JP5589772B2 - Electric parts mounting structure for electric vehicles - Google Patents

Description

  The present invention belongs to a technical field related to an electric component mounting structure for an electric vehicle in which electric components are disposed in a motor room at the front of the vehicle.

  2. Description of the Related Art Conventionally, in an electric vehicle such as an electric vehicle, it is known that a power unit is disposed in the front portion of the vehicle and the front wheels are driven by the power unit (see, for example, Patent Document 1). The power unit usually includes a motor unit including a motor, and a transaxle including a power transmission mechanism (a reduction mechanism and a differential mechanism) for transmitting the driving force of the motor of the motor unit to the front wheels. It is disposed in the motor room at the front of the vehicle.

  In Patent Document 1, the power unit is integrally coupled so that the motor unit and the transaxle are arranged in the vehicle width direction, and the control unit and the motor accessories are sandwiched by a component mounting frame above the power unit. Are arranged so as to constitute a unit assembly.

JP-A-8-310252

  If the power unit formed by integrally connecting the motor unit and the transaxle so as to be aligned in the vehicle width direction is arranged in the motor room in the front portion of the vehicle as in Patent Document 1, the front portion of the vehicle is arranged. It is possible to arrange a relatively large motor by effectively using the space, which is advantageous.

  Here, in the electric vehicle, the DC power of the main battery for driving the motor of the motor unit is converted into AC power and the power is supplied to the motor, or the power is input from an external power source of the vehicle. Electrical components including high-voltage circuits such as on-vehicle chargers that charge the main battery are required. Depending on the arrangement of these electrical components, the power cable that connects the inverter and the main battery, or the inverter and motor unit There is a problem that the length of the high-voltage power cable such as the power cable to be connected and the power cable to connect the in-vehicle charger to the main battery is increased, resulting in a large noise and power loss or an increase in cost. .

  The present invention has been made in view of such a point, and an object of the present invention is to integrally couple a motor unit and a transaxle so as to be aligned in the vehicle width direction in a motor room at the front of the vehicle. When the power unit is installed, the electrical components including the high-voltage circuit can be efficiently arranged so that the high-voltage power cable can be efficiently routed. The purpose is to reduce noise and power loss and to reduce component costs.

To achieve the above object, according to the present invention, a motor unit including a motor in the motor room is intended for an electric parts mounting structure of an electric vehicle in which the electric parts are disposed in the motor room at the front of the vehicle. A power unit in which a transaxle including a power transmission mechanism for transmitting the driving force of the motor of the motor unit to the front wheels is integrally coupled so as to be aligned in the vehicle width direction, and for driving the motor of the motor unit The DC power from the main battery is converted into AC power to supply power to the motor, the inverter as the electrical component, and the main battery is charged by inputting power from the external power source of the vehicle, An on-vehicle charger as an electrical component and an auxiliary battery as the electrical component for supplying electric power to the auxiliary device of the vehicle are disposed, The upper side of the power unit in the Tarumu, the inverter, the vehicle charger and the auxiliary battery is arranged to be aligned in the vehicle width direction in this order, the inverter is positioned above the motor unit of the power unit, The main battery is disposed on the rear side of the vehicle from the motor room, the inverter and the main battery are connected via a first power cable, and the inverter and the motor unit are connected to the second power cable. And a connection portion of the inverter with the first power cable and a connection portion of the inverter with the second power cable are provided on the rear surface of the inverter, and the first power The connection portion with the cable is provided closer to the center in the vehicle width direction of the vehicle than the connection portion with the second power cable. And it has, has a configuration that.

  With the above configuration, the inverter, the on-vehicle charger, and the auxiliary battery can be arranged by efficiently using the space above the power unit, and the high-voltage power cable can be efficiently arranged. That is, since the inverter is located above the motor unit of the power unit, the length of the power cable connecting the inverter and the motor unit can be extremely shortened. Further, the main battery is usually disposed on the rear side of the vehicle (for example, below the passenger compartment floor) from the motor room, and the power cable connecting the inverter and the main battery, the in-vehicle charger and the main battery are connected. If the power cables to be connected are connected from the main battery to the inverter and the in-vehicle charger through the approximate center in the vehicle width direction of the vehicle, the lengths of the power cables can be shortened. Further, the auxiliary battery is preferably supplied with a voltage reduced from the main battery. However, if a DC / DC converter for reducing the voltage is provided in the vehicle charger or in the vicinity of the vehicle charger, the DC / DC converter The whole or most of the power cable connecting the DC converter and the main battery can be shared with the power cable connecting the on-vehicle charger and the main battery, and the total length of the necessary power cable can be shortened. it can. Therefore, a high-voltage power cable can be efficiently routed. Therefore, noise and power loss in a high-voltage power cable can be reduced, and the component cost can be reduced.

Further, when the first power cable is connected to the inverter from the main battery through the approximate center in the vehicle width direction, the length of the first power cable can be made as short as possible.

Another electric component mounting structure for an electric vehicle according to the present invention is an electric component mounting structure for an electric vehicle in which an electric component is disposed in a motor room at the front of the vehicle, and the motor includes a motor in the motor room. A power unit in which the unit and a transaxle including a power transmission mechanism for transmitting the driving force of the motor of the motor unit to the front wheels are integrally coupled so as to be aligned in the vehicle width direction, and the motor of the motor unit is driven For converting the DC power from the main battery to AC power and supplying the motor with the electric power, and charging the main battery by inputting power from the external power source of the vehicle and the inverter as the electrical component. An in-vehicle charger as the electric component and an auxiliary battery as the electric component for supplying electric power to the auxiliary device of the vehicle are disposed. The upper side of the power unit in the Tarumu, the inverter, the vehicle charger and the auxiliary battery is arranged to be aligned in the vehicle width direction in this order, the inverter is positioned above the motor unit of the power unit, Front and rear stays extending in the vehicle width direction and having both ends connected to a vehicle body member are disposed on the vehicle front side and the rear side of the inverter or on-vehicle charger in the motor room, respectively. Both of the chargers are supported by the front and rear stays, and a center portion in the vehicle width direction of the rear stay is connected to a vehicle body member located on the vehicle rear side of the rear stay via a reinforcing member. , the reinforcing member extends in the longitudinal direction of the vehicle in a state inclined on the lower side to the vehicle front side, is that.

As a result, like the electric component mounting structure of the electric vehicle, a high-voltage power cable can be efficiently routed, and noise and power loss in the high-voltage power cable can be reduced. At the same time, component costs can be reduced. In addition, the inverter and the in-vehicle charger can be reliably supported on the upper side of the power unit by the front and rear stays. Further, when the frontal collision of the vehicle, the reinforcement member is stretched, so that the inverter and the in-vehicle charger can be prevented from moving backward. Even if a large collision load is applied to the inverter and the in-vehicle charger, the reinforcing member is inclined downward toward the vehicle front side. When pressed backward by the charger, a moment is applied to the reinforcing member so that the front end of the vehicle rotates in the direction of moving downward with the rear end of the reinforcing member as the center. To do. For this reason, the rear part of the inverter and the in-vehicle charger also tries to move downward. As a result, it is possible to prevent the reversing inverter and the in-vehicle charger from strikingly colliding with a vehicle body member (dash panel or cowl box) located on the rear side of the rear stay. In addition, the power cable connecting the inverter and the main battery is usually connected to the vehicle rear surface of the inverter from the viewpoint of shortening the length, and similarly, the power connecting the on-vehicle charger and the main battery. The cable is also connected to the rear surface of the in-vehicle charger. In this case, when the inverter and the in-vehicle charger are receded straight, the power cable is connected to the rear side of the inverter and the in-vehicle charger and the rear stay. The possibility of being pinched between the vehicle body members located increases. However, if the reinforcing member extends in the vehicle front-rear direction with the reinforcing member inclined downward toward the front side of the vehicle as described above, the power cable is sandwiched between them by the action of the moment generated by the reinforcing member. Can be prevented.

In the electrical component mounting structure of the electric vehicle, the on-vehicle charger preferably includes a DC / DC converter for stepping down the voltage of the main battery and supplying the voltage to the auxiliary battery.

Thus, as described above, the entire power cable connecting the DC / DC converter and the main battery can be shared with the power cable connecting the on-vehicle charger and the main battery. In addition, the handleability of the DC / DC converter is improved.

As described above, according to the electrical component mounting structure of the electric vehicle of the present invention, the upper side of the power unit in the motor room (the motor unit and the transaxle are integrally coupled so as to be aligned in the vehicle width direction) An inverter, an in-vehicle charger, and an auxiliary battery are arranged in this order in the vehicle width direction, and the inverter is located above the motor unit of the power unit, and the vehicle is located on the rear side of the inverter and the motor room. Is connected to the main battery via a first power cable, the inverter is connected to the motor unit via a second power cable, and the inverter is connected to the first power cable. And a connecting portion for connecting to the second power cable is provided on a surface of the inverter on the rear side of the vehicle. Connection portion with the cable, by being provided on the side closer to the center in the vehicle width direction of the vehicle than the connection portion with the second power cable, to be efficiently routed power cable of the high-voltage Can reduce noise and power loss in the high-voltage power cable, reduce the component cost , and further, the first power cable can extend from the main battery to the approximate center of the vehicle in the vehicle width direction. When connected to the inverter through, the length of the first power cable can be made as short as possible.

Further, according to the electric component mounting structure of another electric vehicle of the present invention, the inverter, the in-vehicle charger and the auxiliary battery are arranged in this order in the vehicle width direction above the power unit in the motor room, An inverter is located on the upper side of the motor unit of the power unit, extends in the vehicle width direction on the vehicle front side and the rear side of the inverter or on-vehicle charger in the motor room, and the front side where both ends are connected to the vehicle body member and Rear stays are respectively arranged, the inverter and the on-vehicle charger are both supported by the front and rear stays, and the center in the vehicle width direction of the rear stay is located on the vehicle rear side of the rear stay. Connected to a vehicle body member through a reinforcing member, and the reinforcing member extends in the vehicle front-rear direction in a state of being inclined downward toward the vehicle front side. In addition, the high-voltage power cable can be efficiently routed, noise and power loss in the high-voltage power cable can be reduced, and the component cost can be reduced. The inverter and the in-vehicle charger can be reliably supported on the upper side of the power unit by the rear stay, and the back-up of the inverter and the in-vehicle charger can be suppressed by stretching the reinforcing member at the time of a frontal collision of the vehicle. In addition, even if a large collision load is applied to the inverter and the in-vehicle charger, the inverting inverter and the in-vehicle charger are forced to collide with the vehicle body member located on the rear side of the vehicle on the rear stay. The power cable connecting the inverter and the main battery can be prevented from being pinched between the inverter and the on-vehicle charger and the vehicle body member positioned on the rear side of the rear stay. .

It is the perspective view seen from the vehicle left front side and the upper part which shows the structure of the power unit in the motor room of the front part of the electric vehicle to which the electrical component mounting structure which concerns on embodiment of this invention was applied. It is the perspective view seen from the vehicle rear side and the upper side which shows the structure of the power unit in the motor room of the said electric vehicle. It is a top view which shows the state which has arrange | positioned the electrical component on the upper side of the said power unit. It is the figure seen from the vehicle rear side which shows the state which has arrange | positioned the electrical component on the said power unit. It is the perspective view seen from the vehicle front side and the upper side which shows the structure of a front side and a rear side stay. It is the perspective view seen from the vehicle left front side and the upper side which shows the structure of a front side and a rear side stay. It is the perspective view seen from the vehicle left front side and the upper side which shows the structure of a rear side stay and a reinforcement member. It is the side view which looked at the inverter and the reinforcement member from the vehicle left side, (a) shows the state before the frontal collision of the vehicle, (b) shows the state after the frontal collision of the vehicle. It is a block diagram which shows the connection relation of an electrical component.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  1 and 2 show a power unit in a motor room in the front part of an electric vehicle (in this embodiment, an electric vehicle, hereinafter simply referred to as a vehicle) to which an electrical component mounting structure according to an embodiment of the present invention is applied. FIG. 1 is a diagram viewed from the front left side and the upper side of the vehicle, and FIG. 2 is a diagram viewed from the rear side and the upper side of the vehicle. In these FIG.1 and FIG.2, description of an electrical component is abbreviate | omitted. Front, rear, left, right, up and down for the vehicle are simply referred to as front, back, left, right, up and down, respectively. 1, 3, and 5 to 8, the vehicle front side is indicated by an arrow Fr.

  A pair of left and right front side frames 8 are disposed at both ends of the motor room in the vehicle width direction so as to extend in the front-rear direction. A power unit 71 for driving the vehicle is disposed between the left and right front side frames 8. The suspension tower 5 is attached and fixed to the rear side portion of the front side frame 8 relative to the power unit 71.

  The rear portion of each front side frame 8 is a kick portion 8a (see FIG. 8) whose height position gradually decreases toward the rear side. A dash panel 6 that partitions the motor room and the vehicle compartment is provided at the front and rear positions corresponding to the kick portion 8a. A reinforcement 6a extending in the vehicle width direction is provided at the center in the vertical direction of the dash panel 6, and both ends of the reinforcement 6a are connected to the left and right front side frames 8, respectively.

  The power unit 71 includes a motor unit 78 including a motor, and a transaxle 73 including a power transmission mechanism (a reduction mechanism and a differential mechanism) for transmitting the driving force of the motor of the motor unit 78 to the front wheels. Are joined together so as to line up. The shaft center of the power unit 71 as a whole extends in the vehicle width direction. In the present embodiment, the transaxle 73 is located on the left side of the motor unit 78.

  In the present embodiment, the motor unit 78 is a unit in which a motor body unit 72, a bearing unit 74, and a motor winding switching unit 77 are integrally coupled so as to be arranged in this order from the transaxle 73 side.

  The motor body unit 72 has a substantially cylindrical motor housing 72a whose axis extends in the vehicle width direction, and the motor is disposed in the motor housing 72a. Although not shown, this motor has a rotor and a stator. In this rotor, a rotor core that holds a permanent magnet is fixed around a motor shaft (that is, a drive shaft). The motor shaft is located coaxially with the motor housing 72a and extends in the vehicle width direction. On the other hand, the stator is disposed on the inner surface of the motor housing 72a so as to cover the periphery of the rotor core, and is wound with a coil.

  The motor is a three-phase AC motor, and three coils of U phase, V phase and W phase are commonly connected to the neutral point. The coils of each phase are configured such that a plurality of windings are connected in series, and the number of windings through which current flows in the coils of each phase can be changed. That is, the motor is capable of switching windings, and the optimal number of windings through which current flows is determined according to the running state of the vehicle. This winding switching is performed by the motor winding switching unit 77.

  The bearing unit 74 is integrally coupled to an end portion of the motor body unit 72 on the right side (the side opposite to the transaxle 73). The bearing unit 74 includes a substantially cylindrical bearing housing 74a coupled to the motor housing 72a, and a bearing disposed in the bearing housing 74a and rotatably supporting the right end portion of the motor shaft. ing. On the other hand, the left end portion of the motor shaft is rotatably supported by a bearing provided at the left end portion of the motor housing 72a. This motor shaft is connected to the input shaft of the transaxle 73 (deceleration mechanism). This input shaft extends in the vehicle width direction in a speed reduction mechanism accommodating portion 73b of an axle housing 73a described later in the transaxle 73.

  The transaxle 73 has an axle housing 73a, and a right end portion of the axle housing 73a and a left end portion of the motor housing 72a are coupled by a plurality of bolts 75 to form a coupling portion 76.

  The axle housing 73a includes a speed reduction mechanism accommodation portion 73b that accommodates a speed reduction mechanism, and a differential mechanism accommodation portion 73c that accommodates a differential mechanism to which the driving force of the motor is transmitted from the speed reduction mechanism. The differential mechanism accommodation portion 73c is located on the rear side of the speed reduction mechanism accommodation portion 73b. Two joint shafts 81 extend from the left and right side surfaces of the differential mechanism housing portion 73c to the left and right sides as output shafts of the transaxle 73 (differential mechanism) (also output shafts of the power unit 71). (See FIG. 2). That is, the joint shaft 81 extends in the vehicle width direction on the rear side of the power unit 71. The left joint shaft 81 is divided into two parts, an inner part 81a and an outer part 81b, by a constant velocity joint 82 disposed in the middle thereof, and the outer part 81b is connected to the left front wheel via the constant velocity joint 84. It is connected to the left drive shaft 83. Similarly, the right joint shaft 81 is also divided into two parts, an inner part 81a and an outer part 81b, by a constant velocity joint 82 disposed in the middle thereof, and the outer part 81b is interposed through the constant velocity joint 84. It is connected to the right drive shaft 83 connected to the right front wheel. A portion near the constant velocity joint 82 in the inner portion 81a of the right joint shaft 81 is rotatably supported by a shaft support portion 74b provided at the lower rear portion of the bearing housing 74a.

  The motor winding switching unit 77 is integrally coupled to an end portion of the bearing unit 74 on the right side (the side opposite to the motor body unit 72). The motor winding switching unit 77 includes a substantially cylindrical winding switching case 77a coupled to the bearing housing 74a, and a circuit for switching the winding of the motor disposed in the winding switching case 77a. And have. A closing member 77b covering the right opening of the winding switching case 77a is fixed to the right end surface of the winding switching case 77a.

  The left and right ends of the power unit 71 are mounted and supported (elastically supported) on the left and right front side frames 8 via left and right mounting devices 88 and 89, respectively. The left mount device 88 is disposed between the power unit side bracket 90 fixed to the upper portion of the axle housing 73a of the transaxle 73, the vehicle body side bracket 91 fixed to the left front side frame 8, and the brackets 90, 91. And a mount body (not shown) including a rubber bush.

  The right mounting device 89 is disposed between the power unit side bracket 93, the vehicle body side bracket 94, and both the brackets 93 and 94 (specifically, between first and third brackets 95 and 98, which will be described later). And a mount body (not shown) including a rubber bush. The power unit side bracket 93 is connected to the first bracket 95 connected to the mount body, the first bracket 95 and the fastening member 97 (bolts and nuts), and the upper part of the closing member 77b and the bearing housing 74a. It consists of the 2nd bracket 96 fixed to the right side surface of the protrusion part 74c which protruded upwards in the upper part. The vehicle body side bracket 94 is coupled to the third main body 98 connected to the mount main body via a third bracket 98 and a fastening member 100 (bolts and nuts) and fixed to the right front side frame 8. And a fourth bracket 99.

  As shown in FIG. 2, a torque rod 101 is provided at the lower right side of the differential mechanism housing portion 73c of the axle housing 73a so as to extend rearward. The front end portion of the torque rod 101 is pivotable about a shaft extending in the vehicle width direction via a rubber bush 102, and is centered in the vehicle width direction of the power unit 71 (lower right side of the differential mechanism housing portion 73c of the axle housing 73a). The rear end portion of the torque rod 101 is connected to the center portion in the vehicle width direction of a suspension cross member (not shown) via a rubber bush 103 so as to be rotatable about an axis extending in the vehicle width direction. . The elastic support at both ends in the vehicle width direction of the power unit 71 causes the entire power unit 71 to rotate (swing) around an axis extending in the vehicle width direction. However, the torque rod 101 has the entire power unit 71 mounted on the shaft. Regulates turning around too much. The suspension cross member extends in the vehicle width direction and supports the left and right front wheel suspension arms 17, and both left and right end portions thereof are coupled to the left and right front side frames 8, respectively.

  As shown in FIGS. 3 and 4, an inverter 31, an in-vehicle charger 32, and an auxiliary battery 33 as electrical components are arranged in this order in the vehicle width direction above the power unit 71 in the motor room. It is installed. A high-voltage main battery 21 for driving the motor of the motor body unit 72 is disposed behind the motor room (dash panel 6), that is, below the passenger compartment floor. The main battery 21 is obtained by unitizing a plurality of battery modules together with a support member that supports the battery modules. In FIGS. 3 and 4, the dash panel 6 (excluding the reinforcement 6a), the passenger compartment floor, and the like are not shown.

  The inverter 31 converts DC power from the main battery 21 into AC power and supplies power to the motor. The inverter 31 includes an inverter case 31a having a substantially rectangular box shape and an inverter circuit accommodated in the inverter case 31a, and is located above the motor unit 78 of the power unit 71.

  As shown in FIG. 9, the inverter 31 and the main battery 21 are connected via two first power cables 35, and the inverter 31 and the bearing unit 74 of the motor unit 78 include three second power cables. 36 is connected. That is, the inverter 31 receives DC power from the main battery 21 via the first power cable 35, converts the DC power into AC power, and then converts the AC power into the second power cable 36 and the motor unit. The electric power is supplied to the motor of the motor main body unit 72 through a wiring (not shown) disposed in 78.

  As shown in FIGS. 3 and 4, the first power cable 35 is a connection terminal 21 a provided at the center in the vehicle width direction at the front end of the main battery 21 (located in the center in the vehicle width direction of the vehicle itself). To the front side through the approximate center in the vehicle width direction of the vehicle, enter the motor room, extend upward in the space between the dash panel 6 and the power unit 71 (motor body unit 72), and substantially the same as the inverter 31. It bends forward at the same height and is connected to the rear surface of the inverter case 31a.

  Further, the second power cable 36 is connected to the cable connecting portion 74d (on the rear surface of the inverter case 31a and the rear surface of the bearing housing 74a) in the space between the dash panel 6 and the power unit 71 (mainly the bearing unit 74 of the motor unit 78). 2 and FIG. 4), it is curved and extended so as to have a convex shape on the rear side. The second power cable 36 enters the motor housing 72 a of the motor body unit 72 and the winding switching case 77 a of the motor winding switching unit 77 from the cable connecting portion 74 d.

  The connection part with the 1st electric power cable 35 in the said inverter 31 (rear surface of inverter case 31a) is the vehicle width direction of the said vehicle rather than the connection part with the 2nd electric power cable 36 in this inverter 31 (rear surface of inverter case 31a). It is provided on the side close to the center of. Thereby, since the 1st electric power cable 35 passes the approximate center of the vehicle width direction of a vehicle, it is connected to the inverter 31 without bending in the vehicle width direction. Moreover, the connection part with the 2nd cable 36 in the inverter 31 is located substantially right above the said cable connection part 74d, and the 2nd electric power cable 36 does not need to bend | curve large in a vehicle width direction.

  The in-vehicle charger 32 is for charging the main battery 21 by inputting electric power from a power source external to the vehicle (in this embodiment, 100V or 200V household power source). The in-vehicle charger 32 has a substantially rectangular box-like charger case 32a similar to the inverter 31, and a charging circuit accommodated in the charger case 32a. The left mounting device 88 is positioned above the portion excluding the portion to which the power unit side bracket 90 is fixed.

  The on-vehicle charger 32 and the main battery 21 are connected via a third power cable 37 (shown only in FIG. 9). Although not shown, the third power cable 37 also passes from the connection terminal 21a of the main battery 21 through the approximate center in the vehicle width direction of the vehicle (left side of the first cable 35), like the first cable 35. The front side of the dash panel 6 extends to the upper side, bends to the front side at substantially the same height as the in-vehicle charger 32, and is connected to the rear surface of the charger case 32a. Since the in-vehicle charger 32 is located at a position close to the center of the vehicle in the vehicle width direction, the third electric power cable 37 does not bend significantly in the vehicle width direction as in the first electric power cable 35. 32.

  The in-vehicle charger 32 is connected to a charging receptacle 40 (shown in FIG. 9) provided on a member (for example, a fender) constituting the left or right side surface of the vehicle via a first connection cord 38 (shown only in FIG. 9). Only connected). The charging receptacle 40 is connected to the other end of a cord whose one end is connected to a household power source. The in-vehicle charger 32 supplies the power from the household power source to the main battery 21 via the third power cable 37 in a state where the voltage is increased so that the voltage becomes a voltage suitable for charging the main battery 21. To do.

  The on-vehicle charger 32 includes a DC / DC converter 41 (shown only in FIG. 9) for stepping down the voltage of the main battery 21 and supplying it to the auxiliary battery 33. That is, the DC / DC converter 41 is accommodated in the charger case 32a together with the charging circuit. The DC / DC converter 41 is connected to the auxiliary battery 33 via a second connection cord 39 (shown only in FIG. 9). The auxiliary battery 33 has a lower voltage (for example, 12V) than the main battery 21. The DC / DC converter 41 uses the power input from the main battery 21 via the third power cable 37 when the main battery 21 is not charged, and the voltage is suitable for charging the auxiliary battery 33. While being stepped down to a voltage, it is supplied to the auxiliary battery 33 via the second connection cord 39.

  The auxiliary machine battery 33 supplies electric power to the auxiliary machine of the vehicle. Examples of the auxiliary machine include various actuators such as an electric power steering motor, a wiper motor, and a power window motor. The auxiliary battery 33 is located above the left end of the transaxle 73 (the portion to which the power unit side bracket 90 of the left mounting device 88 is fixed), and the left front side frame via a bracket (not shown). 8 is fixedly attached.

  As shown in FIGS. 5 and 6, front and rear stays 45, 46 extending in the vehicle width direction are disposed on the vehicle front side and the rear side of the inverter 31 or the in-vehicle charger 32 in the motor room, respectively. ing. Both ends of the front stay 46 are attached and fixed to the left and right front side frames 8 (vehicle body members), and both ends of the rear stay 46 are fixed to the left and right suspension towers 5 (vehicle body members). The vicinity of the right end of the rear stay 46 is also fixedly attached to the right front side frame 8.

  The inverter 31 is attached to and supported by attachment portions 45a and 46a of the front and rear stays 45 and 46 at both front and rear ends of the inverter case 31a. The on-vehicle charger 32 is attached to and supported by attachment portions 45b and 46b of the front and rear stays 45 and 46 at both front and rear ends of the charger case 32a. The mounting portions of the in-vehicle charger 32 and the inverter 31 in the front stay 45 are reinforced and supported by left and right reinforcing stays 47 extending from the left and right front side frames 8, respectively.

  The central portion in the vehicle width direction of the rear stay 46 (between the mounting portion of the inverter 31 and the mounting portion of the in-vehicle charger 32) is a dash panel 6 (vehicle body member) located on the rear side of the rear stay 46 in the vehicle. It is connected via a reinforcing member 49 (shown only in FIGS. 7 and 8). That is, the front end portion of the reinforcing member 49 is connected to the rear end portion of the mounting member 50 that is fixedly attached to the rear stay 46 so as to protrude rearward. It is connected to the front surface of the panel 6 (a portion higher than the height position of the fixing member 50). And the reinforcement member 49 is extended in the front-back direction in the state inclined in the downward direction toward the front side.

  By providing the reinforcing member 49 as described above, the backward movement of the inverter 31 and the in-vehicle charger 32 is suppressed by the reinforcing member 49 being stretched at the time of a frontal collision of the vehicle. Even if a large collision load acting on the inverter 31 and the in-vehicle charger 32 acts, the reinforcing member 49 is inclined downward toward the front side, so that the front end portion of the reinforcing member 49 is the inverter 31. When the vehicle-mounted charger 32 is pressed rearward, the reinforcing member 49 has a moment that rotates around the rear end portion of the reinforcing member 49 in the direction in which the front end portion moves downward. It works (see arrow in FIG. 8B). For this reason, the rear part of the inverter 31 and the vehicle-mounted charger 32 also tends to move downward. As a result, it is possible to prevent the retreating inverter 31 and the in-vehicle charger 32 from colliding with the dash panel 6 vigorously. In addition, when the inverter 31 and the in-vehicle charger 32 recede straightly, the first to third power cables 35 to 37 are more likely to be sandwiched between the inverter 31 and the in-vehicle charger 32 and the dash panel 6. The action of the moment generated by the reinforcing member 49 can prevent the first to third power cables 35 to 37 from being sandwiched therebetween.

  In the present embodiment, the inverter 31, the in-vehicle charger 32 and the auxiliary battery 33 are arranged in this order in the vehicle width direction above the power unit 71, and the inverter 31 is located above the motor unit 78 of the power unit 71. Therefore, the inverter 31, the in-vehicle charger 32 and the auxiliary battery 33 can be arranged by efficiently using the space above the power unit 71, and the first to first power cables of the high voltage system The 3rd electric power cables 35-37 can be wired efficiently, and the length can be shortened. Further, since the in-vehicle charger 32 includes the DC / DC converter 41, the entire power cable connecting the DC / DC converter 41 and the main battery 21 can be shared with the third power cable 37, and the power cable The number can be reduced. Therefore, noise and power loss in the high-voltage power cable can be reduced, and the component cost can be reduced.

  The present invention is not limited to the embodiment described above, and can be substituted without departing from the spirit of the claims.

  For example, in the above embodiment, the DC / DC converter 41 is provided in the charger case 32a of the in-vehicle charger 32. However, the present invention is not limited to this, and the DC / DC converter 41 may be provided outside the charger case 32a. In this case, the DC / DC converter 41 is preferably disposed in the vicinity of the in-vehicle charger 32. By doing so, most of the power cable connecting the DC / DC converter 41 and the main battery 21 can be shared with the third power cable 37.

  The above-described embodiments are merely examples, and the scope of the present invention should not be interpreted in a limited manner. The scope of the present invention is defined by the scope of the claims, and all modifications and changes belonging to the equivalent scope of the claims are within the scope of the present invention.

  INDUSTRIAL APPLICABILITY The present invention is useful for an electrical component mounting structure for an electric vehicle in which electrical components are disposed in a motor room in the front part of the vehicle, and in particular, a motor unit and a transaxle are arranged in the vehicle width direction in the motor room. Thus, it is useful when a power unit that is integrally coupled is provided.

21 Main Battery 31 Inverter 32 Car Charger 33 Auxiliary Battery 35 First Power Cable 36 Second Power Cable 45 Front Stay 46 Rear Stay 49 Reinforcement Member 71 Power Unit 72 Motor Main Unit (Motor Unit)
73 Transaxle 74 Bearing unit (motor unit)
77 Winding switching unit (motor unit)
78 Motor unit

Claims (3)

An electric parts mounting structure for an electric vehicle in which electric parts are arranged in a motor room at the front of the vehicle,
In the motor room,
A power unit in which a motor unit including a motor and a transaxle including a power transmission mechanism for transmitting the driving force of the motor of the motor unit to the front wheels are integrally coupled so as to be aligned in the vehicle width direction;
An inverter as the electrical component that converts DC power from a main battery for driving the motor of the motor unit into AC power and supplies the motor with power;
An in-vehicle charger as the electrical component that inputs power from an external power source of the vehicle and charges the main battery;
An auxiliary battery as the electric component for supplying electric power to the auxiliary machine of the vehicle;
Is arranged,
Above the power unit in the motor room, the inverter, the in-vehicle charger and the auxiliary battery are arranged in this order in the vehicle width direction,
The inverter is located above the motor unit of the power unit,
The main battery is disposed on the vehicle rear side of the motor room,
The inverter and the main battery are connected via a first power cable,
The inverter and the motor unit are connected via a second power cable,
The connection site with the first power cable and the connection site with the second power cable in the inverter are provided on the rear surface of the inverter, and the connection site with the first power cable is An electric component mounting structure for an electric vehicle, characterized in that the electric component mounting structure is provided on a side closer to the center in the vehicle width direction of the vehicle than a connection portion with a second power cable. An electric parts mounting structure for an electric vehicle in which electric parts are arranged in a motor room at the front of the vehicle,
In the motor room,
A power unit in which a motor unit including a motor and a transaxle including a power transmission mechanism for transmitting the driving force of the motor of the motor unit to the front wheels are integrally coupled so as to be aligned in the vehicle width direction;
An inverter as the electrical component that converts DC power from a main battery for driving the motor of the motor unit into AC power and supplies the motor with power;
An in-vehicle charger as the electrical component that inputs power from an external power source of the vehicle and charges the main battery;
An auxiliary battery as the electric component for supplying electric power to the auxiliary machine of the vehicle;
Is arranged,
Above the power unit in the motor room, the inverter, the in-vehicle charger and the auxiliary battery are arranged in this order in the vehicle width direction,
The inverter is located above the motor unit of the power unit,
Front and rear stays extending in the vehicle width direction and having both ends connected to the vehicle body member are respectively disposed on the vehicle front side and the rear side of the inverter or on-vehicle charger in the motor room.
Both the inverter and the in-vehicle charger are supported by the front and rear stays,
A vehicle width direction central portion of the rear stay is connected to a vehicle body member located on the rear side of the rear stay via a reinforcing member,
The electric component mounting structure for an electric vehicle, wherein the reinforcing member extends in the vehicle front-rear direction while being inclined downward toward the vehicle front side. In the electric component mounting structure of the electric vehicle according to claim 1 or 2 ,
The on-vehicle charger includes a DC / DC converter for stepping down the voltage of the main battery and supplying the voltage to the auxiliary battery.

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