JP7180215B2 - Motor unit support structure - Google Patents

Description

The present invention relates to a motor unit support structure for a vehicle.

The motor unit support structure of Patent Document 1 includes a mount that supports the motor unit on the lower side of the sub-frame via an elastic body. The mount has a pair of left and right front mounts arranged on the left and right front sides of the motor unit, and a rear mount arranged at the rear end portion of a bracket extending rearward of the vehicle from the motor unit.

Here, when the vehicle accelerates, torque acts on the motor unit, and the motor unit rotates about the elastic roll shaft. The elastic roll shaft is the rotating shaft of the motor unit when the motor unit is elastically supported by the mount.

In the above-described support structure, by arranging the rear mount behind the motor unit in the vehicle, the rear mount is separated from the elastic roll shaft, so that the force applied to the rear mount by the torque can be reduced. Thereby, the elastic body in the rear mount can sufficiently receive the force due to the torque, and the rotation of the motor unit can be suppressed. Therefore, vibration of the vehicle caused by the motor unit can be suppressed.

Japanese Unexamined Patent Application Publication No. 2008-81010

However, in the support structure described above, since the rear mount is arranged behind the motor unit in the vehicle, it is necessary to secure a large space behind the motor unit. In the above-described support structure, when the motor unit is arranged in the front part of the vehicle (i.e., the accommodation room located in front of the passenger compartment), the dashboard separating the accommodation room and the passenger compartment is separated from the motor unit by the vehicle. It had to be placed apart to the rear, and it was necessary to secure a large space in the front and rear direction of the vehicle as a storage room. For this reason, a vehicle with a narrow accommodation space in the longitudinal direction of the vehicle cannot employ the above-described support structure, and problems arise in terms of vehicle layout, such as a narrow cabin instead of a wide accommodation space.

Accordingly, it is an object of the present invention to provide a support structure for a motor unit that suppresses vehicle vibration caused by the motor unit without ensuring a large space in the vehicle longitudinal direction as a housing chamber.

A motor unit support structure according to one aspect is a motor unit support structure for supporting a motor unit configured by a motor and a speed reducer. The motor unit support structure includes a sub-frame extending in the width direction of the vehicle, and a mount that supports the motor unit below the sub-frame via an elastic body in a storage compartment located forward of the vehicle compartment in which the passenger gets in. and a drive shaft attached to the reduction gear and having an axis extending in the vehicle width direction. The mount includes a rear mount having a rear elastic body as the elastic body arranged forward of the rearmost end of the motor unit in the vehicle front-rear direction, and a rear mount arranged forward of the rear mount in the vehicle front-rear direction. and a front mount having a front elastic body as the elastic body. The motor unit support structure further includes a torque rod that supports the motor unit. The torque rod connects the motor unit to a vehicle body member in the accommodation chamber via a torque rod elastic body. The torque rod is mounted at the rear of the motor unit below the axis of the drive shaft.

The rear mount that supports the motor unit has a rear elastic body that is arranged forward of the rearmost end of the motor unit. As a result, since the rear elastic body is not arranged on the rear side of the motor unit, the dashboard can be arranged without taking a sufficient distance from the motor unit to the rear side. Therefore, the motor unit can be supported without securing a large space in the longitudinal direction of the vehicle as the accommodation chamber.

Here, in general, when the motor unit is suspended and supported by a mount attached to the subframe, the mount is arranged above the center of gravity of the motor unit. Therefore, the elastic roll axis tends to be positioned above the torque roll axis. Here, the torque roll axis is the rotation axis of the motor unit when torque is applied while the motor unit is not elastically supported by the mount and is arranged in space. Therefore, when the elastic roll axis is separated from the torque roll axis, when torque is applied to the motor unit due to acceleration/deceleration of the vehicle, the movement of the motor unit increases, and the vibration and impact are transmitted to the vehicle body, causing the vehicle to move. Silence may be lost. In addition, since the movement of the motor unit increases, an excessive force due to torque tends to act on some mounts. Such mounts may not be able to absorb excessive forces due to concentrated torque. Moreover, even if the mount can temporarily absorb the force due to the torque, the elastic body of the mount deteriorates quickly due to the overload and may not be able to absorb the force due to the torque. As a result, the rotation of the motor unit cannot be suppressed, and there is a possibility that vibration of the vehicle caused by the motor unit cannot be suppressed.

Therefore, by attaching the torque rod below the axis of the drive shaft, the elastic roll axis can be lowered to bring the elastic roll axis closer to the torque roll axis. As a result, the movement of the motor unit is reduced, and each mount efficiently receives the movement of the motor unit, thereby reducing the concentration of force due to torque on some mounts.

In addition, since the torque rod is attached to the rear portion of the motor unit and connects the motor unit to the vehicle body member via the torque rod elastic body, not only the mount but also the torque rod can receive the rotational force of the motor unit. can. As a result, the force (load) due to the torque applied to the mount can be reduced, and the force (load) due to the torque applied to the rear mount can be reduced, making it possible to install the rear mount in front of the rearmost end of the motor unit. becomes.

FIG. 1 is a perspective view of the motor unit support structure 1 according to the embodiment as viewed from the front upper left side of the vehicle. FIG. 2 is a perspective view of the motor unit support structure 1 according to the embodiment as viewed from the front upper right side of the vehicle. FIG. 3 is a view of the motor unit support structure 1 according to the embodiment as viewed from the front side of the vehicle. FIG. 4 is a perspective view of the subframe 30 according to the embodiment as viewed from the front upper left side of the vehicle. FIG. 5 is a perspective view of the subframe 30 according to the embodiment as viewed from the front lower left side of the vehicle. FIG. 6 is a perspective view of the left first mount 40 according to the embodiment as viewed from the front upper right side of the vehicle. FIG. 7 is a view of the left first mount 40 according to the embodiment viewed from the front side of the vehicle. FIG. 8 is a view of the left first mount 40 according to the embodiment as viewed from above the vehicle. FIG. 9 is a view of the left first mount 40 according to the embodiment as viewed from above the vehicle. FIG. 10 is a cross-sectional view of the left first mount 40 according to the embodiment as viewed from the right side of the vehicle. FIG. 11 is an explanatory diagram (exploded perspective view) for explaining the first mount 40 and the second mount 50 according to the embodiment. FIG. 12 is an explanatory diagram (exploded perspective view) for explaining the right first mount 40 according to the embodiment. FIG. 13 is a view of the motor unit support structure 1 according to the embodiment as seen from the rear side of the vehicle. FIG. 14 is a view of the motor unit support structure 1 according to the embodiment viewed from the left side of the vehicle. FIG. 15 is a view of the motor unit support structure 1 according to the embodiment viewed from the right side of the vehicle. FIG. 16 is a view of the motor unit support structure 1 according to the embodiment as viewed from above the vehicle. FIG. 17 is a diagram for explaining the torque rod according to the embodiment; FIG. 18 is a diagram for explaining forces acting on the second mount and the torque rod.

Preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings. In addition, in the following description of the drawings, the same or similar reference numerals are given to the same or similar parts. However, it should be noted that the drawings are schematic, and the ratio of each dimension is different from the actual one. Therefore, specific dimensions and the like should be determined with reference to the following description. In addition, portions having different dimensional relationships and ratios may also be included between the drawings. In the present specification and drawings, elements having substantially the same functions and configurations are denoted by the same reference numerals to omit redundant description, and elements that are not directly related to the present invention are omitted from the drawings.

(1) Schematic Configuration of Motor Unit Support Structure 1 A schematic configuration of the motor unit support structure 1 will be described mainly with reference to FIGS. 1 to 3. FIG. FIG. 1 is a perspective view of the motor unit support structure 1 according to the embodiment as viewed from the front upper left side of the vehicle. FIG. 2 is a perspective view of the motor unit support structure 1 according to the embodiment as viewed from the front upper right side of the vehicle. FIG. 3 is a view of the motor unit support structure 1 according to the embodiment as viewed from the front side of the vehicle.

An arrow X shown in the drawings indicates the width direction of the vehicle, an arrow Y indicates the longitudinal direction of the vehicle, and an arrow Z indicates the vertical direction of the vehicle. The arrow X1 indicates the right direction of the vehicle, and the arrow X2 indicates the left direction of the vehicle. Arrow Y1 indicates the vehicle front direction, and arrow Y2 indicates the vehicle rear direction. Arrow Z1 indicates the upward direction of the vehicle, and arrow Z2 indicates the downward direction of the vehicle.

As shown in FIGS. 1 to 3, a motor unit support structure 1 is a structure in a vehicle (especially an electric vehicle). The motor unit support structure 1 includes a motor unit 20, a subframe 30, a first mount 40, a second mount 50, a power supply section 60 and a mounting section 70, and a drive shaft DS.

The vehicle has an accommodation chamber 2 that accommodates the motor unit 20 . The accommodation room 2 may be called a power train room, a motor room, an engine room, or the like. A pair of side members 5 extending in the longitudinal direction Y of the vehicle are arranged inside the accommodation chamber 2 . The side member 5 extends along each of the left and right side walls that form the sides of the accommodation chamber. The accommodation room 2 is located on the front side of the passenger compartment.

The motor unit 20 is attached to the sub-frame 30 via a second mount 50, which will be described later, and is housed in the housing room 2 of the vehicle. The motor unit 20 is composed of a motor 22 and a reduction gear 24 . The motor 22 serves as a driving force source, and the axis of the rotating shaft (output shaft) extends along the width direction X of the vehicle. The speed reducer 24 reduces the speed of rotation of the motor 22 and outputs it to the drive shaft DS. Motor 22 and speed reducer 24 are coupled.

The subframe 30 is a member extending in the vehicle width direction X. As shown in FIG. The sub-frame 30 is attached to the left and right side members 5 in a suspended state via first mounts 40, which will be described later. That is, the subframe 30 connects the left and right side members 5 . Details of the configuration of the subframe 30 will be described later.

The first mount 40 supports the sub-frame 30 on the side member 5 via a first elastic body 426, which will be described later. Therefore, the first mounts 40 are used to attach the subframes 30 to the side members 5 . The first mount 40 has a first elastic body 426 which will be described later. The first mount 40 has a right first mount 40 arranged above the right side member 5 and a left first mount 40 arranged above the left side member 5 . Two first elastic bodies 426 are arranged side by side in the vehicle front-rear direction Y on each of the right first mount 40 and the left first mount 40 .

The second mount 50 supports the motor unit 20 below the sub-frame 30 via a second elastic body 56, which will be described later. Therefore, the second mount 50 is used to suspend the motor unit 20 from the subframe 30. As shown in FIG. The second mount 50 has a second elastic body 56 .

The second mount 50 has a front mount 50A and a rear mount 50B (see FIG. 11). A pair of front mounts 50A are arranged on the left and right to support the motor unit 20 . The rear mount 50B is arranged near the center in the vehicle width direction X with respect to the left and right front mounts 50A. The rear mount 50B supports the motor unit 20 on the rear side in the vehicle front-rear direction Y of the front mount 50A. The front mount 50A and the rear mount 50B are arranged apart in the longitudinal direction Y of the vehicle.

Driving the motor 22 generates a force that rotates the motor unit around the drive shaft DS outputting the rotation of the motor 22 (see the arrow in FIG. 14). Since the second mounts 50 (the front mount 50A and the rear mount 50B) are arranged at a distance in the vehicle front-rear direction Y, large movements of the motor unit 20 due to the rotation of the motor 22 can be effectively restricted. , the vibration caused by the rotation of the motor 22 can be effectively absorbed, and the vibration propagating to the sub-frame 30 can be suppressed.

A power supply unit (electrical device) 60 is for supplying power to the motor 22 . The power supply unit 60 is composed of an inverter 62 , a junction box 64 and a DCDC converter 66 . The power supply unit 60 is arranged on the upper surface of the subframe 30 . Inverter 62 supplies power to motor 22 . Junction box 64 connects wires connected to inverter 62, DCDC converter 66, and the like. A DCDC converter 66 produces a high voltage.

The mounting portion 70 is a member for mounting the power supply portion 60 onto the sub-frame 30 . The mounting portion 70 fixes the power supply portion 60 from each of the vehicle longitudinal direction Y and the vehicle upward direction Z1. The mounting portion 70 is fixed to the sub-frame 30 with a fastening member such as a bolt. Thereby, the power supply unit 60 is fixed (attached) to the sub-frame 30 .

The drive shaft DS is attached to the speed reducer 24 and has an axis extending in the vehicle width direction X. As shown in FIG.

(2) Detailed Configuration of Each Member The detailed configuration of each member will be described with reference to FIGS. 4 to 16 in addition to FIGS. 1 to 3. FIG. FIG. 4 is a perspective view of the subframe 30 according to the embodiment as viewed from the front upper left side of the vehicle. FIG. 5 is a perspective view of the subframe 30 according to the embodiment as viewed from the front lower left side of the vehicle. FIG. 6 is a perspective view of the left first mount 40 according to the embodiment as viewed from the front upper right side of the vehicle. FIG. 7 is a view of the left first mount 40 according to the embodiment viewed from the front side of the vehicle. FIG. 8 is a view of the left first mount 40 according to the embodiment as viewed from above the vehicle. FIG. 9 is a view of the left first mount 40 according to the embodiment as viewed from above the vehicle. 9 omits an upper bracket 45, which will be described later, as compared with FIG. FIG. 10 is a cross-sectional view of the left first mount 40 according to the embodiment as viewed from the right side of the vehicle. Specifically, FIG. 10 is a vertical cross section along the vehicle front-rear direction Y, and is a cross-sectional view of the left first mount 40 viewed from the right side of the vehicle (cross-sectional view taken along line AA in FIG. 8). FIG. 11 is an explanatory diagram (exploded perspective view) for explaining the first mount 40 and the second mount 50 according to the embodiment. FIG. 12 is an explanatory diagram (exploded perspective view) for explaining the right first mount 40 according to the embodiment. FIG. 13 is a view of the motor unit support structure 1 according to the embodiment as seen from the rear side of the vehicle. FIG. 14 is a view of the motor unit support structure 1 according to the embodiment viewed from the left side of the vehicle. FIG. 15 is a view of the motor unit support structure 1 according to the embodiment viewed from the right side of the vehicle. FIG. 16 is a view of the motor unit support structure 1 according to the embodiment as viewed from above the vehicle. FIG. 17 is a diagram for explaining the torque rod according to the embodiment; Specifically, FIG. 17A is a side view of the torque rod and FIG. 17B is a top view of the torque rod.

(2.1) Subframe 30
As shown in FIGS. 4 and 5, the subframe 30 includes a front member 31, a rear member 32, a right member 33, a left member 34, a right mount member 35, a left mount member 36, a central mount member 37, and an auxiliary member. 38.

The front member 31 extends along the vehicle width direction X on the front side of the vehicle. The rear member 32 extends along the vehicle width direction X on the rear side of the front member 31 . The front member 31 and the rear member 32 are hollow members each having a rectangular cross section. The front member 31 and the rear member 32 are each formed to have a closed cross section by welding an upper member and a lower member each having a U-shaped cross section. As a result, the front member 31 and the rear member 32 are lightened and ensured in rigidity. The front member 31 and the rear member 32 have an upper surface 31u and an upper surface 32u for mounting the power supply unit 60 thereon. A power supply unit 60 is mounted on the upper surface 31u and the upper surface 32u. Thereby, the power supply section 60 can be attached to the sub-frame 30 before the motor unit 20 and the sub-frame 30 are housed in the housing chamber 2 . Therefore, it is possible to mount the power supply unit 60 on the vehicle body together with the motor unit 20 supported by the sub-frame 30 . This eliminates the need to attach the power supply unit 60 after the motor unit 20 is accommodated in the accommodation chamber 2, thereby improving production efficiency. In particular, as shown in FIG. 1, in a vehicle in which the accommodation room 2 has a limited empty space, even if the power supply unit 60 can be accommodated after the motor unit 20 is accommodated in the accommodation room 2, the power wiring cannot be performed. is difficult. In contrast, in the embodiment of the present invention, it is possible to mount the subframe 30 to which the wiring of the power supply unit 60 and the motor unit 20 are already completed, on the vehicle body, thereby improving the production efficiency of the vehicle. can.

The right member 33 extends along the vehicle front-rear direction Y on the right side of the vehicle. The left member 34 extends along the vehicle front-rear direction Y on the left side of the vehicle. The right member 33 and the left member 34 are hollow members each having a rectangular cross section. The right member 33 and the left member 34 are formed by welding an upper member and a lower member together. As a result, the right member 33 and the left member 34 are lightened and ensured in rigidity.

The right member 33 connects the right end of the front member 31 and the right end of the rear member 32 . Specifically, the right member 33 is arranged between the front member 31 and the rear member 32 . The front end of the right member 33 is joined to the rear surface of the right end of the front member 31 . The rear end of the right member 33 is joined to the front surface of the right end of the rear member 32 . The left member 34 connects the left end of the front member 31 and the left end of the rear member 32 . Specifically, like the right member 33 , the left member 34 is arranged between the front member 31 and the rear member 32 . The front end of the left member 34 is joined to the rear surface of the left end of the front member 31 . The rear end of the left member 34 is joined to the front surface of the left end of the rear member 32 . The front member 31, the rear member 32, the right member 33, and the left member 34 form a frame-shaped structural member. In addition, the upper and lower surfaces of the front member 31, the rear member 32, the right member 33, and the left member 34 are at approximately the same position (same height) in the vertical direction Z of the vehicle. In particular, since the first mount 40 is attached to the upper surface of each of the front member 31, the rear member 32, the right member 33, and the left member 34, it is preferable that they have the same height in the vertical direction Z of the vehicle. As shown in FIG. 4 , (cylindrical) spacers into which fastening portions 39 described later are inserted may be arranged on the upper surfaces of the front member 31 , the rear member 32 , the right member 33 , and the left member 34 . By aligning the height of the upper surface of each spacer, the height of the first mount 40 (side bracket 41 described later) can be made constant. Since the power supply unit 60 is mounted on the upper surfaces 31u and 32u of the front member 31 and the rear member 32, it is preferable that the upper surfaces 31u and 32u have the same height in the vertical direction Z of the vehicle.

The front member 31 , the rear member 32 , the right member 33 , and the left member 34 have fastening portions 39 (for example, fastening members such as bolts) used for attaching the side brackets 41 . The fastening portion 39 is formed at each of the left and right ends of the front member 31 , and is formed at each of the left and right ends of the rear member 32 . In addition, one fastening portion 39 is formed at each center portion of the right member 33 and the left member 34 in the vehicle front-rear direction Y. As shown in FIG. As the fastening portion 39, a fastening member such as a bolt passing through the rectangular cross section of each member (the front member 31, the rear member 32, the right member 33, and the left member 34) is attached. The fastening portions 39 of the right member 33 and the left member 34 are arranged inside (center side of the vehicle) in the vehicle width direction X of the fastening portions 39 of the front member 31 and the rear member 32 . As a result, the right and left fastening portions 39 are not arranged in a straight line along the vehicle front-rear direction Y, but can be arranged dispersedly in the vehicle width direction X. The joint stiffness can be increased.

The right mount member 35 is arranged at the right end portions of the front member 31 and the rear member 32 on the left side of the vehicle relative to the right member 33 . The right mount member 35 extends along the longitudinal direction Y of the vehicle. The right mount member 35 is a member having a U-shaped cross section with an upper opening. The right mount member 35 is joined to the front member 31, the rear member 32, and the right member 33 by welding. The lower surface of the right mount member 35 is positioned lower than the lower surfaces of the front member 31 , the rear member 32 , and the right member 33 . The right mount member 35 has an extending portion 35a that passes below the front member 31 and extends forward of the front member 31 in the vehicle front-rear direction Y. As shown in FIG. The right mount member 35 is welded to the front, rear and bottom surfaces of the front member 31 , the front and bottom surfaces of the rear member 32 , and the left side surface of the right member 33 .

A second mount 50 (right front mount 50A) is attached to the right mount member 35 . The right mount member 35 has a fastening portion 35b (for example, a fastening hole) for attaching the second mount 50 . The right mount member 35 may have a plurality of fastening portions 35b. The fastening portion 35b may be arranged on the extension portion 35a. The fastening portion 35b may be arranged between the front member 31 and the rear member 32 as well as the extension portion 35a. Further, the fastening portions 35b may be arranged on both front and rear sides of the front member 31 (see FIG. 5). By arranging the fastening portions 35b on both front and rear sides of the front member 31, the second mount 50 (front mount 50A) can be arranged directly below the front member 31, and the load can be efficiently transmitted to the front member 31. .

The left mount member 36 is arranged on the right side of the vehicle relative to the left member 34 at the left ends of the front member 31 and the rear member 32 and extends along the vehicle front-rear direction Y. As shown in FIG. The left mount member 36 is a member having a U-shaped cross section with an upper opening. The left mount member 36 is joined to the front member 31, the rear member 32, and the left member 34 by welding. The lower surface of the left mount member 36 is positioned lower than the lower surfaces of the front member 31 , the rear member 32 , and the left member 34 . The left mount member 36 has an extending portion 36a that passes below the front member 31 and extends forward of the front member 31 in the vehicle front-rear direction Y. As shown in FIG. The left mount member 36 is welded to the front and rear surfaces and the bottom surface of the front member 31 , the front and bottom surfaces of the rear member 32 , and the right side surface of the left member 34 .

A second mount 50 (left front mount 50A) is attached to the left mount member 36 . The left mount member 36 has a fastening portion 36b (for example, a fastening hole) for attaching the second mount 50 . The left mount member 36 may have a plurality of fastening portions 36b. The fastening portion 36b may be arranged on the extension portion 36a. The fastening portion 36b may be arranged between the front member 31 and the rear member 32 as well as the extension portion 36a. Further, the fastening portions 36b may be arranged on both front and rear sides of the front member 31 (see FIG. 5). By arranging the fastening portions 36b on both front and rear sides of the front member 31, the second mount 50 (front mount 50A) can be arranged directly below the front member 31, and the load can be efficiently transmitted to the front member 31. .

The central mount member 37 extends in the vehicle longitudinal direction Y between the right mount member 35 and the left mount member 36 in the vehicle width direction X. As shown in FIG. The central mount member 37 connects (the central portion of) the front member 31 and (the central portion of) the rear member 32 . The central mount member 37 may have a top surface 37u for mounting the power supply 60 thereon. A power supply unit 60 may be mounted on the upper surface 37u. The central mount member 37 has an extending portion 37a that extends rearward from the rear member 32 in the vehicle front-rear direction Y. As shown in FIG.

Central mount member 37 is a hollow member having a rectangular cross section. The central mount member 37 is formed to have a closed cross section by welding an upper member and a lower member having a U-shaped cross section. As a result, the central mount member 37 is made lightweight and secures rigidity. The upper surface 37u of the central mount member 37 is positioned higher than the upper surfaces of the front member 31 and the rear member 32, respectively. The lower surface of the central mount member 37 is positioned lower than the lower surfaces of the front member 31 and the rear member 32 . That is, the center mount member 37 surrounds the rear member 32 so that the rear member 32 penetrates the center mount member 37 in the vehicle width direction X. As shown in FIG. The front end of the central mount member 37 is welded to the upper, lower and rear surfaces of the front member 31 . An intermediate portion of the central mount member 37 in the vehicle front-rear direction Y is welded to the upper and lower surfaces and the front and rear surfaces of the rear member 32 . Furthermore, the rear end of the central mount member 37 is welded to the front and lower surfaces of an auxiliary member 38, which will be described later.

A second mount 50 (rear mount 50B) is attached to the central mount member 37 . The central mount member 37 has a fastening portion 37b (for example, a fastening hole) for attaching the second mount 50 . The central mount member 37 may have multiple fastening portions 37b. The fastening portion 37b may be arranged on the extension portion 37a. The fastening portion 37b may be arranged between the front member 31 and the rear member 32 as well as the extension portion 37a. In addition, the fastening portion 37b is positioned at the rear end portion of the central mount member 37 at the joint portion between the auxiliary member 38 and the central mount member 37 (specifically, the joint portion between the auxiliary member 38 and the central mount member 37 in the vertical direction Z of the vehicle). overlap)). The second mount 50 (rear mount 50B) can be attached to a rigid portion by using the fastening portion 37b as the joint portion between the auxiliary member 38 and the central mount member 37 .

Auxiliary member 38 is a member for reinforcing central mount member 37 . The auxiliary member 38 connects the extending portion 37 a (the rear end portion) of the central mount member 37 and the rear member 32 . The auxiliary member 38 has a central portion 38a and left and right end portions 38b. Auxiliary member 38 is a hollow member having a rectangular cross section. The auxiliary member 38 is formed to have a closed cross section by welding an upper member and a lower member having a U-shaped cross section. As a result, the auxiliary member 38 is made lightweight and rigid. The central portion 38a is a portion to which the rear end portion of the central mount member 37 is welded and extends along the vehicle width direction X. As shown in FIG. The end portion 38b connects the rear member 32 and the central portion 38a. The front end of the right end portion 38b is joined to the rear member 32 between the central mount member 37 and the right mount member 35, and joined to the upper, lower and rear surfaces of the rear member 32 by welding. The front end of the left end portion 38b is joined to the rear member 32 between the central mount member 37 and the left mount member 36, and joined to the upper, lower and rear surfaces of the rear member 32 by welding. The end portions 38b are curved on both sides of the central portion 38a in the vehicle width direction X and extend toward the rear member 32 in the vehicle front direction Y1. Note that the end portion 38b may be bent from the central portion 38a and extend in the vehicle front direction Y1. The end portion 38b may be joined obliquely to the rear member 32 . When viewed from the top of the vehicle, the auxiliary member 38 may have a convex shape (U-shape) toward the vehicle rearward direction Y2.

The auxiliary member 38 may have an upper surface 38u for mounting the power supply section 60 thereon. A power supply unit 60 may be mounted on the upper surface 38u.

(2.2) First mount 40
Next, the first mount 40 will be explained. The first mount 40 has side brackets 41, bushes 42, lower brackets 44, upper brackets 45, fastening portions 46, and intermediate brackets 47 (see FIGS. 6-12). The bushing 42 has a first collar 422 , an outer cylinder 424 and a first elastic body 426 .

The side bracket 41 extends from above the subframe 30 to above the side member 5 . Specifically, the side brackets 41 are members that are connected to both ends of the sub-frame 30 in the vehicle width direction X and have outer ends extending upward from the left and right side members 5 .
One end of the side bracket 41 in the vehicle width direction W (a part of a body portion 412 to be described later) projects further toward the vehicle center side in the vehicle width direction X than the side member 5 , and overlaps the upper surface of the subframe 30 . and fastened to the sub-frame 30 by fastening portions 39 . The other end of the side bracket 41 in the vehicle width direction W (extending portion 414 to be described later) is arranged above the side member 5 and attached to the vehicle body member below the side bracket 41 via the first elastic body 426 . Mounted on. Specifically, a bush 42 having a first elastic body 426 is arranged at the other end of the side bracket 41 , and an outer cylinder 424 of the bush 42 is attached to the side bracket 41 . The first elastic body 426 is arranged inside the outer cylinder 424 and has a through hole extending in the vehicle up-down direction Z at its central portion. The first collar 422 and the fastening portion 46 are inserted into the through hole. A lower bracket 44 is arranged on the upper surface of the side member 5 , and a first collar 422 is fixed to the lower bracket 44 by a fastening portion 46 . As a result, the side bracket 41 is fastened to the side member 5 via the bushing 42, the first collar 422, the fastening portion 46 and the lower bracket 44 (especially see FIGS. 11 and 12). Note that the outer cylinder 424 may be integrated with the side bracket 41 or may be a hole provided in the side bracket 41 . The first collar 422 may be integrated with the fastening portion 46 . Part 4 Part 4 Part 4 Further, the first mount 40 is reinforced by fastening the upper portion of the fastening portion 46 to the inner wall surface 2s of the storage chamber 2 via the upper bracket 45 (see FIG. 12 in particular). In addition, 2 s of inner wall surfaces are comprised by the vehicle body panel. Since the lower bracket 44 is connected to the lower portion of the fastening portion 46 and the upper bracket 45 is connected to the upper portion of the fastening portion 46 in this manner, the bushing 42 can be more firmly fixed to the vehicle body. vibration in the vehicle vertical direction Z can be suppressed.

As shown in FIG. 9 , the side bracket 41 has a body portion 412 and an extension portion 414 .

The body portion 412 is arranged inside the side member 5 in the vehicle width direction X, and is fastened to the upper surface of the sub-frame 30 . Therefore, the main body portion 412 is fixed to the upper side of the sub-frame 30 in the vertical direction Z of the vehicle. The body portion 412 extends from the side member 5 toward the sub-frame 30 in the vehicle width direction X and does not overlap the side member 5 in the vehicle vertical direction Z. As shown in FIG.

The body portion 412 has a front portion 412F located on the front side, a central portion 412C located on the center side, and a rear portion 412R located on the rear side in the vehicle front-rear direction Y. As shown in FIG.

The widthwise outer side of the central portion 412C is recessed inward in the vehicle width direction X, and the widthwise inner side of the central portion 412C protrudes inward in the vehicle width direction X. As shown in FIG. A fastening portion 39 for fastening the sub-frame 30 and the side bracket 41 is arranged in the projecting portion.

The front portion 412</b>F and the rear portion 412</b>R extend outward in the vehicle width direction X and are connected to the extending portion 414 . The inner edge portion of the front portion 412F in the vehicle width direction X is positioned toward the vehicle outer side (in FIG. 9, the vehicle left direction X2) toward the vehicle front direction Y1. A fastening portion 39 is arranged on the inner edge of the front portion 412F. Similarly, the inner edge portion of the rear portion 412R in the vehicle width direction X is positioned toward the vehicle outer side (in FIG. 9, the vehicle left direction X2) toward the vehicle rear direction Y2. A fastening portion 39 is arranged on the inner edge of the rear portion 412R. Since each fastening portion 39 in the front portion 412F and the rear portion 412R is shifted in the vehicle width direction X with respect to the fastening portion 39 in the central portion 412C, the coupling rigidity between the subframe 30 and the side bracket 41 can be increased. can be done.

The extending portion 414 extends outward in the vehicle width direction X from the main body portion 412 and is arranged above the sub-frame 30 . The extending portion 414 overlaps the side member 5 in the vertical direction Z of the vehicle. The bushing 42 is arranged and attached to the extending portion 414 .

The body portion 412 is positioned so as not to overlap the side member 5 in the vertical direction Z of the vehicle. Therefore, the sub-frame 30 can be moved from the lower side to the upper side of the vehicle in the accommodation room 2 and fixed to the main body portion 412 . By attaching the side bracket 41 to the side member 5 in advance and fixing the subframe 30 on which the motor unit 20 is mounted to the side bracket 41 from below the vehicle, the mounting performance of the motor unit 20 can be improved (see FIG. 11).

Since the main body portion 412 is fixed to each of the front member 31, the rear member 32, and the right member 33 (or the left member 34) by the fastening portions 39, the coupling rigidity to the subframe 30 can be increased.

The side bracket 41 has two extending portions 414 spaced apart in the vehicle front-rear direction Y. As shown in FIG. Therefore, the side bracket 41 is recessed inward in the vehicle width direction X at the edge connecting the two extensions 414 in top view. The space between the two extending portions 414 in the vehicle front-rear direction Y becomes smaller toward the inner side in the vehicle width direction X (the center side of the vehicle). Thereby, the connection rigidity between the main body portion 412 and the extension portion 414 can be increased.

A bush 42 is arranged on each of the two extensions 414 . A bushing 42 is attached to each extension 414 . The bushing 42 has a first collar 422, an outer cylinder 424, and a first elastic body 426 connecting the two. In this embodiment, the outer cylinder 424 of the bush 42 is integrally joined with the side bracket 41 . The first elastic body 426 has a through hole penetrating in the vehicle vertical direction Z, and the first collar 422 is inserted into the through hole. The fastening portion 46 penetrates the first elastic body 426 in the vehicle vertical direction Z. As shown in FIG. The fastening portion 46 is arranged inside the bush 42 and is configured by a bolt passing through the first collar 422 . The fastening portion 46 passes through the upper bracket 45 and the first elastic body 426 and has its lower end fastened to the lower bracket 44 . Therefore, the first collar 422 and the first elastic body 426 are arranged between the lower bracket 44 and the upper bracket 45 in the vehicle vertical direction Z, and are supported by the lower bracket 44 and the upper bracket 45 on the vehicle body. Therefore, the side bracket 41 is attached to the vehicle body (lower bracket 44) below it via the first elastic body 426, and is also attached to the vehicle body (upper bracket 45) above it.

The bush 42 is composed of two bushes (a first bush 42A and a second bush 42B) spaced apart in the vehicle front-rear direction Y. As shown in FIG. The first bush 42A is attached to the extension 414 on the front side, and the second bush 42B is attached to the extension 414 on the rear side. The bush 42 may be attached not only to the extension portion 414 but also to (the outer portion of the body portion 412 in the vehicle width direction X).

The bush 42 is a tubular member having a through hole in the vehicle vertical direction Z. As shown in FIG. As shown in FIG. 10, the bush 42 has an outer cylinder 424 into which a first elastic body 426 is inserted. A first collar 422 is inserted into the through hole of the first elastic body 426 . The first collar 422 is a tubular member extending in the vertical direction Z of the vehicle. A fastening portion 46 is inserted inside the first collar 422 . Thereby, the first collar 422 can be fixed to the lower bracket 44 and the upper bracket 45 .

The outer cylinder 424 constitutes the outside of the bush 42 and is fixed to the side bracket 41 . A first elastic body 426 and a first collar 422 are arranged inside the outer cylinder 424 .

The first elastic body 426 is arranged between the subframe 30 and the vehicle body (more specifically, between the side bracket 41 fixed to the subframe 30 and the lower bracket 44 fixed to the side member 5). ing. The first elastic body 426 is for absorbing the vibration of the subframe 30 and suppressing the propagation of the vibration to the vehicle body.

The first elastic body 426 is a cylindrical elastic body. The diameter of the lower side of the first elastic body 426 is larger than the diameter of the upper side of the first elastic body 426 . As a result, vibrations in the horizontal direction (vehicle width direction X and vehicle front-rear direction Y) can be efficiently absorbed while the volume of the first elastic body 426 is reduced to reduce cost.

The first elastic body 426 has a through hole penetrating in the vertical direction Z of the vehicle. The first elastic body 426 is positioned in the vertical direction Z of the vehicle by the first collar 422 inserted into the through hole and the fastening portion 46 and attached to the vehicle body. The inner diameter of the through hole may be different between the upper side of the first elastic body 426 and the lower side of the first elastic body 426 .

As shown in FIG. 6-12, two first elastic bodies 426 are arranged in the vehicle front-rear direction Y above the pair of left and right side members 5 . In the vehicle longitudinal direction Y, the center of the front first elastic body 426A is arranged near the rear surface of the front member 31, and the rear first elastic body 426B is arranged near the rear surface of the rear member 32. . Therefore, when viewed from the side of the vehicle, the front first elastic body 426A overlaps the front member 31, and the rear first elastic body 426B overlaps the rear member 32. As shown in FIG. As a result, the vibration from the sub-frame 30 can be efficiently distributed to the first elastic bodies 426, and the vibration propagating to the vehicle body can be suppressed.

The lower bracket 44 is a bracket arranged on the upper surface of the side member 5 and placed on the side member 5 . Lower bracket 44 is fixed to side member 5 . The lower bracket 44 is further fixed to the inner wall surface 2 s of the housing chamber 2 connected to the outside of the side member 5 . That is, the lower bracket 44 is arranged at a corner portion between the upper surface of the side member 5 and the inner wall surface 2s of the accommodation chamber 2 extending obliquely upward from the outer side of the side member 5 in the vehicle width direction X. The lower bracket 44 is welded and fixed to the inner wall surface 2 s and the upper surface of the side member 5 . The lower bracket 44 has a first collar 422 inserted into a first elastic body 426 penetrating in the vertical direction Z of the vehicle. The lower bracket 44 is a bracket that attaches the first elastic body 426 arranged thereabove to the side member 5 by means of a fastening member (such as a bolt) passing through a through hole.

As shown in FIGS. 6, 8, 9, and 10, the lower bracket 44 is constructed of a front wall 441, a rear wall 442, an upper wall 443 and side walls 444, and has a pedestal shape. Specifically, the front wall 441 extends along the vertical direction Z of the vehicle. The rear wall 442 extends along the vehicle vertical direction Z and is arranged rearward of the front wall 441 . The upper wall 443 extends along the horizontal direction of the vehicle (the vehicle width direction X and the vehicle front-rear direction Y), and is continuous with the upper end of the front wall 441 , the upper end of the rear wall 442 , and the upper ends of the side walls 444 . The upper wall 443 has a through hole through which the fastener 46 passes. The side wall 444 extends along the vehicle vertical direction Z and is arranged closer to the center of the vehicle than the front wall 441 , the rear wall 442 and the upper wall 443 . The side wall 444 is continuous with the side edge of the front wall 441 , the side edge of the rear wall 442 , and the side edge of the upper wall 443 . The front wall 441, rear wall 442, and upper wall 443 are welded and fixed to the inner wall surface 2s of the housing chamber 2, and the front wall 441, rear wall 442, and side wall 444 are welded and fixed to the side member 5. . The lower bracket 44 has a pedestal shape and is hollow inside. Therefore, the weight of the lower bracket 44 can be reduced, and the production cost can be reduced.

The lower bracket 44 has two lower brackets 44 (a front side bracket 44A and a rear side bracket 44B) spaced apart in the vehicle front-rear direction Y. As shown in FIG. The front bracket 44A is arranged at a portion where the side member 5 extends horizontally, and the rear bracket 44B is arranged at a portion where the side member 5 curves obliquely downward. A front first elastic body 426A (first bushing 42A) is arranged above the upper wall 443 of the front bracket 44A. A rear first elastic body 426B (second bushing 42B) is arranged above the upper wall 443 of the rear bracket 44B. The upper wall 443 of the front bracket 44A and the upper wall 443 of the rear bracket 44B are arranged at the same position (at the same height) in the vertical direction Z of the vehicle (see FIG. 10). Therefore, the lengths of the front wall 441, the rear wall 442, and the side wall 444 in the vertical direction Z of the vehicle are different between the front bracket 44A and the rear bracket 44B. Specifically, in the vertical direction Z of the vehicle, the lengths of the front wall 441, rear wall 442, and side wall 444 of the rear bracket 44B are equal to the lengths of the corresponding front wall 441, rear wall 442 of the front bracket 44A. , is longer than the length of each of the side walls 444 . Thereby, the plurality of first elastic bodies 426 can be fixed at the same height, and the subframe 30 can be stably supported.

The upper bracket 45 extends from the inner wall surface 2s of the accommodation chamber 2 to the fastening portion 46, and connects the upper side of the vehicle of the first collar 422 inserted into the first elastic body 426 to the vehicle body. The upper bracket 45 is fastened together with the first collar 422 by a fastening portion 46 (specifically, a bolt) that secures the first collar 422 to the lower bracket 44 at an inner end portion in the vehicle width direction X, thereby The outer end portion in the direction X is fastened to the inner wall surface 2s of the storage chamber 2 by fastening members such as bolts (see FIGS. 6 and 12). That is, the upper bracket 45 connects the upper portion of the fastening portion 46 that fixes the first collar 422 to the lower bracket 44 and the inner wall surface 2s of the housing chamber 2, and the first collar 422 inserted into the first elastic body 426 is connected. The mounting rigidity to the vehicle body member is improved. Accordingly, the load that the first collar 422 receives from the subframe 30 can be supported by the lower bracket 44 and the upper bracket 45 . As a result, vibration of the first collar 422 inserted into the first elastic body 426 can be suppressed.

The intermediate bracket 47 is fixed below the upper bracket 45 to at least one of the subframe 30 and the inner wall surface 2s. The intermediate bracket 47 is a bracket that connects the upper bracket 45 to the lower bracket 44 between the front first elastic body 426A and the rear first elastic body 426B. Therefore, the upper bracket 45 is fixed with the intermediate bracket 47 . Thereby, vibration of the upper bracket 45 can be suppressed. The intermediate bracket 47 is arranged between the first bushing 42A and the second bushing 42B in the vehicle front-rear direction Y. As shown in FIG. As a result, the upper bracket 45 is fixed to the intermediate bracket 47 in the vicinity of both the first bushing 42A and the second bushing 42B, so vibration of the second bushing 42B of the first bushing 42A can be suppressed through the upper bracket 45 .

The intermediate bracket 47 is composed of a front wall 471, a rear wall 472, an upper wall 473, side walls 474, and a base portion 475, and has a pedestal shape. Specifically, the front wall 471 extends along the vertical direction Z of the vehicle. The rear wall 472 extends along the vehicle vertical direction Z and is arranged rearward of the front wall 471 . The upper wall 473 extends along the horizontal direction of the vehicle (the vehicle width direction X and the vehicle front-rear direction Y) and connects with the upper end of the front wall 471 , the upper end of the rear wall 472 , and the upper ends of the side walls 474 . The upper wall 473 (intermediate bracket 47) has a through hole 473h into which a fastening member (such as a bolt) for fastening the upper bracket 45 and the intermediate bracket 47 is inserted (see FIG. 12). The side wall 474 extends along the vehicle vertical direction Z and is arranged closer to the center of the vehicle than the front wall 471 , the rear wall 472 and the upper wall 473 . The side wall 474 is continuous with the side edge of the front wall 471 , the side edge of the rear wall 442 , and the side edge of the upper wall 443 .

When viewed from the top of the vehicle, the distance between the front wall 471 and the rear wall 472 in the vehicle front-rear direction Y becomes shorter in the vehicle width direction X. As shown in FIG. Therefore, the first distance in the vehicle front-rear direction Y between the inner end of the front wall 471 in the vehicle width direction X and the inner end of the rear wall 472 in the vehicle width direction X is the outer end of the front wall 471 in the vehicle width direction X. and the outer end of the rear wall 472 in the vehicle width direction X. As a result, the intermediate bracket 47 is formed in a sharp shape on the center side in the vehicle width direction X, and can be structured to be easily arranged in the space sandwiched between the two extending portions 414 arranged in the vehicle front-rear direction Y.

The base portion 475 is connected to the lower and outer ends of the front wall 471 , the lower and outer ends of the rear wall 472 , the outer end of the upper wall 473 , and the lower ends of the side walls 474 . An outer end of the base portion 475 is fixed to the inner wall surface 2s by welding. A lower end of the base portion 475 is fixed to the side member 5 via the lower bracket 44 . The lower end of the base portion 475 (intermediate bracket 47) has a through hole 475h into which the fastening portion 46 is inserted, and is fixed to the upper wall 473 of the lower bracket 44 by welding. Note that the base portion 475 may be fixed to the lower bracket 44 by the fastening portion 46 .

The intermediate bracket 47 is fixed on the lower bracket 44 . Specifically, the intermediate bracket 47 is fixed to both of the two lower brackets 44 (the front bracket 44A and the rear bracket 44B). Therefore, the intermediate bracket 47 connects the two lower brackets 44 . As a result, vibration of the lower bracket 44 can be suppressed, and as a result, vibration propagating from the motor unit 20 to the vehicle body can be suppressed.

Additionally, the intermediate bracket 47 is fixed to the subframe 30 via the lower bracket 44 . As a result, the height of the intermediate bracket 47 in the vehicle vertical direction Z can be reduced by the height of the lower bracket 44 . As a result, the size of the intermediate bracket 47 can be reduced. By reducing the height of the intermediate bracket 47, the rigidity of the intermediate bracket 47 can be increased, and vibration of the intermediate bracket 47 can be suppressed. As a result, vibration propagating from the motor unit 20 to the vehicle body can be suppressed.

(2.3) Second mount 50
Next, the second mount 50 will be explained. The second mount 50 has a second collar 51 , an outer cylinder bracket 52 , an inner cylinder bracket 54 and a second elastic body 56 .

The second collar 51 is a tubular member extending in the vehicle width direction X and connected to the motor unit 20 side. An inner cylinder bracket 54 (more specifically, a mount shaft 542 extending outward in the vehicle width direction X of the inner cylinder bracket 54) is inserted and fixed inside the second collar 51 (see FIG. 11). A second elastic body 56 is arranged outside the second collar 51 .

The outer cylinder bracket 52 has an outer cylinder 522 into which the second elastic body 56 is inserted, and a fixing portion 523 that supports the outer cylinder 522 to the sub-frame 30 . The second collar 51 is supported on the inner circumference of the outer cylinder 522 via the second elastic body 56 . The fixing portion 523 is for fixing the second mount 50 to the sub-frame 30 (more specifically, the right mount member 35, the left mount member 36, and the center mount member 37). The fixed portion 523 is joined to the upper portion of the outer cylinder 522 and arranged between the lower surface of the sub-frame 30 and the outer cylinder 522 . The fixed portion 523 has a fastening surface (upper surface) that extends forward and backward relative to the outer cylinder 522, and is fastened to the fastening portions 35b, 36b, and 37b of the sub-frame 30 with fastening members such as bolts. That is, the outer cylinder bracket 52 is fixed to the sub-frame 30 in front and behind the second elastic body 56 in the vehicle front-rear direction Y. As shown in FIG.

The inner cylinder bracket 54 is a bracket for connecting the motor unit 20 and the second collar 51 . The inner cylinder bracket 54 has a mount shaft 542 and a body portion 544 . A mount shaft 542 that is inserted and fixed inside the second collar 51 is arranged at the upper end of the inner cylinder bracket 54 . The main body portion 544 has a lower portion thereof which is tightened and fixed to the motor unit 20 from the horizontal direction.

The inner cylinder bracket 54 (main body portion 544) has a shape corresponding to the position of the motor unit 20 (motor 22/reduction gear 24) to be fastened. As shown in FIGS. 11, 13 and 15, the inner cylinder bracket 54 (main body portion 544) of the front mount 50A arranged on the right side of the vehicle is superimposed on the right end surface of the motor 22 from the right side and fastened and fixed. The shaft 542 extends X1 in the right direction of the vehicle. As shown in FIGS. 11, 13 and 14, the inner cylinder bracket 54 of the front mount 50A arranged on the left side of the vehicle is superimposed from the left side on the left end surface which is the front upper portion of the speed reducer 24 and fastened and fixed. Axis 542 extends leftward. As shown in FIGS. 11 and 13 to 15, the inner cylinder bracket 54 of the rear mount 50B arranged on the rear side of the vehicle is located above the differential gear (where the drive shaft DS is inserted), which is the upper rear portion of the speed reducer 24. The mounting shaft 542 extends leftward. As shown in FIGS. 11 and 13, the mount shaft 542 of the front mount 50A is arranged so as to protrude left and right from the motor unit 20, and the left and right front mounts 50A are arranged at intervals longer than the length of the motor unit 20. , and supports the motor unit 20 .

As shown in FIGS. 11 and 13, the mount shaft 542 of the front mount 50A arranged on the right side of the vehicle is arranged at the same position as the front surface of the front member 31 in the vehicle front-rear direction Y, and the first elastic body 426 on the front side is arranged at the same position. placed anteriorly. As shown in FIG. 16, the mount shaft 542 of the front mount 50A arranged on the left side of the vehicle is arranged behind the mount shaft 542 of the front mount 50A arranged on the right side of the vehicle in the vehicle front-rear direction Y, and is located on the front side. It is arranged at the same position as the member 31 . As shown in FIG. 15, the mount shaft 542 of the front mount 50A arranged on the left side of the vehicle is arranged so as to protrude forward from the front first elastic body 426 (first bush 42A). As shown in FIG. 16, the mount shaft 542 of the rear mount 50B arranged on the vehicle rear side is arranged behind the rear member 32 in the vehicle front-rear direction Y, and the rear first elastic body 426 ( It is arranged behind the second bush 42B).

The second elastic body 56 is for absorbing vibration of the motor unit 20 and suppressing propagation of the vibration to the sub-frame 30 . As shown in FIGS. 11, 14, etc., the second elastic body 56 forms two currants arranged in the vertical direction Z of the vehicle. The two currants are formed so as to penetrate in the vehicle width direction X. As shown in FIG. The upper currant is formed from the front of the second collar 51 to the rear of the second collar 51 passing above the second collar 51 . The lower currant is formed below the second collar 51 .

The second elastic body 56 is composed of a first elastic portion 561 , a second elastic portion 562 and a third elastic portion 563 . The first elastic portion 561 is arranged on the inner wall of the outer cylinder 522 on the front side of the vehicle, the rear side of the vehicle, and the upper side of the vehicle.

The second elastic portion 562 is arranged on the outer wall of the second collar 51 so as to surround the second collar 51 , and is arranged on the inner wall of the outer cylinder 522 on the lower front side of the vehicle and the inner wall of the lower rear side of the vehicle. That is, the second elastic portion 562 has portions extending from the second collar 51 toward the vehicle front lower side and the vehicle rear lower side. The second elastic portion 562 supports the second collar 51 by connecting the vehicle front lower side and the vehicle rear lower side of the second collar 51 and the outer cylinder 522 .

The third elastic portion 563 is arranged on the inner wall of the outer cylinder 522 on the lower side of the vehicle. The third elastic portion 563 is arranged between the second elastic portions 562 in the longitudinal direction Y of the vehicle. That is, the third elastic portion 563 is arranged between portions of the second elastic portion 562 extending from the second collar 51 toward the vehicle front lower side and the vehicle rear lower side. 2) has an abutment surface against which the elastic portion 562) abuts.

Therefore, the second mount 50 has characteristics of being soft in the vehicle front-rear direction Y and hard in the vehicle vertical direction Z based on the hardness in the vehicle width direction X due to currant.

The second elastic body 56 has a larger volume than the first elastic body 426 . The static spring constant (N/mm) of the second mount 50 is smaller than the static spring constant of the first mount 40 . Therefore, the second mount 50 has softer properties than the first mount 40 . As a result, the second mount 50 can absorb large swings and vibrations of the motor unit 20 compared to the first mount 40 . In addition, compared to the second mount 50, the first mount 40 can absorb small vibrations such as high-frequency vibrations caused by meshing of the gears of the speed reducer 24. As shown in FIG. Since the first mount 40 can suppress high-frequency vibrations from propagating to the sub-frame 30, it is possible to suppress vibrations of the vehicle body due to high-frequency vibrations. On the other hand, the second mount 50 can absorb large vibrations due to movement of the motor unit 20 that the first mount 40 cannot absorb. In this way, it is possible to suppress the vibration propagating from the motor unit 20 to the vehicle body while regulating the amount of movement of the motor unit 20 .

In this specification, the static spring constant is the measurement of the displacement load in the three axial directions (vehicle width direction/vehicle longitudinal direction/vehicle vertical direction) in the state where the mount unit is attached to the vehicle body (mounted state). Defined by Therefore, it should be noted that the static spring constant is not defined by the physical property values of the elastic body.

Table 1 shows an example of each static spring constant.

KX represents the static spring constant (rubber characteristics) in the vehicle width direction X, KY represents the static spring constant (rubber characteristics) in the vehicle longitudinal direction Y, and KZ represents the static spring constant (rubber characteristics) in the vehicle vertical direction Z ( rubber properties).

Since the gravity of the motor unit 20 always acts on the second mount 50, the static spring constant KZ of the second mount 50 is larger than the static spring constants KX and KY so that the motor unit 20 can be stably supported. can be a value. Further, due to the acceleration/deceleration of the vehicle, a torque moment having components mainly in the vehicle longitudinal direction Y and the vehicle vertical direction Z acts on the second mount 50 . The static spring constants KY and KZ of the second mount 50 may be larger than the static spring constant KX.

In addition, in the present embodiment, the number of rear mounts 50B is smaller than the number of front mounts 50A. Therefore, when a force acts on the motor unit 20 in the vehicle width direction X, the rear portion of the motor unit 20 swings greatly. In order to suppress this, the static spring constant KX of the rear mount 50B may be a larger value than the static spring constant KX of the front mount 50A. In addition, since the load due to the gravity of the motor unit 20 is greater in the rear mount 50B than in the front mount 50A, the static spring constant KZ of the rear mount 50B is set to the value of the front mount 50A so that the motor unit 20 can be stably supported. may be a value greater than the static spring constant KZ of .

The static spring constant of the first mount 40 may be two times or more, more preferably three times or more, that of the second mount 50 . Accordingly, by clearly separating the vibration absorbed by the first mount 40 and the vibration absorbed by the second mount 50, vibration in a wide range can be absorbed and vibration transmitted from the motor unit 20 to the vehicle body can be suppressed.

The static spring constant of the first mount 40 may be 500 N/mm or more, preferably 800 N/mm or more, in order to better absorb small vibrations. The static spring constant of the second mount 50 may be 500 or less, preferably 300 N/mm or less, in order to better absorb large vibrations.

As mentioned above, the second mount 50 has a front mount 50A and a rear mount 50B. Here, the front end portion of the second elastic body 56 of the front mount 50A in the vehicle front direction Y1 (specifically, the front end portion of the first elastic portion 561) corresponds to the front end portion of the first elastic body 426 in the vehicle front direction Y1. located on the front side of the vehicle. The rear end of the second elastic body 56 of the rear mount in the vehicle rearward direction Y2 (specifically, the rear end of the first elastic portion 561) corresponds to the rear end of the first elastic body 426 in the vehicle rearward direction Y2. It is located on the rear side of the vehicle than the part. As a result, in the vehicle front-rear direction Y, the first elastic body 426 of the first mount 40 is separated from (the front end portion of) the second elastic body 56 of the front mount 50A and (the rear end portion) of the second elastic body of the rear mount 50B. is placed between Here, the first mount 40 is arranged above the center of gravity of the motor unit 20 when viewed in the vehicle width direction X, and the second mounts 50 are arranged in front and behind the first mount 40 . That is, as shown in FIG. 13 viewed from the vehicle width direction X, in the vehicle longitudinal direction Y, the front elastic body 43 and the rear elastic body 43 are arranged between the front mount 50A and the rear mount 50B. The center of gravity of the motor unit 20 is arranged between the elastic body 43 and the elastic body 43 on the rear side. Therefore, the motor unit 20 can be suspended and supported in a natural state, and it is possible to suppress the support of the sub-frame 30 in a state where the load is biased toward one of the vehicle front side and the vehicle rear side. Local load applied to the first mount 40 can be suppressed, and the durability performance of the first mount 40 can be improved.

As shown in FIGS. 11 and 14, the mount shaft 542 of the rear mount 50B arranged on the rear side of the vehicle is arranged behind the hole into which the drive shaft DS of the speed reducer 24 is inserted in the longitudinal direction Y of the vehicle. can also Thereby, the motor unit 20 can be suspended from the sub-frame 30 more stably. That is, in the vehicle front-rear direction Y, the front end portion (specifically, the front end portion of the first elastic portion 561) of the second elastic body 56 of the front mount 50A in the vehicle front direction Y1 (specifically, the front end portion of the first elastic portion 561) and the second elastic body of the rear mount 50B 56 in the vehicle rearward direction Y2 (specifically, the rear end of the first elastic portion 561) and the shaft of the drive shaft DS is positioned between the drive shaft DS and the motor, thereby ensuring a long attachment interval. The movement amount of the unit 20 may be regulated.

(2.4) Suspension frame 80
The suspension frame 80 will be explained. The suspension frame 80 is arranged on the vehicle rear lower side of the accommodation chamber 2, and is arranged on the vehicle rear side below the motor unit 20 as shown in FIGS. 13-16. Suspension frame 80 is connected to motor unit 20 via torque rod 90 . The suspension frame 80 is a member for increasing the rigidity of the vehicle body by connecting the side members 5 arranged on the right side of the vehicle and the left side of the vehicle. The suspension frame 80 also supports suspension arms arranged on the right side and the left side of the vehicle so as to be swingable in the vertical direction Z of the vehicle. The suspension frame 80 is attached to the vehicle body via elastic bodies (not shown). Thereby, as will be described later, it is possible to suppress the vibration propagated through the torque rod 90 from propagating to the vehicle body.

The suspension frame 80 has two extension portions 82 extending in the vehicle front direction on the right side and the left side in the vehicle width direction. The extension part 82 is a part for supporting the suspension arm. That is, as shown in FIG. 16, the suspension frame 80 has a concave front edge with left and right sides extending forward and the center positioned rearward.

As shown in FIG. 16, the subframe 30 does not overlap the suspension frame 80 when viewed from above the vehicle. That is, the central mount member 37 and the auxiliary member 38 at the rear portion of the sub-frame 30 are arranged inside the concave shape of the front edge portion of the suspension frame 80 . As a result, even if the sub-frame 30 is moved in the vertical direction Z of the vehicle, the sub-frame 30 does not hit the suspension frame 80 . Therefore, when the motor unit 20 is removed from the vehicle body for maintenance or the like, the motor unit 20 is lowered in the vehicle downward direction Z2 together with the sub-frame 30 while the motor unit 20 is attached to the sub-frame 30, and the suspension frame is installed. It can pass in front of 80. That is, when removing the motor unit 20, there is no need to remove the suspension frame 80 or move the motor unit 20 in the vehicle front direction Y1, so maintenance can be performed efficiently. When the motor unit 20 is removed together with the subframe 30, the work can be performed while the power supply unit 60 and its wiring are connected, which improves maintainability. In order to remove the sub-frame 30 from the vehicle body, the fastening portion 39 is unfastened from the side bracket 41 . Also, the length of the front member 31 and the rear member 32 in the vehicle width direction X is shorter than the distance between the left and right side members 5 .

In addition, the rear end portion (the rear end portion of the first elastic portion 561) of the second elastic body 56 of the rear mount 50B in the vehicle rear direction Y2 is located on the vehicle rear side of the front end portion 821 of the extension portion 82 on the vehicle front side. do. That is, when viewed from above the vehicle, part of the rear mount 50B is inside the concave shape of the front edge of the suspension frame 80 . Therefore, compared to the case where the rear end portion of the second elastic body 56 of the rear mount 50B is located on the front side of the vehicle with respect to the front end portion 821 of the extension portion 82, the second elastic body 50A (of the front mount 50A) in the vehicle front-rear direction Y is 56) and (the second elastic body 56 of) the rear mount 50B is widened. As a result, the force component in the vehicle vertical direction Z decreases with respect to the load that the second mount 50 (the front mount 50A and the rear mount 50B) receives due to the movement (swing) of the motor unit 20 in the vehicle front-rear direction Y as the distance increases. The second elastic body 56 can be made soft, and the static spring constant in the longitudinal direction Y of the vehicle can be easily reduced. Since the motor unit 20 is suspended from the sub-frame 30 by the second mounts 50, the motor unit 20 swings back and forth. are widely arranged, the force in the vertical direction Z of the vehicle can be received more effectively, and the force in the longitudinal direction Y of the vehicle can also be absorbed more effectively. Therefore, the second mount 50 absorbs vibration by absorbing the force component in the longitudinal direction Y of the vehicle, suppresses the propagation of the vibration to the vehicle body, and further regulates the movement amount (swing angle) of the motor unit 20. can do.

(2.5) Torque rod 90
The torque rod 90 will be explained. The motor unit support structure 1 further includes torque rods 90 that support the motor unit 20 . The torque rod 90 connects the motor unit 20 to a vehicle body member inside the accommodation chamber 2 via a torque rod elastic body 96 . Specifically, the torque rod 90 connects the motor unit 20 and the suspension frame 80 to suppress the swinging motion of the motor unit 20 (see FIGS. 14 to 16).

The torque rod 90 is attached to the rear portion of the motor unit 20 below the axis of the drive shaft DS (see FIG. 18). Here, the rear portion of the motor unit 20 is a portion behind the center of the motor unit 20 in the front-rear direction L. As shown in FIG. The torque rod 90 may be attached behind the torque roll axis TR. Torque rod 90 extends rearward of the vehicle from a position where torque rod 90 is attached to motor unit 20 . Specifically, the torque rod 90 is arranged horizontally along the vehicle front-rear direction Y at the same height as the lowermost portion of the speed reducer 24 .

As shown in FIGS. 11 and 17, the torque rod 90 has a front end portion 90F, a rear end portion 90R, and a main pipe 90P connecting the front end portion 90F and the rear end portion 90R. The torque rod 90 also has a torque rod elastic body 96 . The torque rod elastic body 96 has a front elastic body (torque rod front elastic body) 96F and a rear elastic body (torque rod rear elastic body) 96F, which will be described later.

The front end portion 90</b>F is a portion attached to the motor unit 20 . Specifically, the front end portion 90F is fastened to the right side surface of the speed reducer 24 (more specifically, below the hole into which the drive shaft DS is inserted) with a mounting bolt 98 that is tightened in the vehicle width direction X. As shown in FIG. The mounting bolt 98 fastens a mounting bracket 99 for mounting the torque rod 90 to the motor unit 20 together with the front end portion 90</b>F to the motor unit 20 . The mounting bracket 99 is fastened to the motor unit 20 not only by the mounting bolts 98 but also by other fastening portions (bolts).

The front end portion 90F has a front collar 92F, a front outer cylinder 94F, and a front elastic body 96F. The front collar 92F is a tubular member and may be referred to as an inner cylinder. The front collar 92</b>F is fastened and fixed to the motor unit 20 with mounting bolts 98 . Specifically, a mounting bolt 98 is inserted inside the front collar 92</b>F and fastened to the motor unit 20 . The front outer cylinder 94F is fixed by welding to the front end of the main pipe 90P. A front collar 92F and a front elastic body 96F are arranged inside the front outer cylinder 94F.

The front elastic body 96F is arranged between the front collar 92F and the front outer tube 94F, and is fixed to the front collar 92F and the front outer tube 94F. Unlike the rear elastic body 96R, the front elastic body 96F is not formed with currants.

The rear end portion 90R is a portion that is attached to a vehicle body member. Specifically, the rear end portion 90R is inserted into the interior of the suspension frame 80 and attached to the suspension frame 80 with bolts vertically penetrating the suspension frame 80 and the rear end portion 90R (fixed). is being used).

The rear end portion 90R has a rear collar 92R, a rear outer cylinder 94R, and a rear elastic body 96R. The rear collar 92R is a tubular member and may be referred to as an inner cylinder. The rear collar 92R is fixed to the suspension frame 80 with bolts passing through the suspension frame 80. As shown in FIG. The rear outer cylinder 94R is welded and fixed to the rear end of the main pipe 90P. A rear collar 92R and a rear elastic body 96R are arranged inside the rear outer cylinder 94R.

The rear elastic body 96R is arranged such that the axis of the rear elastic body 96R (the axis of the rear end mount 90R) is along the vertical direction Z of the vehicle, and two currant SGs are formed in the longitudinal direction Y of the vehicle. The two currant SGs are arranged side by side in the vehicle front-rear direction Y in front of and behind the axis of the rear end mount 90R. The two currants SG are formed so as to penetrate in the vehicle vertical direction Z. As shown in FIG.

The rear elastic body 96</b>R is composed of a first elastic portion 961 , a second elastic portion 962 and a third elastic portion 963 .

The first elastic portion 961 is arranged on the front inner wall of the outer cylinder 94 . The first elastic portion 961 is arranged on the front side of the second elastic portion 962 . In addition, the first elastic portion 961 is arranged on the front side of the front currant SG.

The second elastic portion 962 is arranged on the outer wall of the rear collar 92R so as to surround the rear collar 92R, and is arranged on the inner wall of the outer cylinder 94 on the central side. That is, the second elastic portion 562 has portions extending outward in the vehicle width direction X (more specifically, to the right rear side and left rear side in the vehicle width direction X). The second elastic portion 962 is arranged on the rear side of the first elastic portion 961 and is arranged on the front side of the third elastic portion 963 . In addition, the second elastic portion 962 is arranged on the front side of the front currant SG, and is arranged on the rear side of the rear currant SG.

The third elastic portion 963 is arranged on the rear inner wall of the outer cylinder 94 . The third elastic portion 963 is arranged on the rear side of the second elastic portion 962 . Also, the third elastic portion 963 is arranged on the rear side of the rear currant SG.

In this embodiment, the front end 90F is a front end mount 90F having a front spring 96F. The rear end portion 90R is a rear end mount 90R having a rear elastic body 96R.

Since the front end mount 90F does not have currant SG formed thereon, the front end mount 90F has stiffer properties than the rear end mount 90R. Therefore, the front end mount 90F can suppress propagation of high-frequency vibrations to the vehicle body via the torque rod 90 compared to the rear end mount 90R. It should be noted that the front end mount 90F may have stiffer properties than the second mount 50 . Also, the front end mount 90F may have stiffer properties than the first mount 40 .

On the other hand, the rear end mount 90R has a soft property in the vehicle front-rear direction Y and the vehicle vertical direction Z due to the two currant SGs arranged in the vehicle front-rear direction Y. As shown in FIG. Therefore, as shown in Table 2, the static spring constants of the front end mount 90F and the rear end mount 90R are different. Table 2 shows an example of the static spring constant. Each static spring constant (KX, KY, KZ) is the same as in Table 1.

The static spring constant of the front end mount 90F is different from the static spring constant of the rear end mount 90R. Therefore, the rear end mount 90R, which has a small static spring constant (that is, is soft), softly receives the motion and vibration of the motor unit 20, and can suppress the propagation of the vibration to the subframe 30 vehicle body. On the other hand, the front end mount 90F with a large static spring constant (ie, hard) can absorb small vibrations such as high frequency vibrations due to meshing of the gears of the speed reducer 24 . Therefore, it is possible to suppress the vibration propagating from the motor unit 20 to the vehicle body while restricting the amount of movement of the motor unit 20 .

Also, the static spring constant of the rear end mount 90R is smaller than the static spring constant of the front end mount 90F. As a result, the rear end mount 90R is farther from the motor unit 20 than the front end mount 90F, so the rotational force of the motor unit 20 is reduced in the rear end mount 90R as compared to the front end mount 90F. Therefore, by softly receiving the rotation of the motor unit 20 at the rear end mount 90R, the amount of movement of the motor unit 20 can be efficiently regulated.

Also, the number of rear mounts 50B is one, and the number of front mounts 50A is two. Therefore, the number of rear mounts 50B is less than the number of front mounts 50A. As a result, while reducing the load on the rear mounts 50B by the torque rod 90, the number of the rear mounts 50B is made smaller than the number 50A of the front mounts, thereby securing the space behind the accommodation room 2 and improving the vehicle layout. The degree of freedom can be improved.

(3) Forces Acting on Second Mount 50 and Torque Rod 90 Forces acting on the second mount 50 and torque rod 90 will be described with reference to FIG. FIG. 18 is a diagram for explaining forces acting on the second mount 50 and the torque rod 90. FIG. Specifically, FIG. 18A is a view of the motor unit support structure 1 according to the embodiment as viewed from the right side of the vehicle, and shows a state during deceleration. FIG. 18B is a view of the motor unit support structure 1 according to the embodiment as viewed from the right side of the vehicle, showing a state during acceleration.

As shown in FIG. 18, the second front elastic body 56F, which is the second elastic body 56 of the front mount 50A, is arranged in front of the rear mount 50B in the longitudinal direction Y of the vehicle. A second rear elastic body 56R, which is the second elastic body 56 of the rear mount 50B, is arranged in front of the rearmost end 20R of the motor unit 20 in the vehicle front-rear direction Y. As shown in FIG. The rearmost end 20R of the motor unit 20 is the rearmost end of the cover bracket that covers the motor unit 20. As shown in FIG. The second rear elastic body 56R may be arranged in front of the rearmost end of the motor unit 20 (reducer 24 in FIG. 18) with the cover case removed.

With the above configuration, the second rear elastic body 56R is not arranged on the rear side of the motor unit 20, so the dashboard can be arranged without taking a sufficient distance from the motor unit 20 to the rear side. Therefore, the motor unit 20 can be supported without securing a wide space in the vehicle front-rear direction Y as the accommodation chamber 2 .

As shown in FIG. 18A , during deceleration, a torque roll moment (a force that rotates the motor unit) acts on the motor unit 20 clockwise around the torque roll shaft TR. The torque roll moment is generated due to the rotational force from the drive shaft DS (tire) connected to the speed reducer 24 and the reaction force (regenerative braking control, etc.) that reduces the rotation of the rotor that is the rotation shaft of the motor 22. do.

On the other hand, as shown in FIG. 18B, during acceleration, a torque roll moment acts on the motor unit 20 counterclockwise about the torque roll shaft TR. The torque roll moment is generated due to the reaction force from the drive shaft DS (tire) connected to the speed reducer 24 and the reaction force that accelerates the rotation of the rotor that is the rotating shaft of the motor 22 .

A torque roll moment acts on the front mount 50A, the rear mount 50B, and the front end mount 90F of the torque rod 90 due to the torque roll moment described above. At each mount, the torque roll moment acts tangential to a circle centered on the torque roll axis TR.

A front end mount 90</b>F (front elastic body 96</b>F) of the torque rod 90 allows the torque rod 90 to swing about the axial center of the mounting bolt 98 . For this reason, the torque roll moment also acts on the rear end mount 90R of the torque rod 90 .

Here, in general, when the motor unit 20 is suspended and supported, the mount is arranged above the center of gravity of the motor unit 20 . Therefore, the elastic roll axis tends to be positioned above the torque roll axis TR. Therefore, since the elastic roll axis is separated from the torque roll axis TR, when torque is applied to the motor unit 20 due to acceleration/deceleration of the vehicle, the movement of the motor unit 20 increases, and the vibration and impact are propagated to the vehicle body. There is a risk that the quietness of the vehicle will be impaired. In addition, since the movement of the motor unit 20 becomes large, an excessive force due to torque tends to act on some mounts. Such mounts may not be able to absorb excessive forces due to concentrated torque. Moreover, even if the mount can temporarily absorb the force due to the torque, the elastic body of the mount deteriorates quickly due to the overload and may not be able to absorb the force due to the torque.

In the present embodiment, since the torque rod 90 is attached below the axis of the drive shaft DS, the elastic roll axis can be lowered to bring the elastic roll axis closer to the torque roll axis TR. As a result, the movement of the motor unit 20 is reduced, and each mount (the front mount 50A, the rear mount 50B, the front end mount 90F, the rear end mount 90R) efficiently receives the movement of the motor unit 20. Concentration of force due to torque can be reduced.

In addition, since the torque rod 90 is attached at the rear of the motor unit 20 and connects the motor unit 20 with the vehicle body member via the torque rod elastic body 96, not only the second mount 50 but also the torque rod 90 is capable of The turning force of the unit 20 can be received. As a result, the force (load) due to torque applied to the second mount 50 can be reduced, the force (load) due to torque applied to the rear mount 50B can be reduced, and the rear mount 20B can be mounted on the front side of the rearmost end 20R of the motor unit 20. It becomes possible to attach the mount 50B.

A rear end portion 90R of the torque rod 90 is a rear end mount 90R attached to the suspension frame 80 via a torque rod elastic body 96. As shown in FIG. Since the rear end portion 90R of the torque rod 90 extends rearward of the vehicle, the torque rod elastic body 96, specifically, the rear elastic body 96R can be separated from the torque roll axis TR, and the torque rod 90 swings. By reducing the angle, the load applied to the rear elastic body 96R can be reduced. This allows the rear elastic body 96R to have appropriate characteristics. In addition, since it is attached to the suspension frame 80 that reduces vibration, the torque rod 90 and the suspension frame 80 can effectively receive the torque force and suppress the rotation of the motor unit 20. Therefore, the vibration entering the vehicle interior can be effectively suppressed.

As shown in FIGS. 18A and 18B, the distance L1 from the torque roll axis TR of the motor unit 20 to the center C1 of the second front elastic body 56F of the second mount 50 (front mount 50A) is the third distance from the torque roll axis TR. 2 longer than the distance L2 to the center C2 of the second rear elastic body 56R of the second mount 50 (rear mount 50B). The greater the distance from the torque roll axis TR, the easier it is to receive the rotational force (load) of the motor unit. Therefore, by making the distance L1 longer than the distance L2, the force due to the torque applied to the second rear elastic body 56R can be reduced. As a result, the number of rear mounts 50B can be reduced to improve the flexibility of the vehicle layout, and the rotation of the motor unit 20 can be efficiently suppressed in the large number of second front elastic bodies 56F.

Further, the distance L3 from the torque roll axis TR of the motor unit 20 to the center C3 of the torque rod rear elastic body 96R is the center C2 of the second rear elastic body 56R of the second mount 50 (rear mount 50B) from the torque roll axis TR. longer than the distance L2 to The greater the distance from the torque roll axis TR, the easier it is to receive the rotational force (load) of the motor unit. By making the distance L3 longer than the distance L2, the force due to the torque applied to the second rear elastic body 56R can be reduced. It is possible to reduce the force due to the torque applied to the rear elastic body. As a result, the rotation of the motor unit 20 can be efficiently suppressed in the torque rod rear elastic body 96R while reducing the number of rear mounts and improving the flexibility of the vehicle layout.

Further, a second rear elastic body 56F and a second rear elastic body 56F are arranged in a region VR2 on the opposite side of the region VR1 where the torque roll axis TR is located with a virtual plane V passing through the center C1 of the second front elastic body 56F and the center C3 of the torque rod rear elastic body 96R as a boundary. Center C2 of body 56R is located. Compared to the case where the second rear elastic body 56R is positioned in the region VR1 where the torque roll shaft TR is positioned, the second front elastic body 56F and the torque rod rear elastic body 96R receive the rotational force (load) of the motor unit. This makes it possible to reduce the force due to the torque applied to the second rear elastic body 56R. As a result, it is possible to efficiently suppress rotation of the motor unit 20 in the large number of the second front elastic bodies 56F and the rear torque rod elastic bodies 96R, while improving the flexibility of the vehicle layout.

As shown in FIG. 18A, during deceleration, a component force in the vehicle upward direction Z1 and a component force in the vehicle forward direction Y1 are applied to the rear mount 50B. The component force in the vehicle upward direction Z1 acts as a load in the direction opposite to the gravity of the motor unit 20 supported by the rear mount 50B. The load on the rear mount 50B can be reduced by canceling out the gravity.

In FIG. 18, a boundary B1 schematically shows the boundary of the accommodation room 2 at the rear of the vehicle, and a boundary B2 roughly shows the boundary of the accommodation room 2 at the front of the vehicle. Boundary B1 is defined by the dashboard. Since the dashboard functions as a toe board for the front seats of the passenger compartment, at positions lower than a predetermined height, the dashboard extends toward the rear of the vehicle as it goes downward. By arranging the torque rod 90 so that a portion of the torque rod 90 overlaps the dashboard in the vertical direction Z of the vehicle, the accommodation chamber 2 can be made more compact. Therefore, the vibration of the vehicle caused by the motor unit 20 can be suppressed without securing a wide space in the vehicle front-rear direction as the housing chamber 2 .

(4) Other Embodiments In the above, the positions of the two front mounts 50A in the vehicle front-rear direction Y may be the same, and one front mount 50A (right front mount) is the other front mount 50A (left front mount). It may be located in the rearward direction of the vehicle. For example, the left front mount may be arranged in the vehicle rearward direction Y2 so as not to interfere with other components housed in the housing chamber 2 (for example, cooling system components such as a radiator).

In the above description, the intermediate bracket 47 is fixed to both the subframe 30 and the inner wall surface 2s of the housing chamber 2, but the present invention is not limited to this. The intermediate bracket 47 may be fixed only to the subframe 30 (via the lower bracket 44). The intermediate bracket 47 may be fixed only to the inner wall surface 2s.

Although the rear mount 50 is attached to the central mount member 37 in the above description, it is not limited to this. A rear mount 50B may be attached to the auxiliary member 38 .

Although the present invention has been described in detail using the above embodiments, it should be apparent to those skilled in the art that the present invention is not limited to the embodiments described herein. The present invention can be implemented with modifications and variations without departing from the spirit and scope of the invention defined by the claims. Accordingly, the descriptions herein are for the purpose of illustration and description, and are not intended to have any limiting meaning with respect to the present invention.

This aspect can be used in a support structure for a motor unit that suppresses vehicle vibration caused by the motor unit without securing a large space in the vehicle front-rear direction as a storage chamber.

1: Motor unit support structure 2: Housing chamber 2s: Inner wall surface 4: Section 5: Side member 20: Motor unit 20R: Rear end 22: Motor 24: Reducer 30: Subframe 31: Front side member 31u: Upper surface 32: Rear Side member 32u: Upper surface 33: Right member 34: Left member 35: Right mount member 35a: Extension part 35b: Fastening part 36: Left mount member 36a: Extension part 36b: Fastening part 37: Central mount member 37a: Extension Portion 37b : Fastening portion 37u : Upper surface 38 : Auxiliary member 38a : Central portion 38b : End portion 38u : Upper surface 39 : Fastening portion 40 : First mount 41 : Side bracket 42 : Bush 42A : First bush 42B : Second bush 43 : Elastic body 44 : Lower bracket 44A : Front bracket 44B : Rear bracket 45 : Upper bracket 46 : Fastening portion 47 : Intermediate bracket 50 : Second mount 50A : Front mount 50B : Rear mount 51 : Second collar 52 : Outer cylinder Bracket 54: inner cylinder bracket 56: second elastic body 56F: second front elastic body 56R: second rear elastic body 60: power supply section 62: inverter 64: junction box 66: DCDC converter 70: mounting section 80: suspension frame 82: Extension 90: Torque rod 90F: Front end (front end mount)
90P: Body pipe 90R: Rear end (rear end mount)
92F: front collar 92R: rear collar 94: outer cylinder 94F: front outer cylinder 94R: rear outer cylinder 96: torque rod elastic body 96F: front elastic body 96R: rear elastic body (torque rod rear elastic body)
98: Mounting bolt 99: Mounting bracket 412: Body portion 412C: Center portion 412F: Front portion 412R: Rear portion 414: Extension portion 422: First collar 424: Outer cylinder 426: First elastic body 473h: Through hole 474 : Side wall 475 : Base portion 475h : Through hole 522 : Outer cylinder 523 : Fixed portion 542 : Mount shaft 544 : Body portion DS : Drive shaft SG : Currant TR : Torque roll axis V : Virtual plane

Claims (8)

A motor unit support structure for supporting a motor unit composed of a motor and a speed reducer,
a subframe extending in the width direction of the vehicle;
a mount that supports the motor unit below the sub-frame via an elastic body in a storage compartment located forward of a vehicle compartment in which a passenger gets in;
a drive shaft attached to the reduction gear and having an axis extending in the vehicle width direction;
The mount is
a rear mount having a rear elastic body as the elastic body disposed forward of the rearmost end of the motor unit in the vehicle front-rear direction;
a front mount having a front elastic body as the elastic body arranged on the front side of the rear mount in the vehicle front-rear direction;
further comprising a torque rod that supports the motor unit;
the torque rod connects the motor unit to a vehicle body member in the accommodation chamber via a torque rod elastic body;
The torque rod is mounted at a rear portion of the motor unit below the axis of the drive shaft,
The motor unit support structure , wherein the number of the rear mounts is smaller than the number of the front mounts . The torque rod extends rearward of the vehicle from a position where the torque rod is attached to the motor unit,
2. The motor unit support structure according to claim 1, wherein the rear end portion of the torque rod is a rear end mount attached to the suspension frame as the vehicle body member via the torque rod elastic body. the front end of the torque rod is a front end mount attached to the motor unit via the torque rod elastic body;
3. The motor unit support structure according to claim 2, wherein the static spring constant of the front end mount and the static spring constant of the rear end mount are different. 4. The motor unit support structure according to claim 3, wherein the static spring constant of the rear end mount is smaller than the static spring constant of the front end mount. 5. The motor according to claim 1, wherein the distance from the torque roll axis of the motor unit to the center of the front elastic body is longer than the distance from the torque roll axis to the center of the rear elastic body. unit support structure. The torque rod extends rearward of the vehicle from a position where the torque rod is attached to the motor unit,
The torque rod elastic body has a torque rod rear elastic body arranged at the rear end of the torque rod,
6. The distance from the torque roll axis of the motor unit to the center of the rear elastic body of the torque rod is longer than the distance from the torque roll axis to the center of the rear elastic body. motor unit support structure. The torque rod extends rearward of the vehicle from a position where the torque rod is attached to the motor unit,
The torque rod elastic body has a torque rod rear elastic body arranged at the rear end of the torque rod,
The center of the rear elastic body is positioned in a region opposite to the region where the torque roll axis is positioned with respect to an imaginary plane passing through the centers of the plurality of front elastic bodies and the center of the rear elastic body of the torque rod. 7. The motor unit support structure according to 5 or 6 . A motor unit support structure for supporting a motor unit composed of a motor and a speed reducer,
a subframe extending in the width direction of the vehicle;
a mount that supports the motor unit below the sub-frame via an elastic body in a storage compartment located forward of a vehicle compartment in which a passenger gets in;
a drive shaft attached to the reduction gear and having an axis extending in the vehicle width direction;
The mount is
a rear mount having a rear elastic body as the elastic body disposed forward of the rearmost end of the motor unit in the vehicle front-rear direction;
a front mount having a front elastic body as the elastic body arranged on the front side of the rear mount in the vehicle front-rear direction;
further comprising a torque rod that supports the motor unit;
the torque rod connects the motor unit to a vehicle body member in the accommodation chamber via a torque rod elastic body;
The torque rod is mounted at a rear portion of the motor unit below the axis of the drive shaft,
The torque rod extends rearward of the vehicle from a position where the torque rod is attached to the motor unit,
the rear end portion of the torque rod is a rear end mount attached to a suspension frame as the vehicle body member via the torque rod elastic body;
the front end of the torque rod is a front end mount attached to the motor unit via the torque rod elastic body;
A motor unit support structure, wherein the static spring constant of the front end mount and the static spring constant of the rear end mount are different.

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