JP5776622B2 - Electric car - Google Patents

Description

  The technology disclosed in this specification relates to an electric vehicle. The electric vehicle in this specification includes a hybrid vehicle and a fuel cell vehicle including both a motor and an engine.

  An electric vehicle includes a motor for driving wheels and an inverter for supplying electric power to the motor. The motor for driving the wheel has a large rated power, and a large current is supplied from the inverter to the motor. Therefore, it is preferable to arrange the inverter near the motor and shorten the cable (hereinafter referred to as “power cable”) connecting the inverter and the motor.

  In order to arrange the inverter close to the motor, the motor and the inverter are stored in the engine room. In many automobiles, the engine room is located in front of the vehicle. The engine room in front of the vehicle is sometimes called the front compartment. Also in this specification, the engine room located in front of the vehicle is hereinafter referred to as “front compartment”. Devices placed in the front compartment may be damaged when the vehicle collides. Even if it is damaged, it may be able to run if the power cable does not break. Therefore, a structure in which the power cable is not easily broken even when the vehicle collides is desired.

  An example of such a structure is disclosed in Patent Document 1. The technique disclosed in Patent Document 1 is as follows. An inverter is fixed on the side member of the front compartment. The motor is fixed on the suspension member under the side member. The side member and the suspension member correspond to the body frame. Both the side member and the suspension member are made to bend downward in the vehicle body when the vehicle collides. By bending the side member and the suspension member in the same direction, the relative position between the inverter and the motor is prevented from changing greatly, and the possibility that the power cable is broken is reduced.

JP 2006-088871 A

  The cause of the power cable breaking in the event of a collision is not only the change in the distance between the inverter and the motor. There is also a possibility that a device arranged in front of the power cable in the front compartment is retracted due to the impact of the collision, and the component cuts the power cable. This specification was created in view of the above problems. The present specification provides a technique for reducing the possibility of a power cable being cut due to a backward movement of a device located in front of the power cable when a vehicle collides.

  The technology disclosed in this specification relates to the arrangement of a drive train in the front compartment of an electric vehicle and an inverter (including an inverter circuit) that supplies AC power to a motor. The drive train is a structure that stores a motor for driving wheels. The technology disclosed in this specification fixes the inverter to the top of the drive train. A power cable for supplying electric power to the motor extends from the lateral side surface of the inverter. A protector that protects the power cable is provided in front of the power cable.

  In the novel electric vehicle disclosed in this specification, the inverter is fixed to the top of the drive train, and the protector is disposed in front of the power cable extending from the lateral side surface of the inverter. The protector protects the power cable from devices that retract toward the inverter in the event of a collision.

  A battery is assumed as a device placed in front of the inverter. In many cases, the battery is fixed by a metal fitting. There is a possibility that the tip of the metal fitting is located in front of the power cable. When such an arrangement is adopted, the protector is preferably arranged so as to overlap the tip of the metal fitting for fixing the battery when viewed from the front of the vehicle.

  In addition to the above-described advantages, the present specification also provides a technique for reducing the possibility that the power cable breaks due to an increase in the distance between the inverter and the motor in the event of a collision. Next, the characteristics of the structure disclosed in this specification and in which the distance between the inverter and the motor is difficult to increase will be described.

  The inverter is fixed by a front bracket and a rear bracket with a gap above the drive train. The front bracket connects the front of the inverter and the drive train. The rear bracket connects the rear side of the inverter and the drive train. The protector extends from the front bracket to the front of the power cable. Here, the front surface of the inverter corresponds to a side surface facing the front of the vehicle. The rear surface of the inverter corresponds to the side surface facing the rear of the vehicle. The power cable is a cable routed between the inverter and the drive train, and power is supplied from the inverter to the motor through the cable.

  According to the above structure, when the vehicle collides and the inverter receives an impact on the front surface thereof, the front and rear brackets are deformed, and the inverter sinks into the gap while moving backward. The deformation of the front and rear brackets alleviates the impact and brings the inverter and drive train closer. Therefore, according to the above structure, the possibility that the power cable is broken is small.

  As a further improvement of the above structure, it is preferable that the front bracket undulates between a fixed position on the drive train side and a fixed position on the inverter side when viewed from the side of the vehicle. When the front bracket is waved, the movable distance of the front part of the inverter becomes long when an impact is applied from the front. Therefore, more shock can be absorbed.

  Furthermore, it is preferable that the front bracket and the front surface of the inverter, and the rear bracket and the rear surface of the inverter are fixed by bolts, and these bolts extend along the vehicle front-rear direction. By arranging the bolts for fixing the inverter so as to extend in the vehicle front-rear direction, it is possible to avoid applying a large shearing force to the bolts in the event of a collision, and to reduce the possibility of the bolts breaking.

  Details of the technology disclosed in this specification and further improvements will be described in the embodiments of the present invention.

It is a perspective view showing device arrangement in a front compartment of a hybrid car of an example. It is a top view showing device arrangement in a front compartment. It is a side view of a drive train and the inverter fixed to the upper part. It is a front view of the inverter fixed to the upper part of a drive train. It is a rear view of the inverter fixed to the upper part of a drive train. It is an enlarged front view near a protector.

  An electric vehicle according to an embodiment will be described with reference to the drawings. The electric vehicle according to the embodiment is a hybrid vehicle including a wheel driving motor and an engine. 1 and 2 show a device layout in the front compartment 94 of the hybrid vehicle 100. FIG. 1 is a perspective view of the front compartment 94, and FIG. 2 is a plan view. It should be noted that FIGS. 1 and 2 show a simplified shape of the device in the front compartment. Further, the x-axis in the figure corresponds to the front of the vehicle, the y-axis corresponds to the lateral direction of the vehicle, and the z-axis corresponds to the upper side of the vehicle.

  The main devices mounted in the front compartment 94 are the engine 97, the drive train 2, the sub battery 6, the radiator 96, and the inverter 5 that supplies AC power to the motor 3. In addition, the code | symbol 92 shows a relay box and the code | symbol 93 shows the compressor of an air-conditioner. A drive train 2 stores a first motor 3 and a second motor 4 that drive wheels, a transmission that amplifies the output torque of the motor and the engine, and a differential. Therefore, it should be noted that the motors 3 and 4 are not directly visible in FIGS.

  The engine 97 and the drive train 2 are fixed to a side frame 95 (side member) constituting a chassis frame. The radiator 96 is fixed to a front frame 98 (front bumper reinforcement) constituting a part of the frame. The vehicle body 90 is also supported by the side frame 95 and the front frame 98.

  As is well known, the hybrid vehicle switches between the engine 97 and the motors 3 and 4 depending on the situation. When a large driving force is required, the engine 97 and the two motors 3 and 4 are simultaneously used as a driving source. Otherwise, at least one motor is used as a generator for generating power. An internal transmission of the drive train 2 switches between the output of the engine 97 and the outputs of the motors 3 and 4 or adds both to transmit to the differential. The transmission may transmit a part of the driving force of the engine 97 to the motor 3 or 4. In that case, the motor generates power by the driving force of the engine. That is, at least one of the two motors 3 and 4 also functions as a generator. The drive train 2 is sometimes called a power train or a transaxle. Description of the detailed structure of the drive train 2 is omitted. The motors 3 and 4 may convert deceleration energy (regeneration energy) during braking into electric energy.

  As will be described later, the drive train 2 is a hybrid transaxle commonly called a multi-shaft type. The drive train 2 includes two motors (or motor generators) and a differential gear. The main shaft of the two motors and the shaft of the differential extend in parallel. Further, the upper surface of the drive train 2 is inclined forward. An inverter 5 is fixed on the forward inclined surface. The inverter 5 is fixed by a front bracket 12 and a rear bracket 13 with a gap between the upper surface of the drive train 2. A connector 21 of a cable (power cable) for supplying electric power to the motor is attached to the side surface of the inverter 5 in the vehicle lateral direction. Since hybrid vehicle 100 includes two motors 3 and 4 that are three-phase driven, six (UVW × 2 sets) power cables extend from inverter 5.

  A sub-battery 6 is located on the left front side of the inverter 5. The sub-battery 6 supplies power to a low-power device such as a car audio or a room lamp. Although not shown, the high-power main battery for the wheel driving motors 3 and 4 is stored under the rear seat or in the rear compartment.

  A corner protector 14 is attached to the upper left corner of the inverter 5 facing the sub battery 6. During the collision, the obstacle may collide with the sub battery 6, and the sub battery 6 may move backward toward the inverter 5. The corner protector 14 protects the inverter 5 from the sub battery 6 in the event of a collision.

  The sub-battery 6 is fixed to the side frame 95 with the mounting bracket 15 and the rubber belt 31. The mounting bracket 15 surrounds the side and upper side of the sub-battery 6, and the sub-battery 6 is fixed by hooking a rubber belt 31 extending from below to a hook 15a at the tip. As will be described in detail later, when the sub battery 6 is retracted in the event of a collision, the protector 12p extends laterally from the front bracket 12 in order to protect the power cable from the hook 15a.

  The fixing structure of the inverter 5 will be described in detail. FIG. 3 shows a side view of the drive train 2 and the inverter 5 fixed to the top thereof. 4 and 5 show a front view and a rear view of the inverter 5 fixed to the upper part of the drive train 2. It should be noted that the protector 12p is not shown in FIG. 3 to facilitate understanding. As described above, the drive train 2 is a multi-shaft type, and the main shafts 2a and 2b of the two motors 3 and 4 and the differential shaft 2c extend in parallel to the vehicle lateral direction. The upper surface of the drive train 2 is inclined forward. The inverter 5 is fixed to the front inclined surface by a front bracket 12 and a rear bracket 13. The front bracket 12 and the rear bracket 13 are made of, for example, iron. The front bracket 12 fixes the front surface of the inverter 5, and the rear bracket 13 fixes the rear surface of the inverter 5. The inverter 5 is also fixed forwardly. The two left and right fixing points on the drive train side of the front bracket 12 are fixed by bolts 25c, and the two left and right fixing points on the inverter side are fixed by bolts 25a. The left and right two fixing points on the drive train side of the rear bracket 13 are fixed with bolts 25d, and the two left and right fixing points on the inverter side are fixed with bolts 25b. As indicated by phantom lines in FIG. 3, the bolts 25a and 25b that fix the inverter 5 extend along the longitudinal direction of the vehicle. Note that “so as to face in the front-rear direction of the vehicle” may be substantially along the front-rear direction of the vehicle. Strictly speaking, the bolts 25 a and 25 b are screwed into the inverter 5 at the same angle as the forward tilt angle of the inverter 5.

  As indicated by reference numeral 12a in FIG. 3, when viewed from the side of the vehicle, the front bracket 12 undulates between a fixed location on the drive train side and a fixed location on the inverter side.

  A connector 21 on one side of the power cable 22 is attached to the side surface of the inverter 5 in the vehicle lateral direction. The other connector 23 of the power cable 22 is attached to the inclined upper surface of the drive train 2. The connector 23 is located immediately below the inverter 5. In other words, the power cable 22 for supplying electric power to the motors 3 and 4 exits from the side surface of the inverter 5 in the vehicle lateral direction and is connected to the upper surface of the drive train 2.

  A gap G is provided between the upper surface of the drive train 2 and the lower surface of the inverter 5. The configuration of the front bracket 12 and the rear bracket 13 and the gap G reduces the possibility that the power cable 22 will break when the vehicle collides. A symbol F in FIG. 3 represents an impact applied to the inverter 5 when the vehicle collides. When the impact indicated by the symbol F is applied to the front of the inverter 5, the front bracket 12 and the rear bracket 13 fall backward, and the inverter 5 moves backward and sinks into the gap G. That is, the inverter 5 moves rearward and downward when receiving an impact from the front. An arrow A in FIG. 4 indicates the movement of the inverter 5. The deformation of the front bracket 12 and the rear bracket 13 and the movement of the inverter 5 alleviate the impact force. Further, when the inverter 5 moves in the direction indicated by the arrow A, the inverter 5 approaches the upper surface of the drive train 2. That is, the distance between the connector 21 and the connector 23 is reduced. Therefore, there is little possibility that the power cable 22 is broken in the event of a collision.

  Further, as indicated by reference numeral 12a in FIG. 3, the front bracket 12 is wavy when viewed from the side of the vehicle. When the vehicle collides, the wavy curved portion extends, and the distance that the front part of the inverter 5 can move becomes longer. If the moving distance of the inverter 5 is increased, the impact of the collision can be further reduced. The waved portion 12a of the front bracket 12 also contributes to alleviating the impact of the collision.

  The front bracket 12 has a protector 12p extending sideways. The function of the protector 12p will be described with reference to FIG. FIG. 6 is a view of a part of the inverter 5 and the sub battery 6 as seen from the front. As described above, the sub battery 6 is fixed to the side member 95 with the mounting bracket 15 and the rubber belt 31. The tip of the mounting bracket 15 is curved and constitutes a hook 15a. The rubber belt 31 extending from the side member 95 is hooked on the hook 15a, and the sub battery 6 is fixed.

  As shown in FIG. 6, the protector 12p is positioned so as to overlap the hook 15a when viewed from the front of the vehicle (see also FIG. 2). The hook 15a is located in front of the protector 12p, and the power cable 22 is located behind the protector 12p. That is, the protector 12p is located between the hook 15a and the power cable 22 in the vehicle front-rear direction. When the vehicle collides, an obstacle may hit the sub battery 6 and the sub battery 6 may move backward. In that case, if the protector 12p is not provided, the hook 15a may move backward toward the power cable 22 and the power cable 22 may be cut. The protector 12p located between the hook 15a and the power cable 22 protects the power cable 22 from the hook 15a.

  The features of the hybrid vehicle 100 of the embodiment are as follows. The upper surface of the drive train 2 is inclined forward. The inverter 5 is fixed to the upper part of the drive train 2 with a gap G by a front bracket 12 and a rear bracket 13. A power cable 22 that supplies electric power to the motors 3 and 4 extends from the side surface of the inverter 5 in the vehicle lateral direction to the upper surface of the drive train 2. The inverter 5 is fixed to the upper surface of the drive train 2 at a forward tilt position. Since the inverter 5 has a gap G below and is fixed at a forward tilt position, when receiving an impact from the front, the front bracket 12 / rear bracket 13 is deformed and sinks into the gap G while moving backward. In other words, when the hybrid vehicle 100 collides, the front bracket 12 and the rear bracket 13 allow the inverter 5 to move slightly toward the drive train 2 so that the power cable 22 is not broken. Therefore, the shock is mitigated. Furthermore, when the inverter 5 sinks into the gap G, the distance between the inverter 5 and the drive train 2 is shortened. Therefore, even if the vehicle collides and an obstacle collides from the front surface of the inverter 5, the possibility that the power cable 22 is broken is small.

  In the hybrid vehicle 100, when the vehicle is viewed from the side, the front bracket 12 undulates between a fixed location on the drive train 2 side and a fixed location on the inverter 5 side (denoted by reference numeral 12a in FIG. 3). portion). When the vehicle collides and an obstacle collides from the front surface of the inverter 5, the wavy portion 12a extends. The amount of deformation of the front bracket 12 is increased, and the impact force is further alleviated.

  The inverter 5 is tilted forward. Therefore, when an obstacle collides with the front surface of the inverter 5, the inverter 5 is likely to move toward the drive train 2. This also contributes to the fact that the power cable 22 does not break.

  The front bracket 12 and the front surface of the inverter 5 and the rear bracket 13 and the rear surface of the inverter 5 are fixed by bolts 25a and 25b. The bolts 25a and 25b extend substantially along the front-rear direction of the vehicle. More precisely, the bolts 25 a and 25 b extend at the same angle as the inclination angle of the inverter 5. With such a structure, when a vehicle collides, the possibility that a large shearing force is applied to the bolt is small. Therefore, the possibility that the bolts 25a and 25b break when the vehicle collides is small. That is, the possibility that the front / rear bracket is detached at the time of a collision is small.

  A power cable 22 for supplying electric power to the motors 3 and 4 extends from the lateral side surface of the inverter 5. In order to protect the power cable 22, the protector 12p extends from the side of the front bracket 12 to between the power cable 22 and the hook 15a at the end of the metal fitting. When viewed from the front of the vehicle, the protector 12p and the tip (hook 15a) of the metal fitting for fixing the sub battery 6 overlap each other (FIG. 6). The tip of the metal fitting (hook 15a) may catch the power cable 22 and break. The protector 12p protects the power cable 22 from being broken by the hook 15a at the end of the metal fitting. The protector 12p is a part of the front bracket 12.

  The front bracket 12 undulates when viewed from the side of the vehicle. The waving portion (the region indicated by reference numeral 12a in FIG. 3) can increase the distance that the inverter 5 can move due to an impact. This point also contributes to reducing the impact applied to the inverter 5.

  Further, the power cable 22 protrudes from the side surface of the inverter 5 and is connected to the upper surface of the drive train 2. Such a structure also protects the power cable 22 from breakage even when the vehicle collides and the inverter 5 moves.

  The electric vehicle of the example was a hybrid vehicle including a motor and an engine. The technology disclosed in this specification can also be applied to an electric vehicle that does not include an engine. The technology disclosed in this specification is also preferably applied to a fuel cell vehicle. In that case, the main battery corresponds to a fuel cell.

  Specific examples of the present invention have been described in detail above, but these are merely examples and do not limit the scope of the claims. The technology described in the claims includes various modifications and changes of the specific examples illustrated above. The technical elements described in this specification or the drawings exhibit technical usefulness alone or in various combinations, and are not limited to the combinations described in the claims at the time of filing. In addition, the technology illustrated in the present specification or the drawings achieves a plurality of objects at the same time, and has technical utility by achieving one of the objects.

2: Drive train 3, 4: Motor 5: Inverter 6: Sub battery 12: Front bracket 12p: Protector 13: Rear bracket 14: Corner protector 15: Mounting bracket 15a: Hook 21, 23: Connector 22: Power cable 25a-25d : Bolt 31: Rubber belt 94: Front compartment 100: Hybrid vehicle

Claims (4)

A drive train that is located in the front compartment of the vehicle and that contains a motor for driving the wheels;
An inverter for supplying AC power to the motor, which is fixed to the upper part of the drive train with a gap between the front bracket and the rear bracket ;
With
A power cable that supplies power to the motor extends from the lateral side of the inverter,
An electric vehicle characterized in that a protector for protecting the power cable extends from the front bracket to the front of the power cable. Further comprises a battery located in the front compartment;
The electric vehicle according to claim 1, wherein when viewed from the front of the vehicle, a tip of a metal fitting for fixing the battery and the protector overlap. 3. The electric vehicle according to claim 1, wherein the front bracket undulates between a fixed position on the drive train side and a fixed position on the inverter side when viewed from a lateral direction of the vehicle. The front bracket connects the front of the inverter and the drive train,
The rear bracket connects the rear side of the inverter and the drive train,
The front surface of the front bracket and the inverter, and, the rear surface of the rear bracket and the inverter is fixed by bolts, any one of claims 1 to 3, characterized in that the bolt extends along the longitudinal direction of the vehicle The electric vehicle described in 1.

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