JP7338317B2 - Vehicle powertrain structure - Google Patents

Description

TECHNICAL FIELD The present invention relates to an electric vehicle such as an electric vehicle or a hybrid vehicle, and more particularly to a structure of a powertrain of a vehicle in which the powertrain is arranged in the front part of the vehicle.

Patent Document 1 discloses an example of the electric vehicle as described above. This electric vehicle is an electric vehicle that receives electric power from a battery and runs only by the driving force of a motor, and includes a drive unit consisting of a motor and a transaxle, and a control unit in a motor room at the front of the vehicle. It is equipped with any power train such as an inverter.

The inverter is fixed on top of the motor and electrically connected to the motor via a cable. Further, behind the motor, an electric compressor for air conditioning, which is one of vehicle auxiliary machines, is arranged. The electric compressor is fixed to the rear portion of the motor housing (motor case) via a bracket. The electric compressor is a high voltage component and is thus secured to the rear of the motor to protect it from damage in a frontal vehicle crash.

JP 2012-140052 A

In recent years, in power trains such as those described above, there are cases where busbar connections are employed instead of cable connections (or in addition to cable connections) as an electrical connection structure between the inverter and the motor. Specifically, a bus bar is protruded from the lower surface of the inverter, the bus bar is inserted into the motor through a top opening formed in the upper part of the housing, and the bus bar and the motor-side terminals are fastened with bolts or the like. It is fastened by members. Therefore, a rear opening for fastening work is formed in the rear part of the housing, and a cover member for closing the rear opening is assembled to the housing after the fastening work.

However, in the case of such a structure, the following problems are conceivable. In other words, in the event of a frontal collision of the vehicle, the electric compressor is protected by retreating together with the motor. However, if the frontal collision load is large, the electric compressor retreating together with the motor abuts against the dash panel, hindering the movement of the compressor. As a result, the electric compressor and the motor come relatively close to each other, and the electric compressor collides with the cover member. Damage is possible. Therefore, it is desirable to provide a structure that can more reliably suppress such inconveniences.

The present invention has been made in view of the above circumstances, and relates to a so-called powertrain structure for an electric vehicle. The purpose is to provide technology for

In order to solve the above problems, the present invention provides a structure of the powertrain of an electric vehicle having a motor case and including a motor for traveling arranged in a motor room in the front part of the vehicle. an inverter mounted on an upper portion of the motor; a conductor connection portion for electrically connecting the motor and the inverter by connecting conductors inside the motor case; and the motor case in the vehicle front-rear direction. an opening formed in a rear surface to allow access to the conductor connecting portion; a cover member assembled to the motor case to close the opening; When viewed from the rear in the front-rear direction of the vehicle, the cover member and the peripheral edge portion of the opening overlap each other, so that the motor and the vehicle accessory are relatively close to each other. and a load receiving portion that receives the collision load when they collide with each other.

According to this structure, even when the motor and the vehicle auxiliary equipment are relatively close to each other and collide with each other due to a frontal collision of the vehicle, the portion where the cover member and the peripheral edge of the opening of the motor case overlap when viewed from the rear of the vehicle. The collision load is stopped by the load-receiving portion provided in the cover member, thereby suppressing breakage of the cover member. Therefore, it is possible to effectively protect the conductor connecting portion between the motor and the inverter.

Note that a compressor, which is one of vehicle accessories, is a high-voltage member and is sometimes arranged behind the motor due to the need for protection in the event of a frontal collision of the vehicle. In this structure, it is conceivable that the compressor and the motor collide with each other in the event of a frontal collision of the vehicle, causing damage to the cover member and, in turn, damage to the conductor connecting portion. Therefore, the powertrain structure as described above is useful when the vehicle accessory is a compressor.

In the above powertrain structure, the load receiving portion has a space in the vehicle front-rear direction between all or part of the portion of the cover member corresponding to the peripheral edge portion of the opening and the vehicle auxiliary machine. is provided so as to be smaller than the space in the vehicle front-rear direction between the cover member and the vehicular accessory at the portion.

According to this structure, it is possible to suppress the impact stress generated in the load receiving portion when the motor collides with the vehicle accessory. Therefore, the load receiving portion itself is prevented from being damaged, and as a result, the load receiving portion can receive the collision load more reliably.

In this case, the load receiving portion is configured such that the thickness in the vehicle front-rear direction of all or part of the portion of the cover member corresponding to the peripheral edge portion of the opening is larger than the thickness of the other portions. The thickness in the vehicle front-rear direction of all or part of the portion of the cover member corresponding to the peripheral edge of the opening may be greater than the thickness of the other portions. It may be formed to be large.

According to these structures, the collision load between the motor and the vehicle accessory is received by the load receiving portion provided on the cover member or the motor case in the event of a frontal collision of the vehicle.

In the powertrain structure of each aspect described above, when the vehicle auxiliary machine is attached to the motor case via a bracket, the load receiving portion is arranged between the bracket and the motor case in a rear view in the vehicle longitudinal direction. It is preferable that it is provided in a portion that overlaps with the peripheral edge of the opening.

According to this structure, in the event of a frontal collision of the vehicle, the vehicle accessory moves backward together with the motor, thereby protecting the vehicle accessory. In addition, the vehicle accessory that has retreated together with the motor abuts against the dash panel or the like, hindering its retreat. Even if the motor collides with the motor, the collision load is stopped by the load receiving portion, thereby suppressing breakage of the cover member.

In this case, the bracket is fixed to the rear surface of the motor case and extends upward from the fixing position, and the vehicle accessory is fixed to the bracket at a position above the fixing position. Therefore, when the motor is supported in a cantilevered state via the bracket, the power train structure as described above is particularly useful.

That is, if the vehicle auxiliary equipment that has retreated together with the motor abuts against the dash panel or the like and its retreat is delayed, the vehicle auxiliary equipment is pushed forward by the dash panel or the like, and the bracket is deformed about the fixed position as a fulcrum. It is conceivable that the vehicle accessory collides with the motor through the bracket and damages the cover member. Therefore, when the vehicle accessory is supported by the motor in a cantilever manner via the bracket, the power train structure as described above is useful.

According to the vehicle powertrain structure according to each aspect described above, it is possible to protect the electrical connection between the motor and the inverter arranged thereabove in the event of a frontal collision of the vehicle.

1 is a front plan view of a vehicle to which a powertrain structure according to a first embodiment of the invention is applied; FIG. FIG. 2 is a cross-sectional view of the vehicle with the powertrain viewed from the right; FIG. 2 is an exploded perspective view of the powertrain showing the mounting structure of the inverter; FIG. 3 is a side view of the inverter alone (a side view viewed from the rear of the vehicle); FIG. 2 is a cross-sectional view of a main part of the powertrain; 1 is a perspective view of a main part of a powertrain (with an electric compressor, a bracket and a cover member removed); FIG. 1 is a perspective view of a main part of a power train (with an electric compressor and a bracket removed); FIG. 1 is a perspective view of a main part of a powertrain (with an electric compressor removed); FIG. 1 is a perspective view of a main part of a powertrain; FIG. FIG. 3 is a cross-sectional view of a main part of a powertrain showing a modified example of the first embodiment; FIG. 6 is a cross-sectional view of a main part of a powertrain showing a powertrain structure according to a second embodiment of the present invention; FIG. 6 is a cross-sectional view of a main part of a powertrain showing a modification of the second embodiment;

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

[First embodiment]
FIG. 1 is a front plan view of a vehicle to which a powertrain structure according to a first embodiment of the invention is applied, and FIG. 2 is a cross-sectional view of the vehicle as seen from the right side of the powertrain.

A vehicle 1 shown in FIGS. 1 and 2 is an electric vehicle (an example of an electric vehicle of the present invention) that does not have an internal combustion engine and runs by driving wheels (front wheels) 2 with a motor 21 for running, which will be described later. be.

In the motor room R of the vehicle 1, there are a dash panel 4 that partitions the vehicle room S and the motor room R in the front and rear, and a pair of left and right front side frames 6 that are coupled to the front side of the dash panel 4 and extend in the vehicle front-rear direction. , and subframes 12 arranged below the front side frames 6 are provided. Crash cans 8 capable of absorbing impact by compressive deformation are fixed to the front ends of the left and right front side frames 6, respectively. It is

In the space between the left and right front side frames 6, a power train PT for rotationally driving the front wheels 2, which are the driving wheels of the vehicle 1, is arranged.

The power train PT is supported by the left and right front side frames 6 while being suspended by the left and right front side frames 6 via the motor mount device 14, and is also supported from below by the motor support members 12a of the sub-frames 12. there is The power train PT is arranged at a position to the left of the center of both front side frames 6 in the vehicle width direction. interposed.

The power train PT includes a drive unit 20 including a motor 21 for traveling and a transaxle 22, an electric compressor 24, an inverter 26, a drive shaft 28, and the like.

The motor 21 has a motor body (not shown) and a motor case 30 in which the motor body is accommodated. The motor body is composed of, for example, a three-phase AC synchronous motor, and includes a rotor provided with permanent magnets around an output shaft 21a (see FIG. 9) extending in the vehicle width direction, and a plurality of coils arranged on the outer periphery of the rotor. and a stator consisting of AC power having a phase difference is supplied from an inverter 26 to each of the plurality of coils of the stator. The output shaft 21a (rotor) rotates in response to this power supply.

The motor case 30 has a substantially hollow cylindrical shape extending in the vehicle width direction with both ends closed. The motor case 30 is a high-strength member having high rigidity and is made of, for example, an aluminum alloy casting having a predetermined thickness. As shown in FIG. 5, the motor case 30 includes a motor main body housing chamber 32 for housing the motor main body, and an electrical connection chamber 34 provided above the motor main body housing chamber 32 . The motor 21 (motor body) and the inverter 26 are electrically connected to each other in the electrical connection chamber 34, as will be described in detail later.

The transaxle 22 is for transmitting the output of the motor 21 to the front wheels 2, and has a speed reduction mechanism and a differential mechanism (not shown) and an axle case 70 housing these mechanisms. As shown in FIG. 1, transaxle 22 is fixed to the left end of motor 21 . By connecting the transaxle 22 and the left and right front wheels 2 via drive shafts 28, the output (rotation) of the motor 21 is transmitted to the left and right front wheels 2 via the transaxle 22 and the drive shafts 28, respectively. transmitted. That is, the front wheels 2 are rotationally driven by the motor 21 .

The inverter 26 supplies power to the motor 21 . More specifically, the inverter 26 is connected via a cable to a secondary battery such as a lithium-ion battery (not shown) placed, for example, under the floor of the passenger compartment of the vehicle 1. The DC power is converted into three-phase AC power having a phase difference and supplied to the motor 21 .

As shown in FIGS. 2 to 4, the inverter 26 includes a circuit board or the like (not shown) having an inverter circuit, and a rectangular box-shaped inverter case 50 in which the circuit board or the like is housed. there is The inverter 26 is provided with three bus bars 52 extending from the circuit board and protruding downward from the lower surface of the inverter case 50 . These bus bars 52 are plate-shaped conductors capable of supplying a large capacity of the three-phase AC power to the motor 21, and are oriented so that their plate thickness directions are in the longitudinal direction of the vehicle. are arranged in a row at equal intervals in the vehicle width direction.

The inverter 26 is fixed above the motor 21 . Specifically, a substantially flat inverter mounting surface 31 is formed on the upper portion of the motor case 30 , and the inverter 26 is superimposed on the inverter mounting surface 31 . Mounting legs 54 extending outward along the lower surface of the inverter case 50 are provided at a plurality (at least four or more) of the side surfaces of the inverter case 50 mainly including corner portions. A bolt B<b>1 (see FIG. 6 ) is screwed and inserted into the screw hole 31 b of the inverter mounting surface 31 through a mounting hole 54 a formed in the inverter mounting surface 31 . As a result, the inverter 26 is fastened (fixed) to the motor 21 while being superimposed on the motor 21 .

The inverter mounting surface 31 of the motor case 30 is formed with an upper surface opening 36 elongated in the vehicle width direction and having an oval shape in plan view. The three bus bars 52 of the inverter 26 are inserted into the motor case 30 through the top opening 36 and arranged in the electrical connection chamber 34 .

Positioning pins 56 extending downward are provided on the lower surface of the inverter 26 , in this example, on the lower surface of some or all (at least three or more) of the plurality of mounting legs 54 . , are inserted into pin holes 31 a formed in the inverter mounting surface 31 . That is, when the inverter 26 is assembled to the motor 21, the motor 21 and the inverter 26 are positioned relative to each other by inserting the positioning pins 56 into the pin holes 31a. As a result, the bus bar 52 is guided to the top opening 36, and damage to the bus bar 52 due to collision with the inverter mounting surface 31 (periphery of the top opening 36) is prevented.

As shown in FIG. 4, the axial length from the bottom surface of the motor case 30 to the tip of each positioning pin 56 is set longer than the protruding length L of the bus bar 52 from the bottom surface. there is As a result, before assembly to the motor 21, the inverter 26 can be attached to a flat surface such as a table through the positioning pins 56 without grounding the bus bar 52, that is, without causing deformation or the like of the bus bar 52 due to grounding. It is possible to make it stand on its own.

As shown in FIGS. 3 to 5, motor-side terminals 44 each made of a plate-like conductor are provided at positions facing the front of each bus bar 52 in the electrical connection chamber 34. These motor-side terminals 44 Each bus bar 52 is electrically connected to . Specifically, the bus bar 52 and the motor-side terminal 44 are provided with fixing holes 52 a and 44 a formed of through holes, and a nut member 44 b is fixed to the front surface of the motor-side terminal 44 . As shown in FIG. 5, a bolt B is inserted into the fixing holes 52a and 44a from behind the busbar 52, and the bolt B is screwed and inserted into the nut member 44b. Thereby, the bus bar 52 and the motor side terminal 44 are mutually fastened and electrically connected. The connection portion between the bus bar 52 and the motor-side terminal 44 is called a conductor connection portion C. As shown in FIG.

The rear face of the motor case 30 is provided with a rear face opening 38 (corresponding to the opening of the present invention) that opens the electrical connection chamber 34 rearward. The rear surface opening 38 is for the operator to access the inside of the electric connection chamber 34 in order to perform the fastening operation of the bus bar 52 and the motor-side terminal 44 . The rear opening 38 is elongated in the vehicle width direction and has an oval shape when viewed from the rear, and is provided at substantially the same position as the top opening 36 in the vehicle width direction.

As shown in FIGS. 5 to 7, the rear opening 38 is closed with a cover member 23 made of aluminum alloy or the like. The cover member 23 has a substantially rectangular plate shape when viewed from the rear, and is detachably fastened to the rear surface of the motor case 30 with bolts B5. Specifically, mounting holes (not shown) are formed through the four corners of the cover member 23 in the thickness direction. It is screwed and inserted into the hole 40 .

The electric compressor 24 is for compressing the air-conditioning refrigerant circulating in the air-conditioning system. The electric compressor 24 includes a compressor body that compresses refrigerant, and a compressor case 60 that houses the compressor body.

The electric compressor 24 has a substantially columnar shape extending in the vehicle width direction, is arranged behind the motor 21 , and is fixed to the motor 21 via a bracket 25 .

More specifically, as shown in FIGS. 7 to 9, on the rear surface of the motor case 30 and below the rear surface opening 38, a plurality of (three in this example) boss portions 42 are arranged in the vehicle width direction. A substantially triangular plate-like bracket 25 is fixed to these boss portions 42 so as to protrude rearward. The bracket 25 is formed with a plurality of (three in this example) mounting holes (not shown) penetrating in the thickness direction along the base thereof, and the bolts B3 are threaded through the mounting holes into the screw holes of the boss portion 42. The bracket 25 is fixed to the motor 21 by being screwed into and inserted into 42a.

Screw holes 72 are provided at the upper end (top) of the bracket 25 and at positions (two places) above the mounting holes in the bracket 25 and separated from each other in the vehicle width direction. On the other hand, in the upper and lower portions of the compressor case 60, mounting holes 62 corresponding to the screw holes 72 are formed through the respective mounting holes 62 in the longitudinal direction of the vehicle. It is screwed and inserted into the screw hole 72 . Thereby, the electric compressor 24 is fixed to the motor 21 via the bracket 25 . As shown in FIGS. 8 and 9, the bracket 25 is fixed to the rear surface of the motor case 30 and extends upward from the fixing position (the fastening position of the bolt B3). It is fixed to the bracket 25 at a position above the fixed position. Therefore, it can be said that the electric compressor 24 is supported by the motor 21 via the bracket 25 in a cantilevered state.

As shown in FIGS. 5, 8 and 9, the electric compressor 24 is located behind the cover member 23 of the motor case 30, i. located behind.

Therefore, as shown in FIGS. 5 and 7, a collision load is applied to the rear surface of the cover member 23 when the motor 21 and the electric compressor 24 (bracket 25) are relatively close to each other and collide with each other at the time of a frontal collision of the vehicle. A convex portion 23a (load receiving portion) extending in the vehicle width direction for receiving the load is provided.

The convex portion 23a is a part of the rear surface of the cover member 23 that overlaps the peripheral edge portion of the rear opening 38 of the motor case 30 when viewed from the rear of the vehicle. It is provided on the cover member 23 by forming the edge portion to protrude more rearward than the other portions. In other words, the thickness of the upper edge portion of the cover member 23 is formed to be greater than the thickness of the other portion of the cover member 23 .

[Effect]
The power train PT of the vehicle 1 includes a motor 21 for running arranged in a motor room R in the front part of the vehicle 1, an inverter 26 mounted above the motor 21, and the motor 21 inside a motor case 30. A conductor connection portion C that electrically connects the inverter 26, a rear opening 38 formed in the rear surface of the motor 21 (motor case 30), and a cover member that is assembled to the motor case 30 and closes the rear opening 38. 23 , and an electric compressor 24 which is a vehicle auxiliary machine and which is arranged behind the cover member 23 and fixed to the motor 21 via a bracket 25 . According to such a structure of the power train PT, the electric compressor 24 retreats together with the motor 21 while the collision load is received by the motor 21 at the time of a frontal collision of the vehicle. Therefore, the electric compressor 24, which is a high voltage member, is well protected.

At this time, if the collision load is so large that the electric compressor 24, which has retreated together with the motor 21, abuts against the dash panel 4 and the retreat is delayed, the electric compressor 24 collides with the motor 21 from behind through the bracket 25, and this It is conceivable that the cover member 23 is pierced and the conductor connection portion C is damaged.

However, according to the structure of the power train PT, since the cover member 23 is provided with the convex portion 23a, the occurrence of such a situation is effectively suppressed.

That is, since the convex portion 23 a is provided in a portion of the cover member 23 that overlaps the peripheral edge portion (upper edge portion) of the rear opening portion 38 , the electric compressor 24 (bracket 25 ) does not collide with the motor 21 . The load is transmitted to the motor case 30 while being received by the convex portion 23a having a thickness in the front-rear direction.

In addition, since the gap G between the cover member 23 and the bracket 25 is narrower in the convex portion 23a than in the case where the convex portion 23a is not provided (the distance between the cover member 23 and the convex portion 23a is small). Since the interval G with the bracket 25 is narrower than the interval G between the cover member 23 and the bracket 25 in other parts), the impact stress generated when the electric compressor 24 (bracket 25) collides with the motor 21 also increases. be kept low. As a result, damage to the cover member 23 is suppressed.

Therefore, according to the structure of the power train PT as described above, the cover member 23 that covers the conductor connection portion C between the inverter 26 and the motor 21 may be damaged in the event of a frontal collision of the vehicle, and thus the conductor connection portion C may be damaged. effectively suppressed. Therefore, it can be said that the conductor connection portion C between the inverter 26 and the motor 21 can be protected more reliably.

Further, by removing the cover member 23 having the convex portion 23a having a thickness in the front-rear direction, a relatively large space can be secured between the rear surface of the motor case 30 and the bracket 25, so that the operator does not have to worry about the space. It is possible to access the conductor connecting portion C from the rear opening portion 38 without difficulty. Therefore, there is also the advantage that the fastening (connection) work and the fastening release work of the bus bar 52 and the motor-side terminal 44 can be easily performed.

In the above-described embodiment, only the upper edge portion of the cover member 23 is provided with the convex portion 23a for the following reason. That is, as described above, in the structure of the power train PT in which the electric compressor 24 is fixed to the motor case 30 in a cantilevered state via the bracket 25, the electric compressor 24 retreats together with the motor 21 in the event of a frontal collision of the vehicle. When the bracket 25 is pushed by the dash panel 4 and deforms forward about the fixed position (fastened position of the bolt B3) as a fulcrum, the electric compressor 24 is pushed through the bracket 25. and collides with the motor 21. Therefore, if the convex portion 23a is provided on at least the upper edge portion of the peripheral edge portion of the cover member 23, the collision load when the electric compressor 24 (bracket 25) collides with the motor 21 can be received by the convex portion 23a. The force can be transmitted to the motor case 30, and the impact stress generated at the time of the collision can be suppressed to a low level. In other words, by providing the convex portion 23a in the minimum required portion of the cover member 23, the weight of the cover member 23 and thus the weight of the power train PT can be reduced while achieving the above effects. be.

However, in addition to the upper edge of the cover member 23, there is provided a convex portion 23a along the lower edge (not shown), or as shown in FIG. Alternatively, a structure in which the convex portion 23a is provided may be adopted. According to these structures, it is possible to receive the collision load in a wider range when the electric compressor 24 (bracket 25) collides with the motor 21 and transmit it to a wider range of the peripheral portion of the rear opening 38. . Therefore, the collision load can be effectively dispersed, and as a result, damage to the cover member 23 and, in turn, damage to the conductor connection portion C can be suppressed to a greater extent in the event of a frontal collision of the vehicle.

[Second embodiment]
FIG. 11 is a front plan view of a vehicle to which the powertrain structure according to the second embodiment of the invention is applied. Note that FIG. 11 is a diagram corresponding to FIG. 5 of the first embodiment.

The structure of the power train PT of the second embodiment is basically the same as that of the first embodiment, except for the points described below.

In the first embodiment (embodiment shown in FIG. 5), a convex portion 23a is formed on the upper edge portion of the rear surface of the cover member 23. As shown in FIG. In other words, the thickness of the upper edge portion of the cover member 23 is formed to be greater than the thickness of the other portions. With this structure, the collision load when the electric compressor 24 (bracket 25) collides with the motor 21 is transmitted to the motor case 30 while being received by the convex portion 23a having a thickness in the front-rear direction.

On the other hand, in the second embodiment, as shown in FIG. 11, a convex portion 39 projecting more rearward than the other portions is formed on the upper edge portion of the peripheral edge portion of the rear surface opening portion 38 of the motor case 30 . is provided. In other words, the upper edge (part of the peripheral edge) of the rear opening 38 of the motor case 30 is formed to be thicker in the front-rear direction than the other portions. The cover member 23 has a substantially constant thickness as a whole, but the portion corresponding to the convex portion 39 is formed in a crank shape in cross section.

With such a structure of the powertrain PT of the second embodiment as well, it is possible to enjoy effects equivalent to those of the first embodiment. That is, the collision load when the electric compressor 24 (bracket 25) collides with the motor 21 is input to the motor case 30 through the cover member 23. At this time, the collision load has a thickness in the longitudinal direction. It is transmitted to other parts of the motor case 30 while being received by the convex portion 39 . Moreover, at the convex portion 39, the gap G between the cover member 23 and the bracket 25 is narrower than when the convex portion 39 is not provided. Since the interval G between the cover member 23 and the bracket 25 is narrower than the interval G between the cover member 23 and the bracket 25 in other portions), the electric compressor 24 (bracket 25) collides with the motor 21. Impact stress is also relieved.

Therefore, even with the structure of the power train PT of the second embodiment, it is possible to suppress the damage of the cover member 23 and the damage of the conductor connection portion C in the event of a frontal collision of the vehicle. It can be said that the conductor connection portion C of can be protected.

In addition, in the structure of the power train PT of the second embodiment, in addition to the upper edge portion of the rear surface opening 38, a convex portion 39 is provided along the lower edge portion (not shown). 3, a structure in which a convex portion 39 is provided along the entire peripheral portion of the cover member 23, that is, a structure in which a boss portion protruding rearward is provided on the peripheral portion of the rear opening 38. You may adopt it. In this case, as shown in the figure, the cover member 23 may have a flat plate-like shape as a whole.

With these structures, it is possible to transmit the impact load to other parts of the motor case 30 while receiving the impact load in a wider range when the electric compressor 24 (bracket 25 ) collides with the motor 21 . Therefore, the collision load can be effectively dispersed, and as a result, damage to the cover member 23 and, in turn, damage to the conductor connection portion C can be suppressed to a greater extent in the event of a frontal collision of the vehicle.

[Modification]
The structure of the powertrain PT of each embodiment described above is an example of a preferred embodiment of the powertrain structure of the vehicle according to the present invention, and the specific structure can be changed as appropriate without departing from the gist of the present invention. is.

In the above embodiment, the electric compressor 24 is fixed to the rear portion of the motor 21 via the bracket 25, but the present invention is not limited to this structure. For example, the present invention can also be applied to a power train PT structure in which the electric compressor 24 is arranged behind the motor 21 without being fixed to the motor 21 .

In the above embodiment, an example in which the electric compressor 24 is provided in the power train PT as a vehicle auxiliary machine has been described. good too.

In the above embodiment, an example in which the present invention is applied to the power train PT of an electric vehicle has been described, but the present invention is not limited to this. It can also be applied to a so-called hybrid vehicle in which an internal combustion engine is used as a power source.

Reference Signs List 1 vehicle 4 dash panel 20 drive unit 21 motor 23 cover member 23a convex portion (load receiving portion)
24 electric compressor (vehicle accessory)
25 Bracket 26 Inverter 30 Motor Case 38 Rear Opening 52 Bus Bar 44 Motor Side Terminal PT Power Train R Motor Room

Claims (7)

A structure of the powertrain of an electric vehicle having a motor case and including a powertrain including a motor for traveling arranged in a motor room in the front part of the vehicle,
an inverter mounted on the top of the motor;
a conductor connecting portion that electrically connects the motor and the inverter by connecting conductors inside the motor case;
an opening formed in the rear surface of the motor case in the vehicle front-rear direction to allow access to the conductor connecting portion;
a cover member that is assembled to the motor case and closes the opening;
a vehicle auxiliary machine disposed behind the cover member in the vehicle front-rear direction;
When viewed from the rear in the front-rear direction of the vehicle, the cover member and the peripheral edge portion of the opening overlap each other to prevent collision when the motor and the vehicle auxiliary machine come relatively close to each other and collide with each other. A powertrain structure for a vehicle, comprising: a load receiving portion for receiving a load. In the vehicle powertrain structure according to claim 1,
A vehicle powertrain structure, wherein the vehicle accessory is a compressor. In the vehicle powertrain structure according to claim 1 or 2,
In the load receiving portion, the distance in the vehicle front-rear direction between all or part of a portion of the cover member corresponding to the peripheral edge portion of the opening and the vehicle accessory is equal to that of the other portion of the cover member. A powertrain structure for a vehicle, characterized in that the powertrain structure is provided so as to be smaller than a space in the vehicle front-rear direction with respect to the vehicle auxiliary machine. In the vehicle powertrain structure according to claim 3,
The load receiving portion is formed such that the thickness of all or part of the portion of the cover member corresponding to the peripheral edge portion of the opening in the vehicle front-rear direction is greater than the thickness of the other portions. A vehicle powertrain structure characterized by: In the vehicle powertrain structure according to claim 3,
The load receiving portion is formed such that the thickness in the vehicle front-rear direction of all or part of the peripheral edge portion of the opening in the motor case is larger than the thickness of other portions. A vehicle powertrain structure characterized by: In the vehicle powertrain structure according to any one of claims 1 to 5,
The vehicle accessory is attached to the motor case via a bracket,
The powertrain structure for a vehicle, wherein the load receiving portion is provided at a portion where the bracket and the peripheral edge portion of the opening overlap when viewed from the rear in the vehicle front-rear direction. In the vehicle powertrain structure according to claim 6,
The bracket is fixed to the rear surface of the motor case and extends upward from the fixed position,
The vehicular accessory is fixed to the bracket at a position higher than the fixing position, thereby being supported by the motor in a cantilever manner via the bracket. train structure.

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