JP4038465B2 - Drive device for hybrid vehicle - Google Patents

Description

  The present invention relates to a drive device mounted on a hybrid vehicle.

  A drive device mounted on a hybrid vehicle includes an engine, a power generation motor, a drive motor, and the like, and the power generation motor, the drive motor, and an electric device such as an inverter are connected via an energization cable. Since a high-voltage current flows through the energization cable, it is important to arrange the energization cable so as not to damage it from the viewpoint of ensuring the safety of the vehicle.

Therefore, a vehicle has been developed in which an energizing cable is disposed in a component protection chamber formed by a floor panel and a battery frame (see, for example, Patent Document 1). As described above, in the vehicle in which the high voltage battery is mounted below the floor panel, the energization cable can be effectively protected by forming the component protection chamber.
JP 2000-344026 A (page 3, FIG. 3)

  However, it is difficult to mount a high voltage battery below the floor panel in order to secure a vehicle compartment volume and a minimum ground clearance, and a drive device is mounted below the floor panel because it has a vertical drive device. In a vehicle, a part protection chamber cannot be formed by the floor panel and the battery frame, and it is difficult to protect the energizing cable.

  Also, when a vertically installed drive device is mounted on the vehicle body, a support structure that drops the drive device below the vehicle at the time of a collision may be employed in order to prevent the drive device from entering the vehicle compartment during a vehicle collision. Many. Since such a vertically installed driving device contacts the dash panel and the floor tunnel at the time of a collision, there is a possibility that an energizing cable connected to the driving device is sandwiched between the driving device and the dash panel. In particular, when the vehicle has a side collision or an offset collision, the drive device moves while shifting in the vehicle width direction, and thus there is a possibility that the energization cable is strongly sandwiched between the drive device and the floor tunnel.

  If the energized cable is caught in the car body and damaged, sparks are generated along with the discharge.To increase the safety of the vehicle, it is necessary to protect the energized cable in consideration of the movement of the drive device at the time of collision. It is necessary.

  An object of the present invention is to improve the safety of a vehicle by avoiding damage to a current-carrying cable even when the drive device moves relative to the vehicle body due to a vehicle collision.

  A drive device for a hybrid vehicle according to the present invention includes a power generation motor driven by an engine, and is a drive device for a hybrid vehicle mounted vertically on a vehicle body, and is fixed to a case that houses the power generation motor. A case side terminal block connected to the coil of the power generation motor, a vehicle body side terminal block disposed below and behind the case side terminal block, and fixed to the vehicle body, the case side terminal block, and the An energizing cable for connecting a vehicle body side terminal block and a plurality of reinforcing ribs formed in the case and adjacent to each other to form a cable housing groove, wherein the energizing cable is housed in the cable housing groove. And

  A drive device for a hybrid vehicle according to the present invention includes an engine in which a crankshaft is disposed vertically in a traveling direction of the vehicle, a drive motor that is disposed on the vehicle rear side of the engine and generates a driving force, A drive device for a hybrid vehicle, which is provided between an engine and the drive motor and includes a power generation motor driven by the engine, and is assembled to the engine and fixed to a case that houses the power generation motor A case-side terminal block connected to the coil of the power generation motor, a vehicle-body side terminal block disposed below and behind the case-side terminal block and fixed to the vehicle body, and the case-side terminal block And a plurality of reinforcing ribs that are formed in the case and are adjacent to each other to form a cable receiving groove, Characterized in that for accommodating the conductive cable to the serial cable receiving groove.

  The drive device for a hybrid vehicle according to the present invention is characterized in that the cable housing groove is covered with a protective cover attached to the reinforcing rib.

  In the hybrid vehicle drive device of the present invention, the cable housing groove guides the energizing cable downward, and the energizing cable disposed between the cable housing groove and the vehicle body side terminal block is directed downward. It is characterized by bending.

  According to the present invention, since the energizing cable is accommodated in the cable accommodating groove formed by the reinforcing rib, the energizing cable is attached to the vehicle body even when the drive device moves and contacts the vehicle body at the time of a collision. There is no contact, and damage to the energizing cable can be reliably avoided.

  In addition, since the vehicle body side terminal block is arranged behind and below the case side terminal block, the case side terminal block can be connected to the vehicle body side terminal even when the drive device moves relative to the vehicle body in the event of a vehicle collision. It can be moved toward the table, and disconnection or disconnection of the energization cable can be reliably avoided.

  Furthermore, by covering the cable housing groove with the protective cover, other members do not enter the cable housing groove, and damage to the energized cable can be reliably avoided.

  Further, since the energizing cable is guided downward by the cable housing groove and is bent downward, the energizing cable can be bent while being pushed downward at the time of a vehicle collision. That is, the bending direction of the energizing cable at the time of a collision can be set in advance by the cable housing groove, and the entrapment of the energizing cable between the case and the vehicle body can be avoided.

  In this way, disconnection or damage of the energization cable can be reliably avoided, so that the safety at the time of collision in the hybrid vehicle can be dramatically improved.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a schematic diagram showing a mounted state of a drive device 10 according to an embodiment of the present invention mounted on a hybrid vehicle, and FIG. 2 is a skeleton diagram showing a part of the drive device 10.

  As shown in FIG. 1, the engine room 12 and the vehicle compartment 13 formed in the vehicle body 11 are partitioned by a dash panel 14 and a floor panel 15, and the floor panel 15 has a floor extending from the engine room 12 to the rear of the vehicle. A tunnel 16 is formed. A drive device 10 having a plurality of power sources is mounted vertically from the engine room 12 to the floor tunnel 16.

  As shown in FIG. 2, the drive device 10 includes an engine 20 and a drive motor 21 as two power sources, and the engine 20 is installed vertically with a crankshaft 20 a disposed in the traveling direction of the vehicle. It is an engine. Between the engine 20 and the drive motor 21, a power generation motor 22, a front differential mechanism 23, and a transmission 24 are provided. A transmission 24 incorporated in the gear case 27 includes a transmission input shaft 25 and a transmission output shaft 26 that are parallel to each other. The engine 20 is connected to the transmission input shaft 25 via an input clutch 28 and a power generation motor 22. On the other hand, a front differential mechanism 23 and a drive motor 21 are connected to the transmission output shaft 26.

  A generator case 29 is assembled on the vehicle front side of the gear case 27, and a power generation motor 22 is incorporated in the generator case 29. The power generation motor 22 includes a rotor 22a and a stator 22b. The rotor 22a is connected to a crankshaft 20a of the engine 20, and the stator 22b is fixed to a generator case 29 so as to surround the rotor 22a. Since the rotor 22a is rotationally driven by engine power, power generation is possible by starting the engine 20.

  An engine output shaft 30 is connected to the crankshaft 20a via a rotor 22a, and the engine output shaft 30 is driven by engine power. An input clutch 28 is provided between the engine output shaft 30 and the transmission input shaft 25. When the input clutch 28 is engaged, the engine power is transmitted to the transmission input shaft 25, and when the engagement is released, the engine power is transmitted. Transmission is blocked. The input clutch 28 is an electromagnetic clutch that is switched to the engaged state by exciting the electromagnetic coil 28a and switched to the disconnected state by releasing the excitation.

  Two drive gears 31 a and 32 a are rotatably provided on the transmission input shaft 25, and two driven gears 31 b and 32 b are fixed to the transmission output shaft 26. The drive gears 31a and 32a and the driven gears 31b and 32b are meshed with each other to form a low-speed gear stage and a high-speed gear train, and either one of the low-speed stage and the high-speed stage is transmitted to the speed change input shaft 25. A switching mechanism 33 for switching to a state is provided. The switching mechanism 33 is a synchromesh mechanism, and includes a synchromesh 33 a that is fixed to the transmission input shaft 25 and a synchronizer sleeve 33 b that is always meshed therewith. When the synchro sleeve 33b is engaged with the drive gear 31a, the low speed stage is in a power transmission state, and when the synchro sleeve 33b is engaged with the drive gear 32a, the high speed stage is in a power transmission state.

  The transmission output shaft 26 is driven by engine power by engaging the input clutch 28 and switching the low speed stage or the high speed stage to the power transmission state. A drive pinion gear 35 that meshes with the ring gear 34 of the front differential mechanism 23 is fixed to one end of the speed change output shaft 26, and engine power that has passed through the speed change output shaft 26 is transmitted to the left and right front wheels via the front differential mechanism 23. It is to be distributed.

  Further, a connecting shaft 36 is rotatably accommodated in the gear case 27 so as to be parallel to the speed change output shaft 26. A transmission gear 37 is fixed to the connecting shaft 36, and a transmission gear 38 that always meshes with the transmission gear 37 is fixed to the transmission output shaft 26. Note that the transmission output shaft 26 and the connecting shaft 36 are shifted in the vehicle width direction, and for convenience of drawing, the connecting shaft 36 and the transmission gear 37 are indicated by broken lines in FIG.

  A motor case 40 is attached to the rear side of the gear case 27 in the vehicle, and the drive motor 21 is incorporated in the motor case 40. The drive motor 21 includes a rotor 21a and a stator 21b, and the stator 21b is fixed to the motor case 40 so as to surround the rotor 21a. The motor drive shaft 21c fixed to the rotor 21a protrudes from both ends of the rotor 21a, and one end of the motor drive shaft 21c is splined to the connecting shaft 36. Thus, the motor output shaft 21c is connected to the speed change output shaft 26, and by driving the drive motor 21, not only engine power but also motor power can be transmitted to the speed change output shaft 26. Yes.

  A transfer case 41 is attached to the rear side of the motor case 40 and a transfer mechanism 42 for transmitting power to the rear wheels is incorporated in the transfer case 41. The transfer mechanism 42 includes a transfer input shaft 43 that is spline-coupled to the other end of the motor drive shaft 21c, and a transfer output shaft 44 that is arranged in parallel thereto. The transfer input shaft 43 and the transfer output shaft 44 mesh with each other via a gear train 45, and the power from the motor drive shaft 21 c is transmitted to the transfer output shaft 44.

  A joint 50 is splined to the end of the transfer output shaft 44 protruding from the transfer case 41, and a propeller shaft 51 for driving a rear differential mechanism (not shown) is connected to the joint 50 as shown in FIG. Has been. In addition, an electronically controlled coupling 52 incorporated on the transfer output shaft 44 is accommodated in the transfer case 41 as a torque distribution mechanism. The coupling 52 is an electromagnetic clutch that is switched to the engaged state by exciting the electromagnetic coil 52a and switched to the disconnected state by releasing the excitation.

  By exciting the electromagnetic coil 52a and switching the coupling 52 to the engaged state, power can be transmitted not only to the front wheels but also to the rear wheels. In addition, since the fastening force of the coupling 52 can be controlled according to the magnitude of the energization current to the electromagnetic coil 52a, the torque distribution ratio between the front and rear wheels is set to 100: 0 to 50:50 according to the traveling state of the vehicle. Can be set within the range.

  In order to drive and control the drive motor 21 incorporated in such a drive device 10, the drive motor 21 is connected to a high voltage battery 61 via an inverter 60 as shown in FIG. 2. The direct current from the high voltage battery 61 is converted into an alternating current by the inverter 60 and then supplied to the stator coil 21 d of the drive motor 21. The inverter 60 can control the drive state of the drive motor 21 in accordance with the traveling state by adjusting the frequency and voltage of the power supplied to the stator coil 21d.

  The stator coil 22 c of the power generation motor 22 is also connected to the high voltage battery 61 via the inverter 60, and the generated AC current is converted into a DC current by the inverter 60 and charged to the high voltage battery 61. Furthermore, since electric power can be supplied to the power generation motor 22 via the inverter 60, the power generation motor 22 can be operated as a starter motor, and the engine 20 can be started by the power generation motor 22. Note that a high voltage battery 61 is connected to the various electrical components 62 via a DC / DC converter 63, and the power supplied to the various electrical components 62 is a predetermined voltage (for example, 12V) by the DC / DC converter 63. Is converted to

  Such a high-voltage battery 61 and the inverter 60 are mounted on the rear part of the vehicle, and an energizing cable 64 that connects the stator coil 22c of the power generation motor 22 and the inverter 60 is connected to the floor tunnel 16 as shown in FIG. It will be arranged toward the rear of the vehicle. Similarly, an energization cable that connects the stator coil 21d of the drive motor 21 and the inverter 60 is also arranged from the floor tunnel 16 toward the rear of the vehicle.

  FIG. 3 is a perspective view showing a part of the gear case 27, and members incorporated in the gear case 27 are omitted. As shown in FIGS. 1 and 3, a case-side terminal block 65 connected to the stator coil 22 c of the power generation motor 22 is fixed to the upper portion of the gear case 27. Further, as shown in FIG. 1, a vehicle body side terminal block 66 is assembled to the floor panel 15 forming the vehicle body 11 via a bracket so as to be positioned below and behind the case side terminal block 65.

  Between the case-side terminal block 65 and the vehicle-body-side terminal block 66, three energizing cables 64 that supply power generated from the power generation motor 22 to the high-voltage battery 61 are connected. The illustrated power generation motor 22 is a three-phase AC motor to which three energization cables 64 are connected, but may be a single-phase AC motor, a multi-phase AC motor, or a DC motor. .

  Further, two reinforcing ribs 67 and 68 bent in an L shape are formed on the surface of the gear case 27. The reinforcing ribs 67 and 68 are formed adjacent to each other so as to sandwich the case-side terminal block 65, and a cable housing groove 69 is formed between the two reinforcing ribs 67 and 68. An energizing cable 64 connected to the case-side terminal block 65 is accommodated in the cable accommodation groove 69, and a protective cover 70 is attached to the reinforcing ribs 67 and 68 with bolts (not shown) so as to cover the cable accommodation groove 69. The protective cover 70 is mounted so as to straddle from one reinforcing rib 67 to the other reinforcing rib 68.

  As described above, the energization cable 64 accommodated in the cable accommodation groove 69 is arranged substantially horizontally from the case-side terminal block 65, and is then guided and bent downward by the cable accommodation groove 69. Then, the energizing cable 64 that passes through the cable housing groove 69 and goes downward is bent again so as to be substantially horizontal again in order to connect the end portion thereof to the vehicle body side terminal block 66. In other words, by guiding the energizing cable 64 through the cable housing groove 69, the energizing cable 64 is bent at substantially right angles at two locations, and bypasses the shortest path between the case side terminal block 65 and the vehicle body side terminal block 66 downward. Thus, it arrange | positions in the state curved below.

  Next, the backward movement of the drive device 10 when the vehicle collides from the front will be described. FIG. 4 is a schematic view showing a moving state of the drive device 10 when the vehicle collides. As shown in FIG. 4, when the vehicle collides with an obstacle from the front, the engine room 12 is crushed by the collision energy, so that the drive device 10 moves in the direction of arrow A depending on the magnitude of the collision energy. It will be. The moving direction of the driving device 10 is determined by the vehicle body structure or the like. In the illustrated case, the driving device 10 enters the vehicle interior 13 by moving the driving device 10 in the direction of the arrow A on the rear side. To improve vehicle safety.

  As shown in FIG. 4, even when the gear case 27 comes into contact with the dash panel 14 or the floor panel 15 by the backward movement of the driving device 10, the energizing cable 64 disposed in the vicinity of the case-side terminal block 65 is Since the energizing cable 64 is accommodated between the reinforcing ribs 67 and 68, the energizing cable 64 does not directly contact the dash panel 14 or the floor panel 15, and damage to the energizing cable 64 can be avoided. That is, the cable housing groove 69 formed by the reinforcing ribs 67 and 68 functions as a retracting space for the energizing cable 64. Moreover, since the reinforcing ribs 67 and 68 formed to increase the strength of the gear case 27 are used, the retreat space of the energizing cable 64 can be formed without cost.

  Further, since the protective cover 70 is provided, other members do not enter the cable housing groove 69, and damage to the energizing cable 64 can be avoided reliably. Furthermore, by providing the protective cover 70, the energizing cable 64 does not move greatly during traveling, and damage to the energizing cable 64 during traveling can be prevented. Since the impact force at the time of collision is received by the reinforcing ribs 67 and 68, it is not necessary to increase the thickness of the protective cover 70, so that the protective cover 70 can be made thin, and driving at the time of collision is possible. A moving space of the apparatus 10 can be secured.

  Furthermore, even when the drive device 10 moves backward while falling with respect to the vehicle body 11, the other end of the energization cable 64 whose one end is connected to the case side terminal block 65 is behind the case side terminal block 65 and Since it is connected to the vehicle body side terminal block 66 located below, it is possible to avoid disconnection or disconnection of the energization cable 64. That is, since the case-side terminal block 65 approaches the vehicle-body-side terminal block 66 at the time of a collision, a tensile force does not act on the energization cable 64 and the connection state of the energization cable 64 can be maintained.

  Furthermore, since the energizing cable 64 is guided downward by the cable receiving groove 69 formed by the reinforcing ribs 67 and 68, the energizing cable 64 has a shortest path between the case side terminal block 65 and the vehicle body side terminal block 66. The case-side terminal block 65 can be bent so as to be detoured downward, and when the case-side terminal block 65 approaches the vehicle-body-side terminal block 66, as shown in FIG. it can. That is, by forming the cable receiving groove 69, the bending direction of the energizing cable 64 at the time of a collision can be set in advance, so that the energizing cable 64 is not pushed upward, that is, to the floor panel 15 side. The energization cable 64 can be prevented from being caught between the floor panel 15 and the floor panel 15.

  Further, as shown in FIGS. 1 and 4, the arrangement length l of the energization cable 64 arranged between the cable housing groove 69 and the vehicle body side terminal block 66 is the movement distance L of the driving device 10 at the time of collision. Since it is set to be longer than half (l ≧ L / 2), an excessive tensile force is not applied to the energizing cable 64, and damage to the energizing cable 64 can be reliably avoided. Although the horizontal component of the arrangement length l and the movement distance L is illustrated, the vertical component of the arrangement length l and the movement distance L is also set so as to satisfy the relationship of l ≧ L / 2. .

  In this way, even when the vehicle collides, since it is possible to reliably avoid disconnection or damage of the energizing cable 64 through which a high voltage current flows, no spark is generated from the energizing cable 64. The safety at the time of a collision in a hybrid vehicle can be greatly improved.

  Up to this point, the description has focused on a frontal collision in which the drive device 10 moves backward. In addition, disconnection or damage of the energization cable 64 can be avoided. For example, when the vehicle collides at a low vehicle speed at which the engine room 12 is not crushed, the driving device 10 may move forward due to inertial force, and when the vehicle collides with the side or offset, Although the drive device 10 may move in the vehicle width direction, the energization cable 64 disposed between the end portions of the reinforcing ribs 67 and 68 and the vehicle body side terminal block 66 is provided with an extension allowance due to bending. Further, it is possible to cope with the movement of the driving device 10 in the front of the vehicle or in the vehicle width direction.

  The present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention. For example, the generator case 29 for housing the power generation motor 22 and the gear case 27 to which the case-side terminal block 65 is fixed are formed separately and assembled to each other, but these cases 27 and 29 are integrally formed. You may do it.

  Although the case side terminal block 65 is fixed to the gear case 27, the present invention is not limited to this, and it goes without saying that the case side terminal block 65 may be fixed to the generator case 29. In this case, reinforcing ribs may be formed on the generator case 29, or reinforcing ribs may be formed from the generator case 29 to the gear case 27.

  The illustrated driving device 10 is a driving device 10 mounted on a series / parallel type hybrid vehicle, but the present invention is applied to a driving device mounted on a series type or parallel type hybrid vehicle. Also good. Furthermore, the present invention is not limited to the four-wheel drive device 10 and may be applied to a two-wheel drive device.

It is the schematic which shows the mounting state of the drive device of the hybrid vehicle which is one embodiment of this invention. It is a skeleton figure which shows a drive device. It is a perspective view which shows a part of gear case. It is the schematic which shows the movement state of the drive device at the time of a vehicle colliding.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Drive apparatus 11 Car body 20 Engine 20a Crankshaft 21 Drive motor 22 Electric power generation motor 22c Stator coil (coil)
27 Gear Case (Case)
29 Generator case (case)
64 Current carrying cable 65 Case side terminal block 66 Car body side terminal block 67, 68 Reinforcing rib 69 Cable receiving groove 70 Protective cover

Claims (4)

A driving device for a hybrid vehicle that includes a power generation motor driven by an engine and is mounted vertically on a vehicle body,
A case-side terminal block fixed to a case housing the power generation motor and connected to a coil of the power generation motor;
A vehicle body side terminal block disposed below and rearward of the case side terminal block and fixed to the vehicle body;
An energizing cable connecting the case side terminal block and the vehicle body side terminal block;
A plurality of reinforcing ribs formed in the case and adjacent to each other to form a cable housing groove;
A drive device for a hybrid vehicle, wherein the energization cable is accommodated in the cable accommodation groove. An engine in which the crankshaft is arranged vertically in the direction of travel of the vehicle,
A driving motor disposed on the vehicle rear side of the engine and generating a driving force;
A drive device for a hybrid vehicle provided between the engine and the drive motor, and comprising a power generation motor driven by the engine,
A case-side terminal block that is assembled to the engine and fixed to a case that houses the power generation motor, and is connected to a coil of the power generation motor;
A vehicle body side terminal block disposed below and rearward of the case side terminal block and fixed to the vehicle body;
An energizing cable connecting the case side terminal block and the vehicle body side terminal block;
A plurality of reinforcing ribs formed in the case and adjacent to each other to form a cable housing groove;
A drive device for a hybrid vehicle, wherein the energization cable is accommodated in the cable accommodation groove.   3. The hybrid vehicle drive device according to claim 1, wherein the cable housing groove is covered with a protective cover attached to the reinforcing rib. The drive device for a hybrid vehicle according to any one of claims 1 to 3, wherein the cable housing groove guides the energizing cable downward, and is provided between the cable housing groove and the vehicle body side terminal block. A drive device for a hybrid vehicle, wherein the energization cable disposed is bent downward.

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