JP2018122606A - Fuel cell vehicle - Google Patents

Abstract

In a fuel cell vehicle in which a motor drive unit is arranged at the rear of the vehicle, the motor drive unit is prevented from being damaged during a rear collision. An electric motor 11 driven by power generated by a fuel cell stack 2 and mechanisms 19, 21, 22, 26, and 25 for transmitting the driving force of the electric motor 11 to a rear wheel axle 40a are accommodated in a case 10a. The transaxle 10 is the fuel cell vehicle 1 disposed in the vehicle rear portion 1b so as to straddle the rear wheel axle 40a. The second and third hydrogen tanks 4 and 5 that store the fuel gas supplied to the fuel cell stack 2 are arranged in a plan view so that the longitudinal direction of the hydrogen tanks 4 and 5 is the vehicle front-rear direction. The rear end portions 4a and 5a of the second and third hydrogen tanks 4 and 5 are arranged so as to be located rearward of the transaxle 10 in the vehicle front-rear direction. [Selection] Figure 1

Description

  The present invention relates to a fuel cell vehicle, and in particular, a motor drive unit in which a motor and a mechanism for transmitting the driving force of the motor to a rear wheel axle are accommodated in a case is disposed at the rear of the vehicle so as to straddle the rear wheel axle. The present invention relates to a fuel cell vehicle.

  Conventionally, a motor driven by the power generated by the fuel cell and a mechanism (such as a reduction gear or a differential gear device) that transmits the driving force of the motor to the rear wheel axle are housed in a single case and integrated. There is known a fuel cell vehicle equipped with the motor drive unit.

  In such a fuel cell vehicle, a fuel tank for storing the fuel gas supplied to the fuel cell is necessary, and in order to extend the cruising distance, it is necessary to load more fuel gas. When a large fuel tank is mounted, the effective use of the vehicle space is hindered. Therefore, a plurality of relatively small fuel tanks are generally mounted in a distributed manner. Thus, various layouts have conventionally been proposed for the positional relationship between the plurality of fuel tanks and the motor drive unit.

  For example, in Patent Document 1 (particularly FIG. 4), in a fuel cell vehicle in which a motor drive unit is disposed at the rear of the vehicle so as to straddle the rear wheel axle, the longitudinal direction is the vehicle longitudinal direction at the center of the vehicle. There is disclosed a layout in which two fuel tanks are arranged and two fuel tanks are arranged before and after the motor drive unit so that the longitudinal direction thereof is the vehicle width direction.

International Publication WO2015 / 185184

  In the fuel cell vehicle in which the fuel tank is arranged on the rear side of the motor drive unit as in the above-mentioned Patent Document 1, the fuel tank generally composed of high-strength parts is more than the motor drive unit at the time of a rear collision. Since the impact load is received first, it is possible to suppress a relatively large impact load at the initial stage of the rear impact from directly acting on the motor drive unit.

  However, in the layout as disclosed in Patent Document 1, the rear fuel tank moved to the front side due to a collision comes into contact with the motor drive unit, or the rear fuel tank and the front fuel tank moved to the front side. The motor drive unit (for example, the case) may be damaged when the motor drive unit is sandwiched between the two parts or is pushed by the rear fuel tank that has moved forward and the motor drive unit comes into contact with peripheral components. .

  Thus, for example, when the case is damaged, a high voltage portion (for example, a motor, a terminal portion, etc.) in the motor drive unit that should be protected by a cover or a cover to prevent an electric shock or the like is exposed, There is a possibility that a state in which such a high-voltage part can be touched may occur, or the exposed high-voltage part may be damaged by coming into contact with peripheral components.

  The present invention has been made in view of such a point, and an object of the present invention is to suppress damage to the motor drive unit at the time of a rear collision in a fuel cell vehicle in which the motor drive unit is disposed at the rear of the vehicle. Is to provide.

  In order to achieve the above object, in the fuel cell vehicle according to the present invention, even if the fuel tank moves at a position where it is more susceptible to a collision load than the motor drive unit during a rear collision and moves due to the collision, it hits the motor drive unit. It is arranged so that it does not touch.

  Specifically, the present invention relates to a motor drive unit in which a motor driven by power generated by a fuel cell and a mechanism for transmitting the driving force of the motor to a rear wheel axle are housed in a case. The fuel cell vehicle is arranged at the rear of the vehicle so as to straddle the vehicle.

  The fuel tank for storing the fuel gas supplied to the fuel cell is disposed on the side of the motor drive unit in plan view so that the longitudinal direction of the fuel tank is the vehicle front-rear direction. The fuel tank is disposed so that a rear end portion of the fuel tank is located on the rear side in the vehicle front-rear direction with respect to the motor drive unit.

  In the present invention, “arranged on the side of the motor drive unit in plan view” means that the motor drive unit is located on the right side in the vehicle width direction and / or on the left side in the vehicle width direction in plan view. This includes not only the case of being located directly beside but also the case of being slightly shifted up and down from the motor drive unit.

  According to this configuration, since the fuel tank is arranged at the rear of the vehicle so that the rear end portion is located on the rear side in the vehicle front-rear direction with respect to the motor drive unit, it is generally configured with high-strength parts at the time of a rear collision. The fuel tank can receive a collision load. Thereby, it is possible to suppress a relatively large collision load at the initial stage of the rear collision from directly acting on the motor drive unit.

  In addition, the fuel tank is arranged on the side of the motor drive unit in plan view so that the longitudinal direction thereof is the vehicle front-rear direction. In other words, the fuel tank does not overlap the motor drive unit when viewed from the rear of the vehicle. Since the fuel tank extends in the vehicle longitudinal direction at the position, the fuel tank can be prevented from coming into contact with the motor drive unit even if the fuel tank moves forward in the vehicle longitudinal direction due to a collision. Thereby, it can also be suppressed that the collision load at the time of the rear collision indirectly acts on the motor drive unit via the fuel tank.

  As described above, according to the present invention, it is possible to suppress the collision load at the time of the rear collision from acting directly and indirectly on the motor drive unit. In other words, the motor drive unit includes peripheral components including the fuel tank. , It is possible to prevent the motor drive unit from being damaged during a rear collision.

  In the fuel cell vehicle, it is preferable that the fuel tank is disposed on both left and right sides of the motor drive unit in a plan view.

  According to this configuration, the collision load at the time of the rear collision can be received in a balanced and reliable manner by the fuel tanks arranged on the left and right sides of the motor drive unit. Direct action on the motor drive unit can be reliably suppressed. Also in this case, the left and right fuel tanks extend in the vehicle front-rear direction at positions that do not overlap with the motor drive unit when viewed from the rear of the vehicle, so that even if the fuel tank moves forward in the vehicle front-rear direction due to a collision. The fuel tank or peripheral parts can be prevented from coming into contact with the motor drive unit.

  As described above, according to the fuel cell vehicle of the present invention, the motor drive unit can be prevented from being damaged at the time of a rear collision.

1 is a diagram schematically showing a fuel cell vehicle according to an embodiment of the present invention. It is a skeleton figure explaining schematic structure of a transaxle. It is the schematic diagram which looked at the transaxle and the 2nd and 3rd hydrogen tank from the vehicle back. It is a figure which illustrates the state at the time of a back collision typically. It is a figure which shows typically the fuel cell vehicle which concerns on other embodiment. It is a figure which shows the conventional fuel cell vehicle typically.

  Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings. The black arrows in FIGS. 1 and 4 to 6 indicate the front of the vehicle.

-Overall configuration-
FIG. 1 is a diagram schematically showing a fuel cell vehicle 1 according to the present embodiment. This fuel cell vehicle 1 is a rear-wheel drive fuel cell vehicle, and stores a fuel cell stack 2 disposed in a vehicle front portion 1a and a fuel gas supplied to the fuel cell stack 2 as shown in FIG. First to third hydrogen tanks 3, 4, 5 as fuel tanks, a transaxle 10 disposed in the vehicle rear portion 1 b, a front wheel 30 as a driven wheel, and a rear wheel 40 as a drive wheel. ing.

  The fuel cell stack (fuel cell) 2 is accommodated in an accommodation chamber provided in the vehicle front portion 1a, which is partitioned from the vehicle compartment by a dash panel (not shown). The fuel cell stack 2 uses a chemical reaction between hydrogen supplied from the first to third hydrogen tanks 3, 4, and 5 and oxygen in the air to generate electric energy that drives the fuel cell vehicle 1. It is an apparatus, and is formed by laminating a plurality of cells each sandwiching an electrode assembly in which a hydrogen electrode catalyst and an oxygen electrode catalyst are applied on both surfaces of a solid polymer electrolyte membrane.

  The fuel cell stack 2 is electrically connected to an electric motor 11 described later via a DC / DC converter (not shown) and an inverter (not shown). Thus, after the voltage from the fuel cell stack 2 is boosted by the DC / DC converter, the direct current from the DC / DC converter is converted into an alternating current by the inverter and supplied to the electric motor 11. Yes.

  In general, in order to increase the cruising distance of a fuel cell vehicle (maximum distance that can be traveled by one refueling or the like), it is necessary to load more fuel gas on the fuel cell vehicle. If a tank is installed, the effective use of vehicle space will be hindered. For this reason, in the fuel cell vehicle 1 of this embodiment, three relatively small hydrogen tanks are mounted in three places. Specifically, the fuel cell vehicle 1 is disposed so as to extend in the vehicle front-rear direction on the right side in the vehicle width direction of the transaxle 10 and the first hydrogen tank 3 disposed so as to extend in the vehicle front-rear direction in the center of the vehicle. A second hydrogen tank 4 and a third hydrogen tank 5 disposed on the left side of the transaxle 10 in the vehicle width direction so as to extend in the vehicle front-rear direction. The first to third hydrogen tanks 3, 4, 5 are connected to each other by piping (not shown), and are configured to supply hydrogen filled therein to the fuel cell stack 2.

  Each of the hydrogen tanks 3, 4 and 5 is composed of high-strength parts (for example, an inner wall layer formed of metal, hard resin, etc., and a fiber reinforced plastic or the like is wound in layers) And an outer wall layer) that has high rigidity so that it is not easily deformed by gas internal pressure or external force at the time of a vehicle collision.

  In addition, the second hydrogen tank 4 and the third hydrogen tank 5 are suspended from the vehicle body via a support band (not shown), for example, and the transaxle 10 and the right and left wheel houses 1c (FIG. 3). (See below). More specifically, in the fuel cell vehicle 1 of the present embodiment, as shown by the solid line in FIG. 3, the second hydrogen tank 4 and the third hydrogen tank 5 are located between the transaxle 10 and the right and left wheel houses 1c. Further, they are arranged slightly above the rear wheel axle 40a, in other words, directly beside the transaxle 10, respectively. The suspension by the support band is merely an example, and the second hydrogen tank 4 and the third hydrogen tank 5 may be attached to the vehicle body via a mount (not shown) having an elastic body such as rubber, for example. .

  FIG. 2 is a skeleton diagram illustrating a schematic configuration of the transaxle 10. As shown in FIG. 2, the transaxle (motor drive unit) 10 includes an electric motor 11 as a drive source, first reduction gear pairs 19 and 21, second reduction gear pairs 22 and 26, and a differential gear device. 25, and these are accommodated and integrated in one case (transaxle case) 10a made of, for example, aluminum die cast. As shown in FIG. 1, the transaxle 10 is disposed in the vehicle rear portion 1b so as to straddle the rear wheel axle 40a, and the driving force generated by the electric motor 11 is transmitted to the first reduction gear pairs 19, 21, It is configured to transmit to the rear wheel axle 40a via the two reduction gear pairs 22, 26 and the differential gear device 25.

  The electric motor 11 has a rotor shaft 12 and a stator 13 fixed to the transaxle case 10 a so as to surround the outer periphery of the rotor shaft 12. The rotor shaft 12 is rotatably supported by the transaxle case 10a via a pair of bearings 14 and 15 attached to both ends thereof. The output shaft 16 connected to the rotor shaft 12 is rotatably supported by the transaxle case 10a via a pair of bearings 17 and 18 attached to both ends thereof, and rotates integrally with the rotor shaft 12. To do. The electric motor 11 is disposed in the transaxle case 10a at a position closer to the front side in the vehicle front-rear direction and closer to the right side in the vehicle width direction, as indicated by a broken line in FIG.

  The first reduction gear pair 19, 21 includes a small-diameter counter drive gear 19 provided at one end of the output shaft 16 (end opposite to the electric motor 11) and one end of the counter shaft 20 parallel to the output shaft 16. And a large-diameter counter driven gear 21 that meshes with the counter drive gear 19. The counter shaft 20 is rotatably supported by the transaxle case 10a via a pair of bearings 23 and 24 attached to both ends thereof.

  The second reduction gear pairs 22 and 26 are integrally fixed to a small-diameter final drive gear 22 provided at the other end portion (the end portion on the electric motor 11 side) of the counter shaft 20 and an outer peripheral portion of the differential case 25a. The final drive gear 22 has a large-diameter final driven gear 26 that meshes with the final drive gear 22. The differential case 25a and the final driven gear 26 fixed integrally therewith are rotatably supported by the transaxle case 10a via a pair of bearings 27 and 28 mounted at both axial ends of the differential case 25a. .

  The differential gear device 25 includes a differential case 25a and a so-called bevel gear type differential mechanism 25b accommodated in the differential case 25a, and allows a pair of rear wheel axles while allowing a difference in rotational speed. The driving force is transmitted to 40a.

  In the fuel cell vehicle 1 configured as described above, the fuel cell stack 2 generates power by supplying hydrogen from the first to third hydrogen tanks 3, 4, 5, and the electric energy from the fuel cell stack 2 is used. The electric motor 11 is driven, and the driving force generated by the electric motor 11 is transmitted to the differential gear device 25 via the first reduction gear pair 19, 21 and the second reduction gear pair 22, 26, and the differential gear device. 25 is transmitted to the rear wheel 40 via a pair of rear wheel axles 40a.

-Positional relationship between transaxle and hydrogen tank-
In the present embodiment, as described above, the second hydrogen tank 4 and the third hydrogen tank 5 are disposed on the right and left sides of the transaxle 10 in the vehicle width direction, respectively. An example of the positional relationship between the transaxle and the hydrogen tank in the fuel cell vehicle will be described.

  FIG. 6 is a diagram schematically showing a conventional fuel cell vehicle 101. In the fuel cell vehicle 101, the fuel cell stack 102, the first hydrogen tank 103, the transaxle 110, the transaxle case 110a, the electric motor 111, the front wheels 130, and the rear wheels 140 are the fuel cell stack in the fuel cell vehicle 1. 2, the first hydrogen tank 3, the transaxle 10, the transaxle case 10a, the electric motor 11, the front wheels 30, and the rear wheels 40 have the same configuration and arrangement, and thus the description thereof is omitted.

  In the fuel cell vehicle 101 shown in FIG. 6, the second hydrogen tank 104 is disposed on the front side in the vehicle front-rear direction of the transaxle 110 so that the longitudinal direction thereof is the vehicle width direction, and the third hydrogen tank 105 is The transaxle 110 is disposed on the rear side in the vehicle front-rear direction so that the longitudinal direction thereof is the vehicle width direction. As described above, in the fuel cell vehicle 101 in which the third hydrogen tank 105 is arranged on the rear side in the vehicle front-rear direction of the transaxle 110, it is configured with high-strength parts at the time of a rear collision (see the white arrow in FIG. 6). Since the third hydrogen tank 105 receives a collision load before the transaxle 110, it is possible to suppress a relatively large collision load from acting on the transaxle 110 directly at the initial stage of the rear collision.

  However, in such a layout, the transaxle 110 is sandwiched between the third hydrogen tank 105 and the second hydrogen tank 104 that have moved forward in the vehicle longitudinal direction due to a collision, or the third hydrogen tank 105 that has moved forward in the vehicle longitudinal direction. The transaxle 110 may be damaged due to the transaxle 110 coming into contact with peripheral components by being pushed by the. Thus, in the fuel cell vehicle 101 shown in FIG. 6, the electric motor 111, which is a high-voltage part, is provided near the front side in the vehicle front-rear direction in the transaxle case 110a. For example, the front part of the transaxle case 110a is When the electric motor 111 is damaged, the electric motor 111 that should be originally protected by a cover, a cover, or the like in order to prevent an electric shock or the like is exposed, and there is a possibility that a state in which a high-voltage part can be touched occurs, or the exposed electric motor 111 is exposed. May break due to contact with peripheral parts.

  Therefore, in the fuel cell vehicle 1 of the present embodiment, the second hydrogen tank 4 and the third hydrogen tank 5 are placed at positions that are more susceptible to a collision load than the transaxle 10 at the time of a rear collision and to the front side in the vehicle longitudinal direction due to the collision. Even if it moves, it arrange | positions in the position which does not contact | abut to the transaxle 10. FIG. Specifically, as described above, the second hydrogen tank 4 and the third hydrogen tank 5 are disposed on the side of the transaxle 10 in plan view so that the longitudinal direction thereof is the vehicle front-rear direction. The rear end portions 4a and 5a of the second hydrogen tank 4 and the third hydrogen tank 5 are arranged so as to be located on the rear side in the vehicle longitudinal direction from the rear end portion of the transaxle 10 by a distance L1.

Here, “arranged on the side of the transaxle 10 in plan view” means that the transaxle 10 is located on the right side in the vehicle width direction and / or on the left side in the vehicle width direction in plan view. As shown by 4, 5, 4 ₍₁₎ , 5 ₍₁₎ , not only when the second hydrogen tank 4 and the third hydrogen tank 5 are positioned directly beside the transaxle 10, but also with reference numerals 4 ₍₂₎ , 5 _As shown by ₍₂₎ , the case where the second hydrogen tank 4 and the third hydrogen tank 5 and the transaxle 10 are slightly shifted up and down is also included.

  FIG. 4 is a diagram schematically illustrating a state at the time of a rear collision. In the fuel cell vehicle 1 of the present embodiment, as described above, the rear end portions 4a and 5a of the second hydrogen tank 4 and the third hydrogen tank 5 are positioned rearward in the vehicle front-rear direction by a distance L1 from the transaxle 10. Thus, it arrange | positions at vehicle rear part 1b, respectively. Therefore, as shown by the white arrow in FIG. 4, even when the vehicle collides with the succeeding vehicle 50, the collision load at the time of the rear collision is the first composed of high-strength parts arranged on the right and left sides of the transaxle 10. The two hydrogen tanks 4 and the third hydrogen tank 5 can be received in a balanced and reliable manner. Thereby, it is possible to reliably suppress a relatively large collision load at the initial stage of the rear collision from directly acting on the transaxle 10.

  Note that a distance L1 that is a separation distance in the vehicle front-rear direction between the rear end portion of the transaxle 10 and the rear end portion 4a of the second hydrogen tank 4 and the rear end portion 5a of the third hydrogen tank 5 is the vicinity of the transaxle 10 In consideration of the space, the strength of the support band (or mount) that suspends the second hydrogen tank 4 and the third hydrogen tank 5, the rigidity of the vehicle body frame at the vehicle rear portion 1b, etc. The following vehicle 50 is appropriately set within a range where it does not hit the transaxle 10.

  In addition, in the fuel cell vehicle 1 of the present embodiment, the second hydrogen tank 4 and the third hydrogen tank 5 are respectively arranged on the sides of the transaxle 10 in plan view so that the longitudinal direction thereof is the vehicle front-rear direction. Has been. In other words, as shown in FIG. 3, the second hydrogen tank 4 and the third hydrogen tank 5 extend in the vehicle front-rear direction at positions that do not overlap the transaxle 10 when viewed from the rear of the vehicle. Therefore, the second hydrogen tank 4 and the third hydrogen tank 4 and the third hydrogen tank 5 are damaged by the rear-end collision of the succeeding vehicle 50, and as shown in FIG. Even if the tank 5 moves to the front side in the vehicle front-rear direction by the distance L2, it is possible to prevent the moved second hydrogen tank 4 and third hydrogen tank 5 from coming into contact with the transaxle 10. Thereby, it is possible to suppress the collision load from acting indirectly on the transaxle 10 via the second hydrogen tank 4 and the third hydrogen tank 5.

  As described above, according to the present embodiment, it is possible to prevent the collision load at the time of the rear collision from acting directly and indirectly on the transaxle 10, in other words, at the time of the rear collision, it is relatively rigid. The transaxle 10 having a low transaxle case 10a can be prevented from coming into contact with peripheral components including the second hydrogen tank 4 and the third hydrogen tank 5 having relatively high rigidity. 10 can be prevented from being damaged. Thereby, it is possible to suppress the electric motor 11 provided near the front side in the vehicle front-rear direction in the transaxle case 10a from being exposed or damaged by coming into contact with peripheral components.

  Moreover, in the fuel cell vehicle 1 of the present embodiment, the transaxle can be obtained by elaborating the layout using the hydrogen tanks 4 and 5 normally mounted on the fuel cell vehicle 1 without adding a protective member or the like. 10 is protected, the vehicle space can be effectively used, the vehicle body weight can be reduced, and the manufacturing cost can be reduced.

(Other embodiments)
The present invention is not limited to the embodiments, and can be implemented in various other forms without departing from the spirit or main features thereof.

  In the above embodiment, the second hydrogen tank 4 and the third hydrogen tank 5 are arranged on the right side and the left side in the vehicle width direction of the transaxle 10 in plan view. However, the present invention is not limited to this, for example, as shown in FIG. The hydrogen tank 4 may be arranged only on one side of the transaxle 10. Even in this case, the hydrogen tank 4 is arranged so that the rear end portion 4a is located on the rear side in the vehicle front-rear direction with respect to the transaxle 10, so that a relatively large collision load is directly applied to the transaxle 10 during a rear collision. And the contact of the moved second hydrogen tank 4 with the transaxle 10 can be suppressed. The third hydrogen tank 5 may be disposed anywhere as long as it does not hinder the function of suppressing the collision load at the time of the rear collision from acting directly and indirectly on the transaxle 10.

  In the above embodiment, the present invention is applied to the fuel cell vehicle 1 including the first to third hydrogen tanks 3, 4, 5. However, the hydrogen tank may be disposed at least on one side of the transaxle 10. For example, the present invention may be applied to a fuel cell vehicle including two or less hydrogen tanks or four or more hydrogen tanks.

Furthermore, in the said embodiment, although the 2nd hydrogen tank 4 and the 3rd hydrogen tank 5 were arrange | positioned at the same height, not only this but the 2nd hydrogen tank 4 and the 3rd hydrogen tank 5 are different height. You may arrange. For example, the solid lines in showing such a height in FIG. 3 and the second hydrogen tank 4 while placed on (reference numeral 4), the third hydrogen tank 5, the height, as indicated by a broken line in FIG. 3 (reference numeral 5 _{(1 )} ) Or a height indicated by a one-dot chain line ₍ see reference numeral 5 ₍₂₎ ).

  In the above embodiment, the present invention is applied to the fuel cell vehicle 1 including the fuel cell stack 2 that generates power using a chemical reaction between hydrogen and oxygen. However, the present invention is not limited to this, and fuel gas other than hydrogen and oxygen The present invention may be applied to a fuel cell vehicle including a fuel cell that generates power using a chemical reaction with an oxidant gas other than the above.

  As described above, the above-described embodiment is merely an example in all respects and should not be interpreted in a limited manner. Further, all modifications and changes belonging to the equivalent scope of the claims are within the scope of the present invention.

  According to the present invention, the motor drive unit can be prevented from being damaged at the time of a rear collision. Therefore, the present invention is extremely useful when applied to a fuel cell vehicle disposed at the rear of the vehicle so that the motor drive unit straddles the rear wheel axle. is there.

DESCRIPTION OF SYMBOLS 1 Fuel cell vehicle 1b Vehicle rear part 2 Fuel cell stack (fuel cell)
4 Second hydrogen tank (fuel tank)
4a Rear end 5 Third hydrogen tank (fuel tank)
5a Rear end 10 Transaxle (motor drive unit)
10a Transaxle case (case)
11 Electric motor 40a Rear wheel axle 19, 21 First reduction gear pair (mechanism)
22, 26 Second reduction gear pair (mechanism)
25 Differential gear unit (mechanism)

Claims (2)

A motor drive unit in which a motor driven by the power generated by the fuel cell and a mechanism for transmitting the driving force of the motor to the rear wheel axle is housed in a case is disposed at the rear of the vehicle so as to straddle the rear wheel axle. A fuel cell vehicle,
A fuel tank for storing fuel gas supplied to the fuel cell is disposed on the side of the motor drive unit in a plan view so that the longitudinal direction of the fuel tank is the vehicle longitudinal direction, and the fuel tank A fuel cell vehicle, wherein a rear end portion of the fuel cell vehicle is disposed rearward of the motor drive unit in the vehicle front-rear direction. The fuel cell vehicle according to claim 1,
The fuel cell vehicle according to claim 1, wherein the fuel tank is disposed on both left and right sides of the motor drive unit in plan view.

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