• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    electric vehicle. an electric vehicle described in this report, which includes an inverter (4) disposed outside the frame members in a vehicle width direction, in a front compartment. an inner side of the inverter (4) in the vehicle width direction is fixed to one of the frame members (3). an outer side of the inverter (4) in the vehicle width direction is fixed to an outer cabin plate (5; 105). moreover, a clamping force on the inner side of the inverter (4) is less than a clamping force on the outer side of the inverter (4).
    公开号:BR112015018782B1
    申请号:R112015018782-0
    申请日:2013-02-20
    公开日:2021-07-20
    发明作者:Kenshi Yamanaka
    申请人:Toyota Jidosha Kabushiki Kaisha；
    IPC主号:
    专利说明:

    FIELD OF TECHNIQUE
    [0001] The invention relates to an electric vehicle. In particular, the invention relates to an assembly structure of an inverter that converts direct current electrical power from a battery into alternating current electrical power and supplies this alternating current electrical power to a motor in an electric vehicle. "The electric vehicle" in this specification includes a vehicle powered by fuel cells and a hybrid vehicle equipped with an engine mechanism as well as an engine. TECHNICAL BACKGROUND
    [0002] There are two types of vehicle body structures, that is, a monoblock structure and a frame structure. The one-piece structure imparts structural strength through a plate material. The frame structure imparts structural strength through a frame as a combination of beams. A frame-frame motor vehicle has two beams that extend in a longitudinal direction as main members that impart structural strength. The beams are called side members or side frames. The two side members are main members of the frame. The two side frames are coupled together by an auxiliary beam that extends in a vehicle width direction.
    [0003] The main components of a drive train are arranged between the two side members in a front compartment, due to the fact that a space between the two side members is adequate to protect devices from an impact. A motor vehicle with an engine mechanism disposed between two side members is disclosed, for example, in Patent Application Publication No. JP 2005029057 (JP 2005-029057 A). Patent Application Publication No. JP 2004-175301 (JP 2004-175301 A) discloses an electric vehicle with an improved inverter arrangement. In the electric vehicle, a battery and inverter, which converts a battery's direct current electrical power into alternating current electrical power to supply this alternating current electrical power to a motor, are disposed between two side members. Consequently, in addition, the following technique is disclosed in Patent Application Publication No. JP 2005-262894 (JP 2005-262894 A) as a technique of protecting an inverter from the impact of a collision. According to the technique, the inverter is fixed to a frame member by a buckle called a clamp. A power cable is attached to the clamp. The power cable is a cable that connects the inverter and the motor together and is a component that must be protected from impact due to the flow of a large current through it. Upon receiving an impact, the clamp is also deformed as the frame member is deformed. For this reason, the amount of relative displacement of the inverter and the clamp is small. Therefore, the possibility of breakage of the power cable can be reduced. SUMMARY OF THE INVENTION
    [0004] It is preferable that important devices are arranged between the two side members. In this case, however, the degree of freedom in the arrangement of the devices is low. This descriptive report provides a technique for the effective use of a space in a front compartment of an electric vehicle. In the electric vehicle disclosed by this specification, an inverter is arranged outside the frame members in a vehicle width direction, in a front compartment. Therefore, other devices can be arranged in a space between the two frame members. It should be noted, in this document, that "frame members" are a type of vehicle frame members as described above and extend in a longitudinal direction of the vehicle. In addition, "the outside of the frame members in the vehicle width direction" means that one side is farther away from a vehicle center in the vehicle width direction than the frame members. Also, "the arrangement of the drive outside the frame members" does not necessarily mean that the entire drive is located outside the frame members. At least half of the drive can be arranged outside the frame members. Then, another device equivalent to half the inverter volume can be arranged between the two frame members.
    [0005] The inverter can preferably be fixed in the following mode. An inner side of the inverter in the vehicle width direction is attached to one of the frame members. An external side of the inverter in the vehicle width direction is fixed to an external cab plate. "The outside cabin plate" is a shell-like metal plate that defines a cabin. Furthermore, it is suitable for the inverter to be arranged above or below the frame members, and for a clamping force on the inner side of the inverter to be less than a clamping force on the outer side of the inverter. By making the clamping forces different from each other, the clamping between the frame member and the inverter is released first by receiving a diagonal impact from the front, so that the inverter is released from the frame member. On the other hand, the inverter is connected with the external cabin board. Therefore, upon receiving an impact, the drive may move as the outside cabin plate is deformed. The impact received by the inverter is mitigated through the movement of the inverter.
    [0006] While the frame members are produced from highly rigid iron, the cabin outer plate is produced from a steel plate, so that the material of the frame members exhibits greater rigidity than the material of the outer cabin plate. cabin. Therefore, in order to make the clamping force between the inverter and the frame member to be less than the clamping force between the inverter and the cabin outer plate, it is appropriate to adopt, for example, a clamp that is is more likely to disengage (more likely to break) than in the case of direct screw fixation.
    [0007] As described above, the degree of freedom in exposing the devices in the front compartment can be enhanced by disposing the inverter outside the two frame members (outside in the vehicle width direction). In addition, the inner side of the inverter is fixed to one of the frame members and the outer side of the inverter is fixed to the outer cabin plate. Also, the inner side clamping force is made less than the outer side clamping force. In this way, upon receiving a diagonal impact from the front of the vehicle, the inverter is released from the frame member, but remains attached to the external cab plate. The inverter is allowed to move to a certain extent so that the impact can be mitigated.
    [0008] In the aforementioned structure, the inner side of the inverter in the vehicle width direction is fixed to one of the frame members. The structure advantage can also be obtained from the following structure. That is, both the inner and outer sides of the inverter in the vehicle width direction are fixed to the cabin outer plate, and the cabin outer plate is fixed to one of the frame members inside the inverter in the vehicle width direction. Then, the clamping force of the inverter outer side in the vehicle width direction is made greater than the inverter inner side clamping force in the vehicle width direction or the clamping force between the cabin outer plate and the member of frame. Furthermore, in such a structure, upon receiving a diagonal impact from the front of the vehicle, the inverter is released from the frame member, but remains coupled to the outer cabin plate. The drive is allowed to move to a certain extent so the impact can be mitigated.
    [0009] The details of the technique disclosed by the present specification and further improvements thereto will be described hereinafter with reference to the embodiments of the invention. BRIEF DESCRIPTION OF THE DRAWINGS
    [0010] Figure 1 is a plan view of an electric vehicle according to the first embodiment of the invention.
    [0011] Figure 2 is a side view of the electric vehicle.
    [0012] Figure 3 is a front view of the electric vehicle.
    [0013] Figure 4 is an enlarged perspective view of a location where a side member and an inverter are fixed to each other.
    [0014] Figure 5 is a plan view showing an exemplary movement of the inverter upon receiving a diagonal impact from the front.
    [0015] Figure 6 is a side view of an electric vehicle according to the second embodiment of the invention.
    [0016] Figure 7 is a front view of the electric vehicle according to the second embodiment of the invention.
    [0017] Figure 8 is a front view of an electric vehicle according to the third embodiment of the invention. WAYS TO CARRY OUT THE INVENTION
    [0018] Some preferred features of the technique described in the embodiments of the invention will be listed below as an attached structure of an inverter.
    [0019] (1) The inverter is located above a frame member.
    [0020] (2) The inverter is arranged on a fender threshold.
    [0021] (3) The inverter is arranged behind a center of a front compartment in a longitudinal direction. MODALITIES
    [0022] (First Mode) Figures 1 to 3 are the plan, side and front views showing the electric vehicle according to the first embodiment of the invention, respectively. Consequently, a relationship between vehicle frame members, an external cabin plate and the inverter will be described in the present document, so that the schematic representation and description of other components will be arbitrarily omitted.
    [0023] A front compartment 31 of an electric vehicle 2 is mounted with a traction motor 6 and an inverter 4. The inverter 4 converts a direct current electrical power from a battery 35, which is arranged in a luggage space in a the rear of the vehicle, in an alternating current electrical power, and supplies this alternating current electrical power to motor 6. A large alternating current is supplied from inverter 4 to motor 6, so that inverter 4 is arranged nearby to engine 6 with a view to reduce transmission loss in electrical power. Therefore, both motor 6 and inverter 4 are mounted in the front compartment.
    [0024] Electric vehicle 2 has a frame structure. Two side members 3 are main components of a frame (frame members). The two side members 3 mainly impart structural strength to the electric vehicle 2. The two side members 3 extend parallel to a longitudinal direction of the vehicle and are coupled together by a plurality of crossmembers 21 which extend in a direction of vehicle width. The engine 6 is arranged between the two side members 3. The engine 6 is fixed to the crossmembers 21. The engine 6 is arranged between the two high-strength side members 3. In the event of a vehicle collision, the side members 3 protect the engine 6.
    [0025] The inverter 4 is arranged outside the frame members 3 in the vehicle width direction instead of being arranged between the two frame members 3. It should be noted, however, that the inverter 4 is fixed to a of the frame members 3 through a clamp 7 by screws 13 and 14. The clamp 7 is a buckle for attaching the inverter 4 to the frame member 3 and is made of a metal plate.
    [0026] In addition, the inverter 4 is also fixed to an external cabin plate 5. The external cabin plate 5 is a structure that defines a cabin (a boarding space 32) and is mainly produced from a plate of metal. Accordingly, a reference number 33 in the drawings denotes a seat in which a passenger is accommodated. Seat 33 is arranged in cabin space 32.
    [0027] As well as shown in Figures 1 and 3, the inverter 4 is fixed to the frame member 3 through the clamp 7 inside in the vehicle width direction and is fixed to the cabin outer plate 5 outside in the direction of vehicle width. Consequently, a straight line CL indicates a vehicle center in the vehicle width direction in Figure 3. Consequently, the interior in the vehicle width direction means a side that is closer to a center line CL than the side members 3 and the outside in the vehicle width direction means one side that is further away from the centerline CL than the side members 3. Also, in Figure 3, the outer cabin plate 5 is pictured only in the vicinity of the inverter 4 and the other part of cabin exterior plate 5 is not shown.
    [0028] The clamp 7 is structured so that the inverter 4 is disengaged when a load of a predetermined magnitude is applied thereto. It should be noted that in this document that "the load of predetermined magnitude" is a value less than a clamping force between the outer cabin plate 5 and the inverter 4. Furthermore, the clamping force of the clamp 7 is adjusted such that the inverter 4 is disengaged from the frame member 3 when an assumed collision impact is applied thereto. On the other hand, the clamping force between the outer cabin plate 5 and the inverter 4 is adjusted such that the impact of collision can be tolerated.
    [0029] Figure 4 shows an exemplary structure of clamp 7. It should be noted that the retraction is inverted vertically in Figure 4 (see a coordinate system in the drawing). The clamp 7 has a through hole 7a and a slit 7b. Clamp 7 is attached to side member 3 through through hole 7a by screw 13. On the other hand, clamp 7 is attached to inverter 4 through slot 7b by screw 14. A negative direction on an X axis of Figure 4 is equivalent to a direction backwards in relation to the vehicle. Slot 7b opens backwards with respect to the vehicle. Therefore, when the load of predetermined magnitude is applied to inverter 4 backwards relative to the vehicle (in a direction indicated by an arrow A in Figure 4), where inverter 4 is disengaged from clamp 7, namely, from the side member 3.
    [0030] The advantages of the aforementioned structure of clamp 7 will be described. Figure 5 is a plan view of the same electric vehicle 2 as in Figure 1. An arrow denoted by a reference symbol F represents an impact that electric vehicle 2 receives from the right in front. The thick lines indicate the deformation of the outer cabin plate 5 upon receipt of an impact and the movement of the inverter 4. Upon receipt of an impact from the front right, where a front right portion of the outer plate of cabin 5 turns left and back. The outer side of the inverter 4 is fixed to the outer cabin plate 5 and the inner side of the inverter 4 is fixed to the side member 3. However, when the collision load applied to the rear exceeds the predetermined magnitude, the inverter 4 is disengaged from the clamp 7 to be released from the side member 3. Therefore, the inverter 4 moves to the left and back as the outer cabin plate 5 is deformed. Consequently, as shown in Figures 2 and 3, the inverter 4 is located above the side members 3. Consequently, the inverter 4 can move to the left and back without interfering with the side members 3. Upon receiving an impact, the inverter 4 is released from being attached to side member 3 and moves backwards. The impact received is mitigated through the movement of the inverter 4.
    [0031] In the aforementioned structure, the inverter 4 is arranged outside the two side members 3. Therefore, other important devices can be arranged in a space between the side members 3. The electric vehicle 2 according to the modality of the invention is advantageous in that the degree of freedom in displaying the devices in the front compartment is high.
    [0032] (Second Modality) Next, the electric vehicle according to the second modality of the invention will be described. Figure 6 is a side view showing an electric vehicle 102 in accordance with the second embodiment of the invention. Figure 7 is a front view showing the electric vehicle 102. The schematic representation of an engine is also omitted in Figures 6 and 7. The electric vehicle 102 according to this second embodiment of the invention is an example in which the aforementioned attached structure previously of the inverter is applied to a large vehicle such as a pickup truck. In the case of a large vehicle, the space of the front compartment 31 is high and the space above the front wheels is ample. In such a case, it is suitable for the inverter 4 to be arranged behind the center of the front compartment 31 in the longitudinal direction. A reference symbol L in Figure 6 denotes a length of the front compartment 31 in the longitudinal direction. The inverter 4 is arranged in a rear half range (a range indicated by L/2 in the drawing) of the front compartment 31. By disposing the inverter 4 behind the front compartment, the impact received by the inverter 4 in the event of a vehicle collision can be reduced.
    [0033] Furthermore, when there is a space above the front wheels, it is suitable for the inverter 4 to be fixed to an upper portion of a fender sill 105a. The fender sill 105a forms part of a cabin outer plate 105 and is a location to which a front fender 108 is attached.
    [0034] (Third Modality) Next, the electric vehicle according to the third modality of the invention will be described. Figure 8 is a front view showing an electric vehicle 202 in accordance with the third embodiment of the invention. The third embodiment of the invention is an example of modification of the fastening structure of the inverter on the electric vehicle 2 according to the first embodiment of the invention. An inner side of the inverter 4 in the vehicle width direction and an outer side of the inverter 4 in the vehicle width direction are fixed to an outer cab plate 205. More specifically, the inner side of the inverter 4 and the outer side of the inverter 4 are fixed to the cabin outer plate 205 through clamps 207 by screws 14. The clamps are buckles for securing an object. In this case, the clamps 207 are buckles to secure the inverter 4 to the cab outer plate 205.
    [0035] The outer cab plate 205 is fixed to the side member 3 by screw 13, inside the inverter 4 in the vehicle width direction (on a side close to the centerline CL). So, the clamping force between the outer cabin plate 205 and the side member 3 is less than the clamping force of the outer side of the inverter 4 in the vehicle width direction. The clamping force of the outside of the inverter 4 in the vehicle width direction is adjusted so that an assumed collision impact can be tolerated. The clamping force between the outer cabin plate 205 and the side member 3 is adjusted so that the outer cabin plate 205 and the side member 3 are disengaged from each other when the presumed collision impact is applied thereto.
    [0036] The same effect as in the electric vehicles according to the first and second embodiments of the invention is obtained from the structure of the third embodiment of the invention as well. That is, when the inverter 4 receives an impact, the outer cabin plate 205 and the side member 3 are released from being attached to each other, so that the inverter 4 is released from the side member. As a result, inverter 4 moves backwards according to the impact. The impact received is mitigated through the movement of the inverter 4.
    [0037] Consequently, in the third embodiment of the invention, the clamping force between the outer cabin plate 205 and the side member 3 is less than the clamping force of the outer side of the inverter 4 in the vehicle width direction. The same advantage is also obtained so as to make the clamping force of the inner side of the inverter 4 in the vehicle width direction to be less than the clamping force of the outer side of the inverter 4 in the vehicle width direction, instead to establish such a relationship between the clamping forces.
    [0038] In order to realize different clamping forces, the clamp 7 exemplified in the first embodiment of the invention can be used. Different clamping forces can also be realized by changing the bolt diameters to secure the drive. Consequently, a smaller diameter screw can be used to fix the inverter outer side in the vehicle width direction and a larger diameter bolt can be used to fix the inverter inner side in the vehicle width direction or to secure the cabin outer plate 205 and the side member 3 together.
    [0039] Points to remember about the technique described in the modalities of the invention will be mentioned. The side members 3 extending in the longitudinal direction of the vehicle are equivalent to an example of the frame members.
    [0040] The non-restrictive and representative concrete examples of the invention have been described in detail with reference to the drawings. This detailed description is simply intended to inform those skilled in the art of the details for carrying out the preferred examples of the invention and is not intended to limit the scope of the invention. Furthermore, the disclosed additional features and inventions can be used separately from or in combination with other features and inventions in order to provide an additionally improved electric vehicle.
    [0041] Furthermore, the features and combinations of processes revealed in the detailed description mentioned above are not indispensable in the broadest sense in carrying out the invention, but are described for the sole purpose of explaining the concrete examples representative of the particular invention . Furthermore, various features of the aforementioned representative concrete examples and various features of what is described in the dependent and independent claims need not be combined with one another as in the concrete examples described herein or according to the sequence of enumerations in providing additional modalities and effects of the invention.
    [0042] All features described in this report and/or in the claims are intended to be disclosed individually and independently of each other as limitations on the contents revealed at the time of filling the order and the specific matters described in the claims, separately from the configurations of the features described in the embodiments of the invention and/or in the claims. Furthermore, all numerical ranges and groups or aggregations are described as limitations on the contents revealed at the time of filling out the order and the specific matters described in the claims, with the intention of revealing intermediate configurations thereof.
    [0043] Although the concrete examples of the invention have been described above in detail, these are no more than examples and should not limit the claims. The technique described in the claims includes those obtained by modifications and alterations to the concrete examples exemplified above in various ways. The technical elements described in this specification or in the drawings are technically useful alone or in various combinations and should not be limited to the combinations described in the claims at the time of filing the order. Furthermore, the technique exemplified in this descriptive report or in the drawings can achieve a plurality of goals at the same time and is technically useful in achieving one of the goals on its own. DESCRIPTION OF REFERENCE NUMBERS 2 , 102, 202 ELECTRIC VEHICLE 3 SIDE MEMBER 4 INVERTER 5 , 105, 205 OUTDOOR CABIN PLATE 6 ENGINE 7, 207 CLAMP 7a CROSS HOLE 7b SLACK 21 CRADLE 31 105 FRONT CABINET COMPARTMENT 32 SPACE 108 FRONT FENDER CL CENTRAL LINE
    权利要求:
    Claims (8)
    [0001]
    1. Electric vehicle comprising: a traction motor (6) two frame members (3) extending in a longitudinal direction of the vehicle (2, 102); and an inverter (4) configured to supply alternating current electrical power to the traction motor (6), the inverter (4) being disposed outside the two frame members (3), in a vehicle width direction, in a front compartment (31) of the vehicle (2, 102); wherein an inner side of the inverter (4) in the vehicle width direction is fixed to one of the two frame members (3), and an outer side of the inverter (4) in the vehicle width direction is fixed to a external cabin plate (5, 105), characterized in that a clamping force on the inner side of the inverter (4) is less than a clamping force on the outer side of the inverter (4).
    [0002]
    2. Electric vehicle, according to claim 1, characterized in that the inverter (4) is located above the two frame members (3).
    [0003]
    3. Electric vehicle according to claim 1 or 2, characterized in that the inverter (4) is arranged in a sill fender (105a).
    [0004]
    4. Electric vehicle, according to any one of claims 1 to 3, characterized in that the inverter (4) is arranged behind a center of the front compartment (31) in the longitudinal direction.
    [0005]
    5. Electric vehicle comprising: a traction motor (6); two frame members (3) extending in a longitudinal direction of the vehicle (202); and an inverter (4) configured to supply alternating current electrical power to the traction motor (6), the inverter (4) being disposed outside the two frame members (3), in a vehicle width direction, in a front compartment (31) of the vehicle (202); wherein an outer side of the inverter (4) in the vehicle width direction is fixed to an outer cabin plate (205), the electric vehicle being characterized by the fact that: an inner side of the inverter (4) in the width direction of vehicle is fixed to the outer cabin plate (205), the outer cabin plate (205) is fixed to one of the two frame members (3) inside the inverter (4) in the vehicle width direction, and a Inverter outer side clamping force (4) in the vehicle width direction is greater than inverter inner side clamping force (4) or a clamping force between the cab outer plate (205) and one of the two frame members (3).
    [0006]
    6. Electric vehicle, according to claim 5, characterized in that the inverter (4) is located above the two frame members (3).
    [0007]
    7. Electric vehicle according to claim 5 or 6, characterized in that the inverter (4) is arranged in a sill fender (105a).
    [0008]
    8. Electric vehicle, according to any one of claims 5 to 7, characterized in that the inverter (4) is arranged behind a center of the front compartment (31) in the longitudinal direction.
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    法律状态:
    2018-12-04| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-11-19| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-04-06| B06A| Notification to applicant to reply to the report for non-patentability or inadequacy of the application [chapter 6.1 patent gazette]|
    2021-06-08| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-07-20| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 20/02/2013, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    PCT/JP2013/054139|WO2014128855A1|2013-02-20|2013-02-20|Electric vehicle|
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