vibration devices is smaller than the number of anti-vibration devices constituting one support portion.

  In this configuration, one side of the motor drive unit in the vehicle width direction is elastically supported by a plurality of vibration isolation devices, and the other side of the motor drive unit in the vehicle width direction is elastically supported by a relatively small number of vibration isolation devices. Since it supports, when the collision load acts on the motor drive unit, the elastic body on the other side in the vehicle width direction of the motor drive unit can be broken first. As a result, when the motor drive unit and the vehicle body are disconnected by the vibration isolator on the other side in the vehicle width direction, the elastic body is not broken, and the motor is operated by the plurality of vibration isolators on the one side in the vehicle width direction. The drive unit can be supported so as to be horizontally rotatable with respect to the vehicle body.

  Furthermore, as another configuration example, the first support portion is configured by a first vibration isolation device having an elastic body that connects the motor drive unit side and the vehicle body side, and the first vibration isolation device includes the motor. It is preferable to have a rotation structure that horizontally rotates the drive unit around the first vibration isolator.

  According to this configuration, when a collision load acts on the motor drive unit, not only the connection between the motor drive unit and the vehicle body by the second support portion is broken, but also the motor drive unit side and the vehicle body side at the first support portion. Since the rotating structure remains even if the elastic body connecting the two is broken, the motor drive unit can be supported so as to be horizontally rotatable with respect to the vehicle body.

  Thus, as a specific example of the vibration isolator having a rotating structure, the first vibration isolator is connected to one side of the motor drive unit in the vehicle width direction and one of the vehicle bodies and extends in the vertical direction. An outer cylinder, and a shaft member connected to one side of the motor drive unit in the vehicle width direction and the other of the vehicle body, and inserted through the outer cylinder, and the elastic body includes the outer cylinder It is preferable to connect the inner peripheral surface and the outer peripheral surface of the shaft member.

  According to this configuration, the inner peripheral surface of the outer cylinder connected to one side in the vehicle width direction of the motor drive unit and one of the vehicle bodies, and the other side of the motor drive unit in one vehicle width direction and the other side of the vehicle body are connected. Since the outer peripheral surface of the shaft member is connected via an elastic body, one side in the vehicle width direction of the motor drive unit and the vehicle body can be elastically connected.

  In addition, since the shaft member is inserted through the outer cylinder extending in the vertical direction, even when a collision load acts on the motor drive unit and the elastic body breaks, the shaft member rotates inside the outer cylinder as a center. Therefore, the structure in which the outer cylinder rotates around the shaft member remains, so that the motor drive unit can be supported so as to be horizontally rotatable with respect to the vehicle body.

  As described above, according to the fuel cell vehicle according to the present invention, in the fuel cell vehicle in which the fuel tank is disposed on the front side of the motor drive unit disposed at the rear of the vehicle, the motor in the motor drive unit is in a rear collision. Exposure can be suppressed.

It is a figure which shows typically the fuel cell vehicle which concerns on Embodiment 1 of this invention. It is a skeleton figure explaining schematic structure of a transaxle. It is a figure which shows typically the support structure of a transaxle. It is a figure which illustrates typically the displacement of a transaxle at the time of a back collision. FIG. 6 is a diagram schematically illustrating a transaxle support structure according to a second embodiment. FIG. 6 is a diagram schematically illustrating a transaxle support structure according to a third embodiment.

  Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings. In addition, the black arrow of FIG.1, FIG3 (a), FIG.4, FIG.5 (a), and FIG.6 (a) has shown the vehicle front.

(Embodiment 1)
-Overall configuration-
FIG. 1 is a diagram schematically showing a fuel cell vehicle 1 according to the present embodiment. This fuel cell vehicle 1 is a rear-wheel drive fuel cell vehicle, and stores a fuel cell stack 2 disposed in a vehicle front portion 1a and a fuel gas supplied to the fuel cell stack 2 as shown in FIG. First to third hydrogen tanks 3, 4, 5 as fuel tanks, a transaxle 10 disposed in the vehicle rear portion 1 b, a front wheel 30 as a driven wheel, and a rear wheel 40 as a drive wheel. ing.

  The fuel cell stack (fuel cell) 2 is accommodated in an accommodation chamber provided in the vehicle front portion 1a, which is partitioned from the vehicle compartment by a dash panel (not shown). The fuel cell stack 2 uses a chemical reaction between hydrogen supplied from the first to third hydrogen tanks 3, 4, and 5 and oxygen in the air to generate electric energy that drives the fuel cell vehicle 1. It is an apparatus, and is formed by laminating a plurality of cells each sandwiching an electrode assembly in which a hydrogen electrode catalyst and an oxygen electrode catalyst are applied on both surfaces of a solid polymer electrolyte membrane.

  The fuel cell stack 2 is electrically connected to an electric motor 11 described later via a DC / DC converter (not shown) and an inverter (not shown). Thus, after the voltage from the fuel cell stack 2 is boosted by the DC / DC converter, the direct current from the DC / DC converter is converted into an alternating current by the inverter and supplied to the electric motor 11. Yes.

  In general, in order to increase the cruising distance of a fuel cell vehicle (maximum distance that can be traveled by one refueling or the like), it is necessary to load more fuel gas on the fuel cell vehicle. If a tank is installed, the effective use of vehicle space will be hindered. For this reason, in the fuel cell vehicle 1 of this embodiment, three relatively small hydrogen tanks are mounted in three places. Specifically, the fuel cell vehicle 1 is arranged to extend in the vehicle width direction on the front side in the vehicle front-rear direction of the transaxle 10 and the first hydrogen tank 3 arranged to extend in the vehicle front-rear direction in the center of the vehicle. And a third hydrogen tank 5 disposed to extend in the vehicle width direction on the rear side of the transaxle 10 in the vehicle longitudinal direction. The first to third hydrogen tanks 3, 4, 5 are connected to each other by piping (not shown), and are configured to supply hydrogen filled therein to the fuel cell stack 2.

  Each of the hydrogen tanks 3, 4 and 5 is composed of high-strength parts (for example, an inner wall layer formed of metal, hard resin, etc., and a fiber reinforced plastic or the like is wound in layers) And an outer wall layer) that has high rigidity so that it is not easily deformed by gas internal pressure or external force at the time of a vehicle collision. The first to third hydrogen tanks 3, 4, and 5 are suspended from the vehicle body via support bands (not shown), for example. The suspension by the support band is merely an example, and the first to third hydrogen tanks 3, 4, 5 may be attached to the vehicle body via a mount (not shown) having an elastic body such as rubber, for example. Good.

  FIG. 2 is a skeleton diagram illustrating a schematic configuration of the transaxle 10. As shown in FIG. 2, the transaxle (motor drive unit) 10 includes an electric motor 11 as a drive source, first reduction gear pairs 19 and 21, second reduction gear pairs 22 and 26, and a differential gear device. 25, and these are accommodated and integrated in one case (transaxle case) 10a made of, for example, aluminum die cast. As shown in FIG. 1, the transaxle 10 is disposed in the vehicle rear portion 1b so as to straddle the rear wheel axle 40a, and the driving force generated by the electric motor 11 is transmitted to the first reduction gear pairs 19, 21, It is configured to transmit to the rear wheel axle 40a via the two reduction gear pairs 22, 26 and the differential gear device 25.

  As shown in FIG. 1, the transaxle 10 includes a first support portion RH that elastically connects the right side (one side) of the transaxle case 10a and the vehicle body, and the left side of the transaxle case 10a in the vehicle width direction. The second support portion LH that elastically connects the (other side) and the vehicle body, and the third support portion RR that elastically connects the rear side of the transaxle case 10a in the vehicle longitudinal direction and the vehicle body, to the vehicle body. 3 points are supported. Thereby, the vibration of the transaxle 10 generated when the electric motor 11 is driven can be attenuated, and the vibration can be suppressed from being transmitted to the vehicle body.

  The electric motor 11 has a rotor shaft 12 and a stator 13 fixed to the transaxle case 10 a so as to surround the outer periphery of the rotor shaft 12. The rotor shaft 12 is rotatably supported by the transaxle case 10a via a pair of bearings 14 and 15 attached to both ends thereof. The output shaft 16 connected to the rotor shaft 12 is rotatably supported by the transaxle case 10a via a pair of bearings 17 and 18 attached to both ends thereof, and rotates integrally with the rotor shaft 12. To do. The electric motor 11 is disposed in the transaxle case 10a at a position closer to the front side in the vehicle front-rear direction and closer to the right side (one side) in the vehicle width direction, as indicated by a broken line in FIG.

  The first reduction gear pair 19, 21 includes a small-diameter counter drive gear 19 provided at one end of the output shaft 16 (end opposite to the electric motor 11) and one end of the counter shaft 20 parallel to the output shaft 16. And a large-diameter counter driven gear 21 that meshes with the counter drive gear 19. The counter shaft 20 is rotatably supported by the transaxle case 10a via a pair of bearings 23 and 24 attached to both ends thereof.

  The second reduction gear pairs 22 and 26 are integrally fixed to a small-diameter final drive gear 22 provided at the other end portion (the end portion on the electric motor 11 side) of the counter shaft 20 and an outer peripheral portion of the differential case 25a. The final drive gear 22 has a large-diameter final driven gear 26 that meshes with the final drive gear 22. The differential case 25a and the final driven gear 26 fixed integrally therewith are rotatably supported by the transaxle case 10a via a pair of bearings 27 and 28 mounted at both axial ends of the differential case 25a. .

  The differential gear device 25 includes a differential case 25a and a so-called bevel gear type differential mechanism 25b accommodated in the differential case 25a, and allows a pair of rear wheel axles while allowing a difference in rotational speed. The driving force is transmitted to 40a.

  In the fuel cell vehicle 1 configured as described above, the fuel cell stack 2 generates power by supplying hydrogen from the first to third hydrogen tanks 3, 4, 5, and the electric energy from the fuel cell stack 2 is used. The electric motor 11 is driven, and the driving force generated by the electric motor 11 is transmitted to the differential gear device 25 via the first reduction gear pair 19, 21 and the second reduction gear pair 22, 26, and the differential gear device. 25 is transmitted to the rear wheel 40 via a pair of rear wheel axles 40a.

-Transaxle support structure-
By the way, as in this embodiment, the transaxle 10 is disposed in the vehicle rear portion 1b so as to straddle the rear wheel axle 40a, and the second and third hydrogen tanks 4 and 5 are disposed in front of and behind the transaxle 10, respectively. In the fuel cell vehicle 1, in the event of a rear collision, the third hydrogen tank 5 composed of high-strength parts can receive a collision load before the transaxle 10, but has moved forward in the vehicle longitudinal direction due to the collision. When the third hydrogen tank 5 contacts the transaxle 10, the transaxle 10 (for example, the rear part of the transaxle case 10a) may be damaged.

  Further, the third hydrogen tank 5 moved to the front side in the vehicle front-rear direction due to the collision comes into contact with the transaxle 10, so that the transaxle 10 pushed to the front side in the vehicle front-rear direction hits the second hydrogen tank 4 on the front side in the vehicle front-rear direction. The transaxle 10 (for example, the front part of the transaxle case 10a) may be damaged.

  Thus, for example, when the transaxle case 10a is damaged, a high-voltage portion (for example, the electric motor 11) in the transaxle 10 that should be protected by a covering or a cover to prevent an electric shock or the like is exposed. In some cases, a state where the high-voltage part can be touched occurs or the exposed high-voltage part is damaged by coming into contact with peripheral components.

  Therefore, in the present embodiment, the displacement of the transaxle 10 at the time of a rear collision is controlled in order to suppress the collision load from acting on the peripheral portion of the electric motor 11 in the transaxle 10. Specifically, in the fuel cell vehicle 1 of the present embodiment, the electric motor 11 is disposed in the transaxle case 10a on the front side in the vehicle front-rear direction and on the right side in the vehicle width direction. Is acted on the transaxle 10, the connection between the transaxle 10 and the vehicle body by the second support portion LH is released, and the first support portion RH connects the transaxle 10 to the vehicle body with respect to the first support portion RH. The first support portion RH and the second support portion are configured so as to be supported so as to be horizontally rotatable around. Note that “horizontal rotation” refers to rotation about the vertical axis, and the transaxle 10 rotates clockwise or counterclockwise in plan view.

  Hereinafter, when a collision load of a predetermined value or more is applied to the transaxle 10 at the time of a rear collision, the connection between the transaxle 10 and the vehicle body by the second support portion LH is released, and the first support portion RH is connected to the transaxle 10. A specific configuration for supporting the vehicle body so as to be horizontally rotatable around the first support portion RH with respect to the vehicle body will be described.

  3A and 3B are diagrams schematically showing a support structure of the transaxle 10, in which FIG. 3A is a plan view, and FIG. 3B is a cross-sectional view taken along line bb in FIG. FIG. As shown in FIG. 3, the transaxle 10 is connected to a sub-frame (vehicle body) 6 having a substantially rectangular shape in plan view via a first support portion RH and a second support portion LH, and a third support portion RR. And is connected to a beam member (not shown). The subframe 6 is connected to rear side members (vehicle bodies) 8 extending in the vehicle front-rear direction at both ends in the vehicle width direction via four vibration-proof mounts 7 each having a rubber elastic body 7a.

  The first support portion RH that connects the right side of the transaxle case 10a in the vehicle width direction and the subframe 6 includes a mounting plate 52 on the transaxle 10 side having a stopper portion 52a facing in the vehicle longitudinal direction, and a subframe 6 side. The anti-vibration mount (anti-vibration device) 51 includes an attachment plate 53 and a first rubber elastic body 54 that connects them.

  In addition, the second support portion LH that connects the left side of the transaxle case 10a in the vehicle width direction and the subframe 6 includes a mounting plate 56 on the transaxle 10 side having a stopper portion 56a facing the vehicle longitudinal direction, and the subframe 6. The anti-vibration mount (anti-vibration device) 55 includes an attachment plate 57 on the side and a second rubber elastic body 58 that connects them.

  Furthermore, the third support portion RR that elastically connects the rear side of the transaxle case 10a in the vehicle front-rear direction and the beam member includes a torque rod 59 that suppresses vibration about the vertical axis and vibration in the vertical direction. Has been.

  With such a configuration, even if the transaxle 10 vibrates by driving the electric motor 11, the vibration is suppressed by the first rubber elastic body 54, the second rubber elastic body 58, and the torque rod 59, and The first rubber elastic body 54 and the second rubber elastic body 58 are in contact with the stopper portions 52a and 56a, respectively, so that excessive displacement of the transaxle 10 in the vehicle front-rear direction is suppressed. In addition, since the sub-frame 6 to which the transaxle 10 is elastically connected is also connected to the rear side member 8 via the vibration-proof mount 7 having the rubber elastic body 7a, the transaxle 10 of the present embodiment. The support structure is a so-called double vibration proof so that transmission of vibration of the transaxle 10 to the vehicle body is reliably suppressed.

  Further, the first rubber elastic body 54 is configured to be less likely to break with respect to the collision load than the second rubber elastic body 58. More specifically, when a collision load of a predetermined value or more is applied to the transaxle 10 at the time of a rear collision, the second rubber elastic body 58 is broken while the first rubber elastic body 54 is not broken and the first support is not broken. The elastic support of the transaxle 10 is maintained only by the portion RH.

  Thus, making the first rubber elastic body 54 less likely to break against the collision load than the second rubber elastic body 58 is, for example, the tear strength of the first rubber elastic body 54 and the second rubber elastic body 58. When the tear strength is equal, in other words, when the material of the first rubber elastic body 54 and the material of the second rubber elastic body 58 are the same, as shown in FIG. This can be easily realized by making the effective cross-sectional area of the body 54 with respect to the tensile load and shear load larger than the effective cross-sectional area of the second rubber elastic body 58. More specifically, a collision load (predetermined value) that causes the third hydrogen tank 5 and the transaxle 10 to be displaced forward in the vehicle front-rear direction is calculated based on experiments, simulations, and the like. Based on the tear strengths of the first and second rubber elastic bodies 54 and 58, the first rubber elastic body 54 is effectively cut so as not to be torn while considering the vibration-proof performance required for the vibration-proof mounts 51 and 55. The area may be selected, and the second rubber elastic body 58 may be selected to have an effective sectional area that can be torn.

  In addition, when the collision load more than a predetermined value acts on the transaxle 10, it is comprised so that the 3rd support part RR may also be damaged.

  With the above-described configuration, even if the rear portion of the transaxle case 10a is damaged due to a collision load acting on the transaxle 10 at the time of a rear collision, the electric motor 11 is moved in the vehicle longitudinal direction within the transaxle case 10a. Since it is arrange | positioned near the front side, it can suppress that the electric motor 11 which is a high voltage site | part is exposed.

  Further, when a collision load less than a predetermined value acts on the transaxle 10 at the time of a rear collision, the second rubber elastic body 58 is not broken, and the transaxle 10 is connected to the vehicle bodies 6 and 8 by the second support portion LH. Therefore, the elastic support of the transaxle 10 to the vehicle bodies 6 and 8 by the first support portion RH and the second support portion LH is maintained, and the transaxle 10 is displaced forward in the vehicle longitudinal direction. Can be suppressed. As a result, damage to the front portion of the transaxle case 10a due to contact with the second hydrogen tank 4 is suppressed, so that the exposure of the electric motor 11 can be suppressed.

  On the other hand, as shown by the white arrow in FIG. 4A, when the rear vehicle 100 collides and a collision load of a predetermined value or more acts on the transaxle 10, the second rubber elastic body 58 is broken and the second rubber elastic body 58 is broken. The connection between the transaxle 10 and the vehicle body by the two support portions LH is released. However, in this case, the first support portion RH remaining without breaking the first rubber elastic body 54 supports the transaxle 10 so as to be horizontally rotatable around the first support portion RH with respect to the vehicle body. 4B, the transaxle 10 can be horizontally rotated clockwise around the right side in the vehicle width direction, as indicated by the white arrow in FIG. Thus, when the transaxle 10 rotates horizontally around the right side in the vehicle width direction, the portion 10b of the transaxle 10 on the front side in the vehicle front-rear direction and on the left side in the vehicle width direction contacts the second hydrogen tank 4, Thereby, an impact is absorbed. At this time, since the electric motor 11 is disposed on the right side in the vehicle width direction in the transaxle case 10a, even if the portion 10b on the front side in the vehicle longitudinal direction of the transaxle case 10a and the left side in the vehicle width direction is damaged, Exposure of the electric motor 11 which is a high voltage part can be suppressed.

  In other words, in this embodiment, when a collision load of a predetermined value or more is applied to the transaxle 10, the transaxle 10 is horizontally rotated around a portion close to the electric motor 11, and the transaxle 10 is rotated. The part 10b far from the electric motor 11 is brought into contact with the second hydrogen tank 4 to prevent the peripheral part of the electric motor 11 from being damaged.

  As described above, according to the present embodiment, in the case of a rear collision, the transaxle 10 is brought into contact with the second hydrogen tank 4 to absorb the impact, and the peripheral portion of the electric motor 11 in the transaxle case 10a is damaged. By suppressing this, it is possible to avoid the exposure of the electric motor 11 which is a high voltage part. Thereby, the state which can touch the electric motor 11 arises, or it can suppress that the exposed electric motor 11 contacts with a peripheral component, and is damaged.

(Embodiment 2)
This embodiment is different from the first embodiment in that the first support portion RH and the second support portion LH are configured by the same vibration-proof mount 61. Hereinafter, a description will be given focusing on differences from the first embodiment.

  5A and 5B are diagrams schematically showing a support structure of the transaxle 10, wherein FIG. 5A is a plan view, and FIG. 5B is a cross-sectional view taken along line bb in FIG. FIG. As shown in FIG. 5, the first support portion RH that connects the right side (one side) of the transaxle case 10 a in the vehicle width direction and the subframe 6 includes two anti-vibration mounts (anti-vibration devices) provided above and below. 61, 61. Each anti-vibration mount 61 includes a mounting plate 62 on the transaxle 10 side having a stopper portion 62a facing in the vehicle front-rear direction, a mounting plate 63 on the subframe 6 side, and a third rubber elastic body 64 connecting them. It has.

  On the other hand, the second support portion LH that connects the left side (the other side) in the vehicle width direction of the transaxle case 10a and the subframe 6 is smaller in number than the anti-vibration mounts 61 and 61 that constitute the first support portion RH. That is, it is composed of one anti-vibration mount 61.

  With such a configuration, even if the transaxle 10 vibrates, the vibration is suppressed by the third rubber elastic body 64 and the torque rod 59, and the third rubber elastic body 64 comes into contact with the stopper portion 62a. The excessive displacement of the transaxle 10 in the longitudinal direction of the vehicle is suppressed.

  Further, the third rubber elastic body 64 breaks at the second support portion LH configured by one vibration-proof mount 61 when a collision load of a predetermined value or more acts on the transaxle 10 at the time of rear collision. The effective cross-sectional area and tear strength with respect to the tensile load and shear load are set so that the first support portion RH composed of the two vibration-proof mounts 61 and 61 does not break.

  As a result, when a collision load of a predetermined value or more acts on the transaxle 10 at the time of a rear collision, the third rubber elastic body 64 is broken by the second support portion LH as shown in FIG. While the connection between the transaxle 10 and the vehicle body is released, the third rubber elastic body 64 is not broken at the first support portion RH, and the two vibration isolation mounts 61 and 61 rotate the transaxle 10 with respect to the vehicle body horizontally. Since the support is possible, the transaxle 10 can be horizontally rotated clockwise around the right side in the vehicle width direction. Thereby, it can suppress that the peripheral site | part of the electric motor 11 in the transaxle case 10a contact | abuts to the 2nd hydrogen tank 4, and can suppress that the electric motor 11 which is a high voltage site | part is exposed.

  In order to horizontally rotate the transaxle 10 around the first support portion RH with respect to the vehicle body, as in the present embodiment, two anti-vibration mounts 61, It is preferable to provide 61 up and down.

(Embodiment 3)
The present embodiment is different from the first embodiment in that the first support portion RH has a rotating structure. Hereinafter, a description will be given focusing on differences from the first embodiment.

  6A and 6B are diagrams schematically showing a support structure of the transaxle 10, in which FIG. 6A is a plan view, and FIG. 6B is a cross-sectional view taken along line bb in FIG. FIG. As shown in FIG. 6, the first support portion RH that connects the right side in the vehicle width direction of the transaxle case 10a and the subframe 6 is attached to the right side in the vehicle width direction of the transaxle case 10a via the attachment portion 72a. An outer cylinder 72 extending in the vertical direction, a shaft member 73 inserted through the outer cylinder 72, a mounting member 74 having a substantially C-shaped cross section that supports the shaft member 73 in a non-rotatable manner and is attached to the subframe 6 side, The anti-vibration mount (first anti-vibration device) 71 includes a fourth rubber elastic body 75 that connects the inner peripheral surface of the cylinder 72 and the outer peripheral surface of the shaft member 73.

  On the other hand, the second support portion LH that connects the left side of the transaxle case 10a in the vehicle width direction and the subframe 6 includes a mounting plate 82 on the transaxle 10 side having a stopper portion 82a facing in the vehicle longitudinal direction, and the subframe 6. The anti-vibration mount (anti-vibration device) 81 includes a side mounting plate 83 and a fifth rubber elastic body 84 connecting them.

  With such a configuration, even if the transaxle 10 vibrates, the vibration is suppressed by the fourth rubber elastic body 75, the fifth rubber elastic body 84, and the torque rod 59, and the shaft member 73 is attached to the outer cylinder 72. The excessive displacement of the transaxle 10 in the vehicle front-rear direction is suppressed by functioning as a stopper or by the fifth rubber elastic body 84 contacting the stopper portion 62a.

  Furthermore, the fourth rubber elastic body 75 and the fifth rubber elastic body 84 have an effective cross-sectional area with respect to a tensile load and a shear load so that the fourth rubber elastic body 75 and the fifth rubber elastic body 84 break when a collision load of a predetermined value or more acts on the transaxle 10 at the time of rear collision. Each tear strength is set.

  As a result, when a collision load of a predetermined value or more acts on the transaxle 10 at the time of a rear collision, the fifth rubber elastic body 84 is broken and the connection between the transaxle 10 and the vehicle body by the second support portion LH is released. . On the other hand, in the first support portion RH, even if the fourth rubber elastic body 75 is broken, the outer cylinder 72 attached to the transaxle 10 side is centered on the shaft member 73 attached non-rotatably to the subframe 6 side. As a result, a rotatable structure remains. That is, in the first support portion RH, even if the fourth rubber elastic body 75 is broken, the shaft member 73 that extends vertically and the outer cylinder 72 that rotates around the shaft member 73 horizontally rotate the transaxle 10 with respect to the vehicle body. Since the support is possible, the transaxle 10 can be horizontally rotated clockwise around the right side in the vehicle width direction. Thereby, it can suppress that the peripheral site | part of the electric motor 11 in the transaxle case 10a contact | abuts to the 2nd hydrogen tank 4, and can suppress that the electric motor 11 which is a high voltage site | part is exposed.

(Other embodiments)
The present invention is not limited to the embodiments, and can be implemented in various other forms without departing from the spirit or main features thereof.

  In each of the above embodiments, the first support portion RH and the second support portion LH are arranged so that the transaxle 10 rotates horizontally around the right side in the vehicle width direction. The first support portion RH and the second support portion LH may be arranged so as to rotate horizontally counterclockwise around the left side in the vehicle width direction.

  In each of the above embodiments, the first support portion RH, the second support portion LH, and the third support portion RR support the transaxle 10 with respect to the vehicle body at three points. Is applied to the transaxle 10, the connection between the transaxle 10 and the vehicle body by the second support portion LH is released, and the first support portion RH can horizontally rotate the transaxle 10 with respect to the vehicle body. For example, the transaxle 10 may be supported at two points or four or more points with respect to the vehicle body as long as the function of supporting the two is not hindered.

  Furthermore, in the first embodiment, the first rubber elastic body 54 is made larger than the second rubber elastic body 58 by making the effective cross-sectional area of the first rubber elastic body 54 larger than the effective cross-sectional area of the second rubber elastic body 58. However, the present invention is not limited to this. For example, when the effective cross-sectional areas of the first rubber elastic body 54 and the second rubber elastic body 58 are equal, the first rubber elastic body 54 By selecting both materials so that the tear strength is higher than the tear strength of the second rubber elastic body 58, the first rubber elastic body 54 is less likely to break against the collision load than the second rubber elastic body 58. May be.

  In the third embodiment, the outer cylinder 72 is attached to the transaxle 10 side, and the shaft member 73 is attached to the subframe 6 side. However, the present invention is not limited thereto, and the shaft member 73 is attached to the transaxle 10 side. The outer cylinder 72 may be attached to the subframe 6 side.

  Further, in the third embodiment, the outer cylinder 72 and the shaft member 73 constitute a rotating structure. However, the present invention is not limited to this. For example, a U-shaped member viewed in the vertical direction and a U-shaped member viewed in the horizontal direction are used. You may comprise a rotation structure by fitting a letter-shaped member with the open part facing each other, and connecting both with an elastic body.

  Moreover, in each said embodiment, although this invention was applied to the fuel cell vehicle 1 provided with the fuel cell stack 2 which generates electric power using the chemical reaction of hydrogen and oxygen, it is not restricted to this, and fuel gas other than hydrogen The present invention may be applied to a fuel cell vehicle including a fuel cell that generates power using a chemical reaction with an oxidant gas other than oxygen.

  As described above, the above-described embodiment is merely an example in all respects and should not be interpreted in a limited manner. Further, all modifications and changes belonging to the equivalent scope of the claims are within the scope of the present invention.

  According to the present invention, it is possible to prevent the motor in the motor drive unit from being exposed at the time of a rear collision. And extremely useful.

DESCRIPTION OF SYMBOLS 1 Fuel cell vehicle 1b Vehicle rear part 2 Fuel cell stack (fuel cell)
4 Second hydrogen tank (fuel tank)
6 Subframe (body)
8 Rear side member (vehicle body)
10 Transaxle (motor drive unit)
10a Transaxle case 11 Electric motor 19, 21 First reduction gear pair (mechanism)
22, 26 Second reduction gear pair (mechanism)
25 Differential gear unit (mechanism)
40a Rear wheel axle 51 Anti-vibration mount (anti-vibration device)
54 1st rubber elastic body 55 Anti-vibration mount (anti-vibration device)
58 Second rubber elastic body 61 Anti-vibration mount (anti-vibration device)
64 Third rubber elastic body 71 Anti-vibration mount (first anti-vibration device)
72 outer cylinder 73 shaft member 75 fourth rubber elastic body (elastic body)
RH 1st support part LH 2nd support part

Claims (5)

A motor drive unit in which a motor driven by the power generated by the fuel cell and a mechanism for transmitting the driving force of the motor to the rear wheel axle is housed in a case is disposed at the rear of the vehicle so as to straddle the rear wheel axle. And the fuel tank which stores the fuel gas supplied to the fuel cell is a fuel cell vehicle disposed on the front side of the motor drive unit in the vehicle longitudinal direction,
A first support portion that elastically connects the one side in the vehicle width direction of the motor drive unit and the vehicle body; a second support portion that elastically connects the other side in the vehicle width direction of the motor drive unit and the vehicle body; With
The motor is disposed in the case on the vehicle front-rear direction front side and on the vehicle width direction one side,
The first and second support portions are disconnected from the motor drive unit and the vehicle body by the second support portion when a collision load of a predetermined value or more acts on the motor drive unit at the time of a rear collision, and The fuel cell vehicle is characterized in that the first support portion is configured to support the motor drive unit with respect to a vehicle body so as to be horizontally rotatable around the first support portion. The fuel cell vehicle according to claim 1,
The first support portion is composed of a vibration isolator having a first elastic body that connects the motor drive unit side and the vehicle body side,
The second support portion is constituted by a vibration isolator having a second elastic body that connects the motor drive unit side and the vehicle body side,
The fuel cell vehicle according to claim 1, wherein the first elastic body is configured to be less likely to break with respect to a collision load than the second elastic body. The fuel cell vehicle according to claim 1,
The first support portion includes a plurality of vibration isolation devices having an elastic body that connects the motor drive unit side and the vehicle body side,
The fuel cell vehicle according to claim 1, wherein the second support part is configured by a smaller number of vibration isolating apparatuses than the vibration isolating apparatuses constituting the first support part. The fuel cell vehicle according to claim 1,
The first support portion includes a first vibration isolator having an elastic body that connects the motor drive unit side and the vehicle body side,
The first vibration isolator has a rotating structure for horizontally rotating the motor drive unit around the first vibration isolator. The fuel cell vehicle according to claim 4, wherein
The first vibration isolator includes an outer cylinder connected to one side of the motor drive unit in the vehicle width direction and one of the vehicle bodies and extending in the vertical direction, one of the motor drive unit in the vehicle width direction and one of the vehicle bodies. A shaft member connected to the other and inserted through the outer cylinder,
The fuel cell vehicle characterized in that the elastic body connects an inner peripheral surface of the outer cylinder and an outer peripheral surface of the shaft member.

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