Patent Description:
Conventionally, a hybrid vehicle power plant has been known in which an inverter (electric component) is installed directly above a transaxle casing and the inverter and an internal combustion engine are connected by a stay to enhance stiffness in coupling between the internal combustion engine and the transaxle and curb deformation such as bending and twisting between the internal combustion engine and the transaxle (see <CIT>). An example of a drive unit is described in Patent Literature <NUM>. An example of an in-vehicle structure of electrical equipment is described in Patent Literature <NUM>.

However, since the conventional hybrid vehicle power plant does not have a configuration that curbs vibration of the inverter disposed directly above the transaxle casing, there is room for improvement in curbing vibration of the inverter.

The present invention has been made by focusing attention on the above circumstances, and aims to provide a support structure for an electric component that can enhance stiffness in support of the electric component installed directly above a transmission case and can curb vibration of the electric component.

The present invention is a vehicle as defined in claim <NUM>.

As described above, according to the present invention, it is possible to enhance stiffness in support of the electric component installed directly above the transmission case and curb vibration of the electric component.

A support structure for an electric component according to an embodiment of the present invention is a support structure for an electric component that is mounted on a vehicle including an internal combustion engine and a transmission connected to the internal combustion engine to be arranged next to the internal combustion engine in a vehicle width direction, and that is installed directly above a transmission case of the transmission such that a longer direction of the electric component is oriented in a vehicle front-rear direction and a shorter direction of the electric component is oriented in the vehicle width direction, in which: the electric component and the internal combustion engine are installed next to each other in the vehicle width direction; the support structure for the electric component comprises a support member connected to an upper wall of the electric component and the internal combustion engine; and the electric component is connected to the internal combustion engine via the support member.

With this configuration, the support structure for the electric component according to the embodiment of the present invention can enhance stiffness in support of the electric component installed directly above the transmission case, and can curb vibration of the electric component.

Hereinafter, a support structure for an electric component according to an example of the present invention will be described with reference to the drawings.

<FIG> are diagrams illustrating the support structure for the electric component according to the example of the present invention. In <FIG>, upper and lower, front and rear, and left and right directions are based on an internal combustion engine and a transmission installed in a vehicle, and a front-rear direction of the vehicle is referred to as the front-rear direction, a left-right direction of the vehicle (width direction of vehicle) is referred to as the left-right direction, and an up-down direction of the vehicle (height direction of vehicle) is referred to as the up-down direction.

First, a configuration will be described.

In <FIG> and <FIG>, an engine <NUM> as an internal combustion engine and a transmission <NUM> are installed in an engine compartment 1a of a vehicle <NUM> (see <FIG>). As illustrated in <FIG>, the vehicle <NUM> includes a dash panel 1A, the engine compartment 1a is formed in front of the dash panel 1A, and a vehicle interior 1b in which occupants including a driver ride is formed behind the dash panel 1A.

As illustrated in <FIG>, the engine <NUM> includes a cylinder block <NUM>, a cylinder head <NUM> attached to an upper part of the cylinder block <NUM>, a cylinder head cover <NUM> attached to an upper part of the cylinder head <NUM>, and an oil pan (not illustrated) attached to a lower part of the cylinder block <NUM>.

A crankshaft 4a is provided in the cylinder block <NUM>, and the crankshaft 4a extends in the width direction of the vehicle (hereinafter also referred to as a vehicle width direction). The engine <NUM> of the present example is a transverse engine.

As illustrated in <FIG> and <FIG>, EGR piping <NUM> is provided in the cylinder head <NUM>. The EGR piping <NUM> is provided in an upper part of the cylinder head <NUM> to extend in the front-rear direction of the vehicle <NUM>, and includes therein an EGR passage 7a that allows passage of an EGR gas (see <FIG>).

An exhaust component (not illustrated) is installed on the front side of the engine <NUM>, and the EGR gas flows into a front end part of the EGR passage 7a from the exhaust component. An intake component (not illustrated) is installed on the rear side of the engine <NUM>, and the EGR gas discharged from a rear end part of the EGR passage 7a is discharged into the intake component.

A transmission case <NUM> is connected to the cylinder block <NUM> of the engine <NUM>, and changes the speed of and outputs a drive force (rotation) transmitted from the crankshaft 4a.

The engine <NUM> and the transmission <NUM> are installed next to each other in the vehicle width direction, and the transmission <NUM> is installed in a part lower than the cylinder head <NUM>. In other words, the engine <NUM> and the transmission <NUM> overlap in the front-rear direction.

The transmission <NUM> includes the transmission case <NUM>, and a transmission mechanism, a differential device, and the like including components such as transmission gears (not illustrated) are installed in the transmission case <NUM>.

As illustrated in <FIG> and <FIG>, an inverter <NUM> as the electric component is installed directly above the transmission case <NUM>. The inverter <NUM> converts DC power supplied from a battery (not illustrated) into three-phase AC power and supplies the three-phase AC power to a motor generator, and converts three-phase AC power generated by the motor generator into DC power and charges a battery with the DC power.

As illustrated in <FIG>, the inverter <NUM> is installed directly above the transmission case <NUM> such that its longer direction is oriented in the front-rear direction of the vehicle <NUM> and its shorter direction is oriented in the vehicle width direction.

As illustrated in <FIG>, the inverter <NUM> has an upper wall <NUM>, a lower wall <NUM>, a front wall <NUM>, a rear wall <NUM> (see <FIG>), a left wall <NUM>, and a right wall <NUM>.

As illustrated in <FIG>, an upper bracket <NUM> is connected to the upper wall <NUM> of the inverter <NUM>. The upper bracket <NUM> is connected to the cylinder head <NUM> via a middle bracket <NUM>.

In other words, the inverter <NUM> is connected to the cylinder head <NUM> via the upper bracket <NUM>. The upper bracket <NUM> of the present example forms a support member.

The middle bracket <NUM> has a horizontal wall part 22A and a vertical wall part 22B. As illustrated in <FIG> and <FIG>, the horizontal wall part 22A is fastened to the EGR piping <NUM> in the up-down direction with a bolt 20A. Specifically, the horizontal wall part 22A is connected to a central part in the front-rear direction of an upper wall 7b of the EGR piping <NUM>.

The vertical wall part 22B extends downward from a left end part in the vehicle width direction of the horizontal wall part 22A, and is fastened to a left side wall 5a of the cylinder head <NUM> in the horizontal direction with a bolt 20B (see <FIG> and <FIG>). The left side wall 5a of the cylinder head <NUM> faces the transmission <NUM> in the vehicle width direction.

In the present example, the upper wall 7b of the EGR piping <NUM> forms an upper wall of an internal combustion engine, and the left side wall 5a of the cylinder head <NUM> forms a side wall of the internal combustion engine.

As illustrated in <FIG>, when the transmission <NUM> is viewed from above, the upper bracket <NUM> is formed in a triangular shape and the inverter <NUM> is formed in a rectangular shape.

Fastening parts 21A, 21B, and 21C are provided in the three vertices of the triangular shape of the upper bracket <NUM>, and the fastening parts 21A, 21B, and 21C are formed of bolt holes through which bolts 20C, 20D, and 20E are inserted, respectively.

The fastening part 21A forms a first fastening part of the present invention, the fastening part 21B forms a second fastening part of the present invention, and the fastening part 21C forms a third fastening part of the present invention.

As illustrated in <FIG>, fastened parts 12A and 12B are provided in a diagonally opposite front end part and rear end part of the rectangular upper wall <NUM> of the inverter <NUM>.

Specifically, the fastened part 12A is provided in a left end part of the front end part of the upper wall <NUM>, and the fastened part 12B is provided in a right end part of the rear end part of the upper wall <NUM> located diagonally opposite to the fastened part 12A.

The fastening part 21A of the upper bracket <NUM> is fastened to the fastened part 12A of the upper wall <NUM> of the inverter <NUM> with a bolt 20C, and the fastening part 21B of the upper bracket <NUM> is fastened to the fastened part 12B of the upper wall <NUM> of the inverter <NUM> with a bolt 20D.

As a result, the upper bracket <NUM> is fastened to the front end part and the rear end part of the upper wall <NUM> of the inverter <NUM> which are separated in the front-rear direction.

As illustrated in <FIG> and <FIG>, a fastened part 22a is provided in the horizontal wall part 22A of the middle bracket <NUM>, and the fastening part 21C of the upper bracket <NUM> is fastened to the fastened part 22a of the horizontal wall part 22A of the middle bracket <NUM> in the up-down direction with a bolt 20E.

As illustrated in <FIG>, the fastened part 22a is provided between a right end part 22c (right end part 22c of horizontal wall part 22A) of the middle bracket <NUM> and a left end part 22d (left end part 22d of vertical wall part 22B) of the middle bracket <NUM> in the vehicle width direction.

In the present example, the fastened part 12A forms a first fastened part, the fastened part 12B forms a second fastened part, and the fastened part 22a forms a third fastened part.

The right end part 22c of the middle bracket <NUM> forms one end part in the vehicle width direction of a first bracket, and the left end part 22d of the middle bracket <NUM> forms the other end part in the vehicle width direction of the first bracket.

The bolt 20C forms a first fastener, the bolt 20D forms a second fastener, and the bolt 20E forms a third fastener.

As illustrated in <FIG>, a lower bracket <NUM> is connected to the lower wall <NUM> of the inverter <NUM>, and the inverter <NUM> is connected to an upper wall 10A of the transmission case <NUM> by the lower bracket <NUM>.

The middle bracket <NUM> of the present example forms the first bracket, and the lower bracket <NUM> forms a second bracket.

As illustrated in <FIG>, a flat-plate-shaped placement part 23A on which the inverter <NUM> is placed is provided in the lower bracket <NUM>, and a pair of front fastened parts 23a and a pair of rear fastened parts 23b are provided in the placement part 23A.

The front fastened part 23a is provided in a front end part of the placement part 23A, and the rear fastened part 23b is provided in a rear end part of the placement part 23A.

A front end part of the lower wall <NUM> of the inverter <NUM> is fastened to the front fastened parts 23a with bolts (not illustrated), and a rear end part of the lower wall <NUM> of the inverter <NUM> is fastened to the rear fastened parts 23b with bolts (not illustrated).

A pair of front fastening parts 23c, a pair of rear fastening parts 23d, and a left fastening part 23e are provided in the lower bracket <NUM>.

The front fastening part 23c is provided in a front end part of the placement part 23A and protrudes downward from the placement part 23A (see <FIG>).

The rear fastening part 23d is provided in a rear end part of the placement part 23A and protrudes downward from the placement part 23A (see <FIG>). The left fastening part 23e extends leftward and downward from a left end part of the placement part 23A to be located leftward of the left wall <NUM> of the inverter <NUM> (see <FIG> and <FIG>).

As illustrated in <FIG>, the left fastening part 23e, the inverter <NUM>, and the engine <NUM> are installed next to one another in the vehicle width direction in the order of the left fastening part 23e, the inverter <NUM>, and the engine <NUM>. The left fastening part 23e of the present example forms a fastening part on one side.

As illustrated in <FIG>, a pair of fastened parts 10a are provided in the upper wall 10A of the transmission case <NUM>, and the rear fastening parts 23d of the lower bracket <NUM> are fastened to the fastened parts 10a in the up-down direction with bolts 20F (see <FIG>).

As illustrated in <FIG> and <FIG>, a middle bracket <NUM> is connected to the transmission case <NUM>, and as illustrated in <FIG>, the middle bracket <NUM> includes a horizontal wall part 24A and a vertical wall part 24B. The middle bracket <NUM> of the present example forms a third bracket.

As illustrated in <FIG>, an upper fastening part 24a is provided in the horizontal wall part 24A, and the upper fastening part 24a is fastened to the upper wall 10A of the transmission case <NUM> in the up-down direction with a bolt <NUM> (see <FIG>).

As illustrated in <FIG>, the vertical wall part 24B extends downward along a front wall 10B of the transmission case <NUM> from a front end part of the horizontal wall part 24A. That is, the vertical wall part 24B extends in the up-down direction along the front wall 10B of the transmission case <NUM>. The front wall 10B of the present example forms a side wall of the transmission case.

As illustrated in <FIG>, lower fastening parts 24b, 24c, and 24d (see <FIG>) are provided in the vertical wall part 24B, and the lower fastening parts 24b, 24c, and 24d are connected to the front wall 10B of the transmission case <NUM> in the horizontal direction with bolts <NUM>.

As illustrated in <FIG>, a pair of fastening parts 24e are provided in the horizontal wall part 24A of the middle bracket <NUM>, and the front fastening part 23c of the placement part 23A is fastened to the pair of fastening parts 24e in the up-down direction with bolts 20I (see <FIG>).

As illustrated in <FIG>, a mount attachment part 10C is provided in a left end part of the upper wall 10A of the transmission case <NUM>.

One end part of a mount bracket <NUM> is fastened to the mount attachment part 10C with bolts 20J.

The other end part of the mount bracket <NUM> is elastically supported to a left side member <NUM> by an elastic body unit <NUM>. The mount bracket <NUM> and the elastic body unit <NUM> form a mount device <NUM>. The left side member <NUM> of the present example forms a vehicle body.

With this configuration, the transmission <NUM> is elastically supported to the left side member <NUM> via the mount device <NUM>. On the other hand, the engine <NUM> is elastically supported to a right side member (not illustrated) by a mount device (not illustrated).

As illustrated in <FIG>, a fastening part 10c is provided in the mount attachment part 10C, and the lower fastening part 23e of the lower bracket <NUM> is fastened to the fastening part 10c in the up-down direction with a bolt <NUM> (see <FIG>).

As described above, the lower bracket <NUM> of the present example is connected to the upper wall 10A of the transmission case <NUM>, the middle bracket <NUM>, and the mount attachment part 10C, and the inverter <NUM> is connected to the upper wall 10A of the transmission case <NUM>, the middle bracket <NUM>, and the mount attachment part 10C via the lower bracket <NUM>.

As illustrated in <FIG>, a component <NUM> forming a part of the transmission <NUM> is attached to the upper wall 10A of the transmission case <NUM>, and the horizontal wall part 24A of the middle bracket <NUM> is installed in a part higher than the component <NUM>.

In other words, the component <NUM> having a certain height is installed in the upper wall 10A of the transmission case <NUM> of the present example. For this reason, when the front side of the lower bracket <NUM> interferes with the component <NUM> and cannot connect directly with the transmission case <NUM>, the lower bracket <NUM> can be connected to the middle bracket <NUM> to connect the inverter <NUM> to the transmission case <NUM> via the lower bracket <NUM> and the middle bracket <NUM>.

Note that while functions and the like of the component <NUM> are not described in detail, any component may be used as long as the component is included as a part of the transmission <NUM>.

Next, effects of the support structure for the inverter <NUM> of the present example will be described.

According to the support structure for the inverter <NUM> of the present example, the inverter <NUM> is installed directly above the transmission case <NUM> such that its longer direction is oriented in the front-rear direction of the vehicle <NUM> and its shorter direction is oriented in the vehicle width direction, and is arranged next to the engine <NUM> in the vehicle width direction.

Additionally, the support structure for the inverter <NUM> has the upper bracket <NUM> connected to the upper wall <NUM> of the inverter <NUM> and the cylinder head <NUM>, and the inverter <NUM> is connected to the cylinder head <NUM> via the upper bracket <NUM>.

With this configuration, the upper wall <NUM> of the inverter <NUM> can be reinforced by the upper bracket <NUM> and also be supported by the upper bracket <NUM>, so that vibration of the upper wall <NUM> of the inverter <NUM> can be curbed.

Additionally, since the inverter <NUM> is installed directly above the transmission case <NUM> such that its longer direction is oriented in the front-rear direction of the vehicle <NUM> and its shorter direction is oriented in the vehicle width direction, vibration in the vehicle width direction is weaker than vibration in the front-rear direction.

According to the support structure for the inverter <NUM> of the present example, by installing the inverter <NUM> and the engine <NUM> next to each other in the vehicle width direction and connecting the inverter <NUM> and the cylinder head <NUM> by the upper bracket <NUM>, it is possible to curb vibration of the inverter <NUM> in the vehicle width direction.

Moreover, by connecting the inverter <NUM> and the cylinder head <NUM> by the upper bracket <NUM>, it is possible to connect a vibration system including the engine <NUM> and a vibration system including the transmission <NUM> by the upper bracket <NUM>, and enhance stiffness in support of the inverter <NUM> with respect to the cylinder head <NUM> to combine the vibration systems. For this reason, it is possible to curb vibration of the inverter <NUM> in the front-rear direction and the vehicle width direction.

As described above, the support structure for the inverter <NUM> of the present example can enhance stiffness in support of the inverter <NUM> installed directly above the transmission case <NUM> and can curb vibration of the inverter <NUM>.

Additionally, the support structure for the inverter <NUM> of the present example has the middle bracket <NUM>, and the middle bracket <NUM> is connected to the upper wall 7b of the EGR piping <NUM> and the left side wall 5a of the cylinder head <NUM> facing the transmission <NUM> in the vehicle width direction.

The upper bracket <NUM> is connected to the middle bracket <NUM>, and the inverter <NUM> is connected to the cylinder head <NUM> via the upper bracket <NUM> and the middle bracket <NUM>.

With this configuration, it is possible to connect the middle bracket <NUM> to two surfaces of the upper wall 7b of the EGR piping <NUM> and the left side wall 5a of the cylinder head <NUM> orthogonal to the upper wall 7b of the EGR piping <NUM>, to increase the attachment strength of the middle bracket <NUM> to the cylinder head <NUM> and enhance stiffness of the middle bracket <NUM>.

For this reason, by connecting the upper bracket <NUM> to the middle bracket <NUM> having high stiffness, it is possible to enhance stiffness in support of the inverter <NUM> with respect to the cylinder head <NUM> even more, and curb vibration of the inverter <NUM> more effectively.

Moreover, while the shape of the upper bracket <NUM> may become complex when the upper bracket <NUM> is directly connected to the EGR piping <NUM>, by connecting the upper bracket <NUM> to the EGR piping <NUM> and the cylinder head <NUM> via the middle bracket <NUM>, it is possible to simplify the shape of the upper bracket <NUM>.

Additionally, according to the support structure for the inverter <NUM> of the present example, when the transmission <NUM> is viewed from above, the upper bracket <NUM> is formed in a triangular shape and the inverter <NUM> is formed in a rectangular shape.

The fastening parts 21A, 21B, and 21C are provided at the three vertices of the triangular shape of the upper bracket <NUM>, and the fastened parts 12A and 12B are provided in the front end part and the rear end part on a diagonal line of the rectangular shape of the upper wall <NUM> of the inverter <NUM>. Moreover, the fastened part 22a is provided in the middle bracket <NUM>.

Additionally, the fastening part 21A is fastened to the fastened part 12A with the bolt 20C, and the fastening part 21B is fastened to the fastened part 12B with the bolt 20D. Moreover, the fastening part 21C is fastened to the fastened part 22a with the bolt 20E.

Additionally, the fastened part 22a is provided between the right end part 22c and the left end part 22d of the middle bracket <NUM> in the vehicle width direction.

As described above, by fastening the fastening part 21A in the front end part and the fastening part 21B in the rear end part of the upper bracket <NUM> to the fastened parts 12A and 12B provided in the front end part and the rear end part on the diagonal line of the inverter <NUM> with the bolts 20C and 20D, it is possible to support the front and rear end parts of the upper wall <NUM> of the inverter <NUM> by the upper bracket <NUM>.

For this reason, it is possible to enhance stiffness in support of the inverter <NUM> with respect to the upper bracket <NUM> even more.

Additionally, since the fastened part 22a of the upper bracket <NUM> can be connected to the middle bracket <NUM> having high stiffness, it is possible to enhance stiffness in support of the upper bracket <NUM> with respect to the middle bracket <NUM> even more. For this reason, stiffness in support of the inverter <NUM> with respect to the cylinder head <NUM> can be enhanced even more.

Additionally, since the fastened part 22a is provided between the right end part 22c and the left end part 22d of the middle bracket <NUM> in the vehicle width direction, when vibration of the upper wall <NUM> of the inverter <NUM> is transmitted to the middle bracket <NUM> through the upper bracket <NUM>, the vibration can be distributed from the middle bracket <NUM> to the upper wall 7b of the EGR piping <NUM> and the left side wall 5a of the cylinder head <NUM>.

As a result, stiffness in support of the inverter <NUM> installed directly above the transmission case <NUM> can be enhanced even more, and vibration of the inverter <NUM> can be curbed more effectively.

Additionally, according to the support structure for the inverter <NUM> of the present example, the cylinder head <NUM> has the EGR piping <NUM> through which the EGR gas flows, and the EGR piping <NUM> is provided in an upper part of the cylinder head <NUM> to extend in the front-rear direction.

Moreover, the middle bracket <NUM> is connected to the central part in the front-rear direction of the upper wall 7b of the EGR piping <NUM>.

Here, since the EGR piping <NUM> includes the EGR passage 7a, the EGR piping <NUM> is thin. For this reason, when the upper bracket <NUM> is connected to the EGR piping <NUM> alone, stress tends to concentrate in the EGR piping <NUM>.

According to the support structure for the inverter <NUM> of the present example, by connecting the middle bracket <NUM> to the upper wall 7b of the EGR piping <NUM> and the left side wall 5a of the cylinder head <NUM> having a higher stiffness than the EGR piping <NUM>, stress transmitted from the inverter <NUM> to the middle bracket <NUM> via the upper bracket <NUM> can be distributed to the upper wall 7b of the EGR piping <NUM> and the left side wall 5a of the cylinder head <NUM> by the middle bracket <NUM>.

For this reason, it is possible to enhance stiffness in support of the inverter <NUM> with respect to the cylinder head <NUM> while protecting the EGR piping <NUM>.

Additionally, since the middle bracket <NUM> is connected to the central part in the front-rear direction of the upper wall 7b of the EGR piping <NUM>, it is possible to prevent concentration of stress to the front end part or the rear end part of the EGR piping <NUM> and disperse the stress applied on the EGR piping <NUM> from the central part in the front-rear direction of the EGR piping <NUM> to the entire EGR piping <NUM> to protect the EGR piping <NUM> more effectively.

Additionally, the support structure for the inverter <NUM> of the present example has the lower bracket <NUM> connected to the upper wall 10A of the transmission case <NUM>, and the inverter <NUM> is fastened to the front fastened part 23a provided in the front end part of the lower bracket <NUM> and the rear fastened part 23b provided in the rear end part of the lower bracket <NUM>.

The lower bracket <NUM> is fastened to the transmission case <NUM> via the front fastening part 23c provided in the front end part of the lower bracket <NUM>, the rear fastening part 23d provided in the rear end part of the lower bracket <NUM>, and the left fastening part 23e provided in the lower bracket <NUM> to be located on the left side of the inverter <NUM>, and the left fastening part 23e, the inverter <NUM>, and the engine <NUM> are installed next to one another in the vehicle width direction in the order of the left fastening part 23e, the inverter <NUM>, and the engine <NUM>.

With this configuration, it is possible to connect the lower bracket <NUM> to which the inverter <NUM> is connected with the transmission case <NUM> in a wider range than the area of the lower wall <NUM> of the inverter <NUM>, and enhance stiffness in support of the inverter <NUM> with respect to the transmission case <NUM> even more.

Additionally, since the lower bracket <NUM> is connected with the transmission case <NUM> in a longer range than the length in the vehicle width direction of the lower wall <NUM> of the inverter <NUM>, it is possible to curb vibration of the inverter <NUM> in the vehicle width direction more effectively.

Additionally, according to the support structure for the inverter <NUM> of the present example, the transmission case <NUM> has the mount attachment part 10C.

The mount attachment part 10C is connected to the mount bracket <NUM> that connects the transmission case <NUM> to the left side member <NUM>, and the left fastening part 23e is fastened to the mount attachment part 10C.

Since the mount bracket <NUM> is connected to the mount attachment part 10C with the bolts 20J, the mount attachment part 10C has high stiffness. Hence, by providing the left fastening part 23e in the mount attachment part 10C having high stiffness and connecting the lower bracket <NUM> to the left fastening part 23e, it is possible to increase the attachment strength of the lower bracket <NUM>. For this reason, it is possible to enhance stiffness in support of the inverter <NUM> with respect to the transmission case <NUM> even more.

Additionally, since the left fastening part 23e farthest away from the engine <NUM> in the vehicle width direction is installed in the mount attachment part 10C having high stiffness and the lower bracket <NUM> is connected to the left fastening part 23e, it is possible to increase the attachment strength of the lower bracket <NUM> with respect to the transmission case <NUM> in the vehicle width direction. For this reason, it is possible to curb vibration of the inverter <NUM> in the vehicle width direction more effectively.

Additionally, the support structure for the inverter <NUM> of the present example has the middle bracket <NUM> connected to the transmission case <NUM>.

The front fastening part 23c is fastened to the middle bracket <NUM>, and the inverter <NUM> is connected to the transmission case <NUM> via the lower bracket <NUM> and the middle bracket <NUM>.

As a result, even when the distance between the transmission case <NUM> and the inverter <NUM> is long, the inverter <NUM> can be connected to the transmission case <NUM> via the lower bracket <NUM> and the middle bracket <NUM>.

For this reason, it is possible to enhance stiffness in coupling between the inverter <NUM> and the transmission case <NUM> by the lower bracket <NUM> and the middle bracket <NUM>, and prevent reduction of stiffness in support of the inverter <NUM> with respect to the transmission case <NUM>. As a result, it is possible to curb vibration of the inverter <NUM> more effectively.

Additionally, even when the component <NUM> is installed on the upper wall 10A of the transmission case <NUM>, the lower bracket <NUM> and the middle bracket <NUM> can prevent interference of the inverter <NUM> with the component <NUM> and also enable installation of the inverter <NUM> directly above the transmission case <NUM> to improve the degree of freedom of installation of the inverter <NUM>.

While an example of the present invention has been disclosed, it is clear that a person skilled in the art can make modifications without departing from the scope of the present invention as defined by the appended claims.

Claim 1:
A vehicle (<NUM>) comprising:
an internal combustion engine (<NUM>);
a transmission (<NUM>) having a transmission case (<NUM>) and arranged next to the internal combustion engine (<NUM>) in a vehicle width direction;
an electric component (<NUM>) supported directly above the transmission case (<NUM>) such that a longer direction of the electric component (<NUM>) is oriented in a vehicle front-rear direction and a shorter direction of the electric component (<NUM>) is oriented in the vehicle width direction; and
a support structure comprising a support member (<NUM>) connected to an upper wall (<NUM>) of the electric component (<NUM>) and the internal combustion engine (<NUM>) to connect the electric component (<NUM>) to the internal combustion engine (<NUM>),
the electric component (<NUM>) and the internal combustion engine (<NUM>) being installed next to each other in the vehicle width direction;
wherein
the support structure comprises a first bracket (<NUM>) that is connected to an upper wall (7b) of the internal combustion engine (<NUM>) and a side wall (5a) of the internal combustion engine (<NUM>) facing the transmission (<NUM>) in the vehicle width direction, wherein
the support member (<NUM>) is connected to the internal combustion engine (<NUM>) at the first bracket (<NUM>), and
the electric component (<NUM>) is connected to the internal combustion engine (<NUM>) via the support member (<NUM>) and the first bracket (<NUM>).