JP2023136720A - Driving device of electric vehicle - Google Patents

Abstract

To provide a driving device of an electric vehicle capable of ensuring the insulation property of a high-voltage component.SOLUTION: A power delivery module is disposed on an upper part of a power train, and is disposed so as to locate a rear end of the power delivery module on a front side than a rear end of the power train. At the rear end of the power delivery module, a battery connector to which a battery harness is connected, and an inverter connector to which an inverter harness is connected are provided. The battery harness and the inverter harness are connected to the battery connector and the inverter connector from the power delivery module rear end side.SELECTED DRAWING: Figure 2

Description

The present invention relates to a drive device for an electric vehicle.

In an electric vehicle, a battery is connected to an inverter device via a high voltage harness, and the inverter device converts DC power into AC power and supplies it to a drive motor, thereby driving the drive motor to drive the vehicle.

Patent Document 1 discloses that in order to prevent the blower motor from coming into contact with the high voltage parts (high voltage junction box) to which the high voltage harness is connected in the event of a vehicle collision, the high voltage parts (high voltage junction box) to which the high voltage harness is connected are It is disclosed that the connector portion is disposed vertically or horizontally offset from the blower motor.

International publication WO2019/197857 publication

In the prior art described above, if an insulating resin casing is present behind the connector portion of the high voltage component, the insulation of the high voltage component can be ensured in the event of a collision. However, if there is no resin structure around the high-voltage component, there is a problem in that it is difficult to ensure insulation in the event of a collision.

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a drive device for an electric vehicle that can ensure insulation of high voltage components.

A certain aspect of the present invention is applied to a drive device for an electric vehicle. This drive device includes a power train that includes a drive motor that drives an electric vehicle, an inverter unit that is electrically connected to the drive motor, a battery that supplies power to the inverter unit, and a combination of the battery and the inverter unit. The power delivery module includes a power delivery module that is interposed between the battery harness connected to the battery and the inverter harness connected to the inverter unit. The power delivery module is disposed above the power train, and is disposed such that the rear end of the power delivery module is located in front of the rear end of the power train. The rear end of the power delivery module is provided with a battery connector to which a battery harness is connected, and an inverter connector to which an inverter harness is connected. The battery harness and the inverter harness are connected to the battery connector and the inverter connector from the rear end side of the power delivery module.

According to the present invention, the high-voltage battery connector and the inverter connector are arranged at the rear end of the power delivery module, and the rear end of the power delivery module is located in front of the rear end of the power train. With this configuration, even if the drive unit moves backwards due to a large load input during a collision, the power train hits other parts first, and the battery connector and inverter connector collision is prevented. This ensures the insulation of the battery connector and inverter connector, which are high voltage parts.

FIG. 1 is an explanatory diagram of an electric vehicle equipped with a drive device according to the present embodiment, viewed from the rear side. FIG. 2 is a diagram of the motor room viewed from above. FIG. 3 is a top view of the drive device. FIG. 4 is a view from the left side of the drive device. FIG. 5 is a top view of the powertrain.

Embodiments of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 is an explanatory diagram of the drive device 10 of the electric vehicle 1 according to the present embodiment, and is a diagram of the motor room 2 of the electric vehicle 1 viewed from the rear side of the electric vehicle 1. FIG. 2 is a top view of the motor room 2 in which the drive device 10 is arranged. In the following description, "right" and "left" refer to left and right in the vehicle width direction when the vehicle moves forward.

The drive device 10 is mounted in the motor room 2 of the electric vehicle 1. The drive device 10 includes a set of drive shafts 32 extending in the left and right direction, and a drive wheel 30 is connected to each of the set of drive shafts 32. The drive wheels 30 are suspended on the body of the electric vehicle 1 by a suspension device 35.

The drive device 10 includes a power train 11 and a power delivery module 20 (hereinafter referred to as "PDM 20").

The drive device 10 is supported by a plate-shaped cross member 5 arranged to extend in the width direction of the electric vehicle 1 . The cross member 5 is supported within the motor room 2 by a pair of mount brackets 10a and 10b at its widthwise ends. The power train 11 is suspended and supported by the lower part of the cross member 5 via an elastic member such as a bush. The PDM 20 is placed on the top of the cross member 5, and its four corners are fixed with bolts or the like.

The power train 11 is a unit that controls the running of the electric vehicle 1, and includes a drive motor 12, a reduction gear 13, an inverter unit 14, and an air conditioning unit (hereinafter referred to as "A/C unit") 15. The power train 11 is integrally constructed by connecting an inverter unit 14, a drive motor 12, a reduction gear 13, and an A/C unit 15 in series in the vehicle width direction from the right side to the left side of the electric vehicle 1.

The drive motor 12 is electrically connected to the inverter unit 14 and is driven by AC power supplied from the inverter unit 14 to cause the electric vehicle 1 to travel. The speed reducer 13 reduces the rotation of the drive motor 12 and transmits it to the drive shaft 32 to drive the drive wheels 30. The drive motor 12 not only functions as a motor that drives the drive wheels 30, but also functions as a generator that generates electricity (regeneration) by rotating the drive wheels 30 when the vehicle is decelerated.

The inverter unit 14 converts the DC power supplied from the battery 90 (see FIG. 2) into AC power suitable for driving the drive motor 12, and supplies the AC power to the drive motor 12. The inverter unit 14 converts the regenerated power of the drive motor 12 into DC power suitable for charging the battery 90, and charges the battery 90.

The A/C unit 15 is one of the components of an air conditioning system that air-conditions the cabin of the electric vehicle 1, and includes an electric compressor driven by DC power. Although the A/C unit 15 is not involved in driving the electric vehicle 1, as shown in FIG. 1, it is integrally fixed to the power train 11 together with other components and constitutes a part of the power train 11.

PDM 20 distributes DC power sent from battery 90 to inverter unit 14 and A/C unit 15. The PDM 20 also has a function as a charger that charges the battery 90 by converting power input from an external charging connector (not shown) into power suitable for charging the battery 90 .

The PDM 20 includes a battery connector 22, an inverter connector 23, and an air conditioning connector (A/C connector) 24.

One end of a battery harness 29 connected to the battery 90 is connected to the battery connector 22 . One end of an inverter harness 28 connected to the inverter unit 14 is connected to the inverter connector 23 . One end of an air conditioning harness (A/C harness) 27 connected to the A/C unit 15 is connected to the A/C connector 24 . The configuration of each of these harnesses connected to the PDM 20 will be described later.

Next, a mounting structure of the drive device 10 on the electric vehicle 1 will be explained.

As shown in FIG. 2, a pair of left and right side members 6 (6a, 6b) are arranged in the motor room 2 in the front-rear direction. The drive device 10 is supported by the side members 6a, 6b via mount brackets 10a, 10b (see FIG. 1) arranged at the left and right ends of the cross member 5.

A dash panel 7 is arranged behind the motor room 2 to partition the motor room 2 and the vehicle interior. The drive device 10 is arranged in the motor room 2 in front of the dash panel 7 and separated from the dash panel 7. A battery 90 is arranged under the floor behind the dash panel 7. A battery harness 29 is connected to the battery 90 .

A tunnel 71 formed as a cavity extending rearward from the dash panel 7 is configured in the underfloor portion of the dash panel 7 at the center in the vehicle width direction. A battery harness 29 is routed within the tunnel 71 . A connector (not shown) to which the battery 90 and the other end of the battery harness 29 are connected is arranged on the rear side of the tunnel 71.

Next, a case will be described in which a large load is input to the electric vehicle 1 configured as described above.

When a large load is input from the front of the vehicle, such as during a vehicle collision, the drive device 10 may move rearward due to deformation of the motor room 2 or side member 6. The power train 11 of the drive device 10 includes a drive motor 12, a reduction gear 13, an inverter unit 14, and an A/C unit 15 that are integrally and firmly connected (see FIG. 5), and is shown by a dashed line in FIG. 2. As such, they move backwards as a unit.

At this time, there is a possibility that the harness (particularly the battery harness 29) connected to the PDM 20 may be caught between the drive device 10 and a structure in the motor room 2 such as the dash panel 7. This may cause problems with insulation. In order to prevent this, it is also possible to arrange a resin structure immediately after the drive device 10 to suppress the occurrence of insulation problems when the harness interferes. However, if the layout of the motor room 2 does not allow placement of resin parts, such measures cannot be taken. Furthermore, insulation problems also occur when other parts come into contact with the harness.

Therefore, in this embodiment, the insulation of the battery harness 29 can be ensured by the configuration described below.

3 to 5 are explanatory diagrams of the drive device 10 of this embodiment. 3 shows a view of the drive device 10 seen from above, FIG. 4 shows a view of the drive device 10 seen from the left side, and FIG. 5 shows a view of the power train 11 seen from above.

As shown in FIG. 3, the PDM 20 includes a battery connector 22 to which one end of a battery harness 29 is connected, an inverter connector 23 to which one end of an inverter harness 28 is connected, and an A/C harness 27. An A/C connector 24 to which one end is connected is arranged. These battery connector 22, inverter connector 23, and A/C connector 24 are arranged on the connector connection surface A of the PDM 20, and each harness is arranged so as to be inserted from the rear of the vehicle toward the front.

In the PDM 20, a battery connector 22 is arranged at the center in the vehicle width direction. As shown in FIG. 4 , the battery harness 29 extends backward from the battery connector 22 and toward the bottom of the electric vehicle 1 . The battery harness 29 is routed in a tunnel 71 formed under the floor at the center of the dash panel 7 in the vehicle width direction behind the drive device 10, and is connected to a connector of a battery 90 arranged in the tunnel 71. be done.

As shown in FIG. 3, in the PDM 20, the inverter connector 23 is located outside the battery connector 22 and on the left side of the battery connector 22. The A/C connector 24 is located outside the battery connector 22 and on the right side of the battery connector 22.

As shown in FIG. 4, the PDM 20 has a generally cubic outer shape that is placed on the top of the cross member 5, and has a convex portion 21 formed to protrude upward on the top. At the rear end of the convex portion 21, a battery connector 22, an inverter connector 23, and an A/C connector 24 are arranged. A connector connection surface A on which these connectors are arranged is located forward of the rear end surface A' of the PDM 20. The rear end surface A' and the connector connection surface A of the PDM 20 are located in front of the rear end surface B of the power train 11 in the drive device 10.

With this configuration, even when a large load is input from the front of the vehicle and the drive device 10 moves rearward as shown by the dashed line in FIG. It collides with the structure of the motor room 2, such as the dash panel 7, before the end surface A'. This prevents the PDM 20, battery connector 22, inverter connector 23, and A/C connector 24 from interfering with the structure of the motor room 2.

Further, in the PDM 20, an inverter connector 23 is arranged on the left side of the battery connector 22 (outside the battery connector 22). As shown in FIG. 4, the inverter harness 28 has one end connected to the inverter connector 23, extends rearward from the inverter connector 23, and then bends downward. The inverter harness 28 is then bent to the right between the battery harness 29 and the power train 11, and the other end is connected to the inverter side connector 141.

As shown in FIG. 5, in the power train 11, the rear end of the inverter unit 14 is formed as a protrusion 14a that protrudes rearward from the drive motor 12. An inverter-side connector 141 is arranged on this protrusion 14a. The inverter-side connector 141 is arranged laterally so that the inverter harness 28 is connected from left to right in the vehicle width direction. As shown in FIG. 3, the inverter-side connector 141 is located in the power train 11 at a position that is forward of the rear end surface B of the protruding portion 14a and rearward of the connector connection surface A, that is, offset from the connector connection surface A. will be placed in

Further, in the PDM 20, an A/C connector 24 is arranged on the right side of the battery connector 22 (outside the battery connector 22). As shown in FIG. 4, the A/C harness 27 has one end connected to the A/C connector 24, extends rearward from the A/C connector 24, and then bends downward. The A/C harness 27 then bends to the left and passes below the inverter harness 28 between the battery harness 29 and the power train 11. Thereafter, the A/C harness 27 is bent forward and routed along the upper surface of the A/C unit 15. Here, the A/C harness 27 turns 180 degrees and bends backward, and the other end is connected to the A/C side connector 151.

As shown in FIG. 4, in the power train 11, the top surface of the A/C unit 15 is arranged slightly below the top surface of the drive motor 12. An air conditioning side connector (A/C side connector) 151 is arranged on the top surface of the A/C unit 15. The A/C side connector 151 is arranged facing forward so that the A/C harness 27 is connected from the front to the rear in the longitudinal direction of the vehicle.

In this way, in the PDM 20, the battery harness 29 is arranged near the center in the width direction, and the inverter harness 28 and the A/C harness 27 are arranged outside thereof. With this configuration, even if the drive device 10 moves to the position shown by the dashed line in FIG. The battery harness 29 remains in the position where it is held, and the battery harness 29 fits in the space between the drive device 10 and the dash panel 7 and the space in the tunnel 71 behind it.

Furthermore, since the battery harness 29 is arranged near the center of the PDM 20 in the width direction and is routed linearly from the PDM 20 toward the battery 90 in the longitudinal direction of the vehicle, the harness length can be made the shortest distance. Further, since the battery harness 29 is a high-voltage electric wire, the mass is usually large, but this makes it possible to reduce the mass.

Furthermore, since the inverter harness 28 extends from the PDM 20 in the longitudinal direction of the vehicle and then bends in the lateral direction of the vehicle and is connected to the inverter unit 14, it can have an extra length against vibrations of the drive device 10. .

In particular, since the power train 11 is supported by the cross member 5 via a bush or the like that is swingable relative to the cross member 5, it vibrates as the vehicle runs. On the other hand, the PDM 20 is only supported by the cross member 5. Therefore, since the vibrations of the power train 11 are transmitted to the inverter harness 28, it is necessary to consider the vibrations, that is, the rocking motion. Regarding this, by bending the inverter harness 28 to provide extra length, the vibration allowance for the harness can be secured. Furthermore, since the inverter side connector 141 is arranged in the vehicle width direction and the harness is routed in the vehicle lateral direction, even if the drive device 10 moves due to a large load such as during a collision, the drive device 10 and the dash panel 7, the inverter harness 28 and the inverter side connector 141 are prevented from being caught between them.

Similarly, the A/C harness 27 is extended from the PDM 20 in the longitudinal direction of the vehicle and then bent in the lateral direction of the vehicle and connected to the A/C unit 15, so it is a harness against vibrations of the drive device 10. vibration allowance can be secured.

Furthermore, by arranging the A/C side connector 151 toward the front, even if the drive device 10 moves due to a large load such as during a collision, there is a gap between the A/C unit 15 and the dash panel 7. This prevents the A/C harness 27 from getting caught. Furthermore, since the A/C side connector 151 is arranged behind the front end surface of the A/C unit 15, it does not interfere with other parts on the front side of the motor room 2.

As described above, the drive device 10 of the electric vehicle 1 of the present embodiment includes a power train including a drive motor 12 that drives the electric vehicle 1 and an inverter unit 14 that is electrically connected to the drive motor 12. 11, a battery 90 that supplies power to the inverter unit 14, a battery harness 29 that is interposed between the battery 90 and the inverter unit 14 and is connected to the battery 90, and an inverter harness 29 that is connected to the inverter unit 14. A PDM 20 that electrically relays the harness 28 is provided. The PDM 20 is arranged above the power train 11 and arranged so that the rear end of the PDM 20 is located in front of the rear end of the power train 11. The rear end of the PDM 20 is provided with a battery connector 22 to which a battery harness 29 is connected, and an inverter connector 23 to which an inverter harness 28 is connected. The battery harness 29 and the inverter harness 28 are connected to the battery connector 22 and the inverter connector 23 from the rear end side of the PDM 20 .

In this way, the high voltage battery connector 22 and the inverter connector 23 are arranged at the rear end of the PDM 20, and the rear end of the PDM 20 is located in front of the rear end of the power train 11. With such a configuration, even if the drive unit 10 moves backward due to a large load input such as during a collision, the power train 11 hits other parts first, so that the battery connector 22 and the inverter connector 23 are Collision with other parts is prevented. In particular, since the battery connector 22 and the inverter connector 23 remain in positions with sufficient margin relative to the dash panel 7 located behind them, it is possible to prevent these connectors from being damaged. Thereby, the insulation of the battery connector 22 and the inverter connector 23, which are high voltage parts, is ensured.

Furthermore, this embodiment includes a cross member 5 that fixes the PDM 20 to the power train 11, the power train 11 is suspended and supported by the lower part of the cross member 5, and the PDM 20 is suspended from the upper part of the cross member 5. will be placed on. With such a configuration, by arranging the PDM 20 above the power train 11, the rear end of the PDM 20 can be positioned in front of the rear end of the power train 11.

Moreover, in this embodiment, the battery connector 22 is provided at the center of the PDM 20 in the vehicle width direction. With this configuration, the battery harness 29 can be placed at the center in the vehicle width direction, so even if a large load is input during a collision and the drive device 10 moves rearward, the battery harness 29 can be placed in the tunnel 71. The battery harness 29 can be prevented from being damaged. Furthermore, the harness length of the battery harness 29 can be made the shortest distance.

Further, in the present embodiment, the power train 11 includes a drive motor 12 and an inverter unit 14 connected in the vehicle width direction, and the inverter unit 14 includes an inverter side connector 141 to which an inverter harness 28 is connected. The inverter side connector 141 is configured such that the inverter harness 28 is connected in the vehicle width direction to the rearwardly protruding protrusion 14a of the inverter unit 14, and the inverter harness 28 is connected from the inverter connector 23 to the rear of the vehicle. After stretching, it is bent in the vehicle width direction and connected to the inverter side connector 141 in the vehicle width direction.

With such a configuration, by bending the inverter harness 28 to provide extra length, it is possible to secure vibration allowance for the harness. Furthermore, since the inverter-side connector 141 is arranged in the vehicle width direction on the protrusion 14a of the inverter unit 14, even when a large load is input and the drive device 10 moves rearward, the protrusion 14a It is possible to prevent the inverter-side connector 141 from being damaged in advance.

Further, in the present embodiment, the power train 11 includes an air conditioning unit (A/C unit 15), an inverter unit 14, a drive motor 12, and an A/C unit 15 are connected in the vehicle width direction, and the PDM 20 has an air conditioning unit (A/C unit 15). An A/C connector 24 is provided to which an A/C harness 27 for supplying power to the A/C unit 15 is connected, and an inverter connector 23 is provided outside the battery connector 22 in the vehicle width direction in the PDM 20. The A/C connector 24 is provided outside the battery connector 22 in the vehicle width direction on the opposite side to the inverter connector 23 in the PDM 20 .

Such a configuration allows the battery harness 29 to be placed in the center of the PDM 20 among the plurality of harnesses connected to the PDM 20 .

Further, in this embodiment, the A/C unit 15 includes an A/C side connector 151 to which the A/C harness 27 is connected, and the A/C side connector 151 is connected to the A/C unit 15 from the front side. The A/C harness 27 is configured to be connected toward the rear side, and the A/C harness 27 extends from the A/C connector 24 toward the rear of the vehicle, and then bends toward the front of the vehicle. It is bent toward the rear of the vehicle and connected to the A/C side connector 151 in the A/C unit 15 from the front side toward the rear side.

With such a configuration, by bending the A/C harness 27 to provide extra length, it is possible to secure vibration allowance for the harness. Furthermore, since the A/C side connector 151 is arranged toward the front side of the A/C unit 15, even when a large load is input and the drive device 10 moves backward, the A/C side connector 151 It can prevent damage.

Although the embodiments of the present invention have been described above, the configurations described in the above embodiments and each modification example merely show a part of the application examples of the present invention, and are not intended to limit the technical scope of the present invention. do not have.

In the embodiment described above, the electric vehicle 1 driven by the drive motor 12 has been described, but the present invention is not limited thereto. Even in a hybrid vehicle that is equipped with an engine and drives the vehicle together with the driving force of the engine, the PDM 20 of the drive device 10 can have a similar configuration.

1: Electric vehicle, 5: Cross member, 7: Dash panel, 10: Drive device, 11: Power train, 12: Drive motor, 13: Reducer, 14: Inverter unit, 14a: Projection, 15: A /C unit, 20: Power delivery module (PDM), 22: Battery connector, 23: Inverter connector, 24: A/C connector, 27: A/C harness, 28: Inverter harness, 29: Battery harness, 71: tunnel, 90: battery

Claims (6)

A drive device for an electric vehicle,
A power train having a drive motor that drives an electric vehicle and an inverter unit electrically connected to the drive motor;
a battery that supplies power to the inverter unit;
a power delivery module that is interposed between the battery and the inverter unit and electrically relays a battery harness connected to the battery and an inverter harness connected to the inverter unit;
Equipped with
The power delivery module is arranged above the power train, and the rear end of the power delivery module is located in front of the rear end of the power train,
The rear end of the power delivery module is provided with a battery connector to which the battery harness is connected, and an inverter connector to which the inverter harness is connected,
The battery harness and the inverter harness are connected to the battery connector and the inverter connector from the rear end side of the power delivery module.
Drive device for electric vehicles. The drive device for an electric vehicle according to claim 1,
comprising a cross member that supports the power delivery module and the power train,
The power train is suspended and supported under the cross member,
the power delivery module is placed on top of the cross member;
Drive device for electric vehicles. The drive device for an electric vehicle according to claim 1 or 2,
The battery connector is provided at the center of the power delivery module in the vehicle width direction,
Drive device for electric vehicles. The drive device for an electric vehicle according to any one of claims 1 to 3,
In the power train, the drive motor and the inverter unit are connected in the vehicle width direction,
The inverter unit includes an inverter side connector to which the inverter harness is connected,
The inverter-side connector is configured such that the inverter harness is connected to a rearwardly protruding protrusion in the inverter unit in the vehicle width direction,
The inverter harness, which has one end connected to the power delivery module, extends from the inverter connector toward the rear of the vehicle and then bends in the vehicle width direction, and the other end is connected to the inverter side connector in the vehicle width direction. ,
Drive device for electric vehicles. The drive device for an electric vehicle according to any one of claims 1 to 4,
The power train includes an air conditioning unit, and the inverter unit, the drive motor, and the air conditioning unit are connected in the vehicle width direction,
The power delivery module includes an air conditioning connector to which an air conditioning harness that supplies power to the air conditioning unit is connected,
The inverter connector is provided outside the battery connector in the vehicle width direction in the power delivery module,
In the power delivery module, the air conditioning connector is provided outside the battery connector in the vehicle width direction on a side opposite to the inverter connector.
Drive device for electric vehicles. The drive device for an electric vehicle according to claim 5,
The air conditioning unit includes an air conditioning side connector to which the air conditioning connector is connected,
The air conditioning connector is configured such that the air conditioning harness is connected from the front side to the rear side in the air conditioning unit,
The air conditioning harness, one end of which is connected to the power delivery module, extends from the air conditioning connector to the rear of the vehicle, is bent toward the front of the vehicle, is further bent toward the rear of the vehicle, and is then used in other parts of the air conditioning unit. an end is connected to the air conditioning side connector from the front side to the rear side,
Drive device for electric vehicles.