Power unit room mounting structure

Abstract

To provide a power unit room mounting structure capable of preventing occurrence of a secondary accident by preparing for damage of a high voltage component at the time of collision in the power unit room.SOLUTION: A power unit room mounting structure 10 includes: a power unit 14 disposed on a dash panel 18 to oppose to a vehicle longitudinal direction; a high voltage component 50 disposed between the power unit 14 and the dash panel 18; a charger 26 disposed on a vehicle upper side of the power unit 14; a charging cable laid from the charger 26 toward the dash panel 18; and a regulation cable 60 that is another cable different from the charging cable 30, covers part of the charging cable 30 from the vehicle upper side to regulate movement of the charging cable 30 to the vehicle upper side and is configured to allow the movement at least to the dash panel 18 side.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a power unit room mounting structure. [Background Art]

[0002] A hybrid vehicle in which a charging cable for supplying electric power from an external power source to a battery (charger) provided at a rear portion of the vehicle is mounted in a power unit room of the vehicle has been conventionally known (see, for example, Patent Document 1). [Prior Art Literature] [Patent Literature]

[0003] [Patent Document 1] Japanese Unexamined Patent Application Publication No. 2010-241291 [Summary of the Invention] [Problem to be Solved by the Invention]

[0004] However, in the case of a chargeable plug-in hybrid vehicle (PHEV) or an electric vehicle (EV), since many components are mounted in the power unit room, it is difficult to provide an empty space in the power unit room. For this reason, it is desirable to provide means for suppressing the occurrence of secondary accidents such as electric shock in preparation for a case where a high-voltage component in the power unit room is damaged by damage during a collision.

[0005] Accordingly, an object of the present invention is to provide a power unit room mounting structure capable of suppressing the occurrence of secondary accidents in preparation for damage to a high-voltage component during a collision in a power unit room. [Means for Solving the Problem]

[0006] A power unit room mounting structure according to a first aspect of the present invention includes a power unit mounted in the power unit room of a vehicle and arranged facing each other in the vehicle longitudinal direction on a dash panel separating the power unit room from the passenger compartment; a high-voltage component arranged between the power unit and the dash panel; a charger arranged on the vehicle's upper side of the power unit; a charging cable routed from the charger toward the dash panel; and a regulating cable, different from the charging cable, configured to restrict the movement of the charging cable toward the vehicle's upper side by covering a portion of the charging cable from the vehicle's upper side, while allowing movement toward at least the dash panel side.

[0007] In the power unit room mounting structure of the first embodiment of the present invention, high-voltage components are arranged between the power unit and the dash panel, and a charging cable extending from a charger located on the upper side of the vehicle above the power unit is routed toward the dash panel. Furthermore, a restricting cable covering the charging cable is arranged within the power unit room. The restricting cable is configured to restrict the movement of the charging cable toward the upper side of the vehicle by covering a portion of the charging cable from the upper side of the vehicle, while allowing movement toward at least the dash panel side.

[0008] Here, an example of when the charging cable moves is during a vehicle collision. That is, when a collision load is applied to the power unit room during a vehicle collision, the charging cable moves along with the power unit and charger inside the power unit room. At this time, the charging cable is allowed to move toward the dashboard panel due to the restrictions of the regulated cable, so it moves between the power unit and the dashboard panel, making it possible to cover the high-voltage components from above the vehicle. As a result, even if the high-voltage components are damaged in the impact of the collision, the charging cable covers them, making it difficult for someone opening the power unit room to easily come into contact with the high-voltage components, thus suppressing the occurrence of secondary accidents such as electric shock.

[0009] In the first embodiment, the power unit room mounting structure according to the second aspect of the present invention is configured such that the regulating cable is configured to allow the charging cable to move toward the dash panel side such that, in a plan view, the charging cable overlaps with the live part of the high-voltage component.

[0010] In the power unit room mounting structure of the second embodiment of the present invention, a regulating cable allows the charging cable to move so as to overlap with the live parts of high-voltage components. Therefore, it is possible to effectively prevent a person opening the power unit room from coming into contact with live parts that pose a high risk of electric shock.

[0011] In the third embodiment of the present invention, the power unit room mounting structure, in the first or second embodiment, is a cable whose excess length is set to be shorter than the excess length of the charging cable.

[0012] In the power unit room mounting structure according to the third embodiment of the present invention, the restricting cable is a cable whose excess length is set shorter than the excess length of the charging cable, so that the movement of the charging cable toward the upper side of the vehicle can be easily restricted.

[0013] In the fourth aspect of the power unit room mounting structure according to the present invention, in any one of the first to third aspects, the regulating cable is a cable that connects the transaxle included in the power unit to the charger.

[0014] In the power unit room mounting structure of the fourth aspect of the present invention, the cable connecting the transaxle and the charger is a regulating cable. Since the cable connecting the transaxle and the charger is usually composed of a high-voltage harness, it has a relatively large cross-sectional area and excellent protective function to protect the wires from damage. For this reason, the charging cable can be properly regulated even in the event of a vehicle collision.

[0015] A fifth aspect of the power unit room mounting structure according to the present invention is a PHEV vehicle in any one of the first to fourth aspects, wherein the vehicle is a power unit including an engine and a transaxle, and in the power unit room, the engine and the transaxle are arranged side by side in the vehicle width direction, the high-voltage components are arranged between the engine and the dash panel, the charger is mounted on the vehicle side of the transaxle and side by side with the engine in the vehicle width direction in a plan view, the charging cable passes through the space between the engine and the charger and is routed toward the dash panel, and the regulating cable is configured to restrict the movement of the charging cable toward the vehicle side toward the vehicle side by covering a portion of the charging cable from the vehicle side toward the vehicle side, and to allow movement toward the dash panel side and toward the high-voltage components side.

[0016] In the fifth embodiment of the power unit room mounting structure according to the present invention, high-voltage components are arranged between the engine and the dash panel, the transaxle is arranged parallel to the engine in the vehicle width direction, and the charger is arranged on the vehicle-upper side of the transaxle. In this way, even in PHEV vehicles with many components mounted in the power unit room, the excess length of the charging cable extending from the charger can be efficiently secured by routing it through the space between the engine and the charger. Furthermore, by restricting the regulating cable, the excess length of the charging cable is moved towards the dash panel side and the high-voltage component side, thereby making it possible to cover the high-voltage components from the upper side of the vehicle. In this way, the excess length of the charging cable can be efficiently secured while suppressing the occurrence of secondary accidents such as electric shock. [Effects of the Invention]

[0017] As described above, according to the present invention, it is possible to prepare for damage to high-voltage components in the power unit room during a collision and suppress the occurrence of secondary accidents. [Brief explanation of the drawing]

[0018] [Figure 1]It is a schematic plan view schematically showing the power unit room mounting structure according to the present embodiment. [Figure 2] It is an enlarged schematic plan view showing the power unit room mounting structure according to the present embodiment. [Figure 3] It is an enlarged schematic side view showing the power unit room mounting structure according to the present embodiment. [Figure 4] It is an enlarged schematic plan view showing a state where a barrier collides from the vehicle front side against the power unit room mounting structure according to the present embodiment. [Figure 5] It is an enlarged schematic plan view showing a state where a barrier collides from the vehicle front side against a power unit room mounting structure as a comparative example. MODE FOR CARRYING OUT THE INVENTION

[0019] Hereinafter, embodiments according to the present invention will be described with reference to FIGS. 1 to 4. For convenience of description, an arrow UP appropriately shown in each drawing is defined as the vehicle upward direction, an arrow FR is defined as the vehicle forward direction, and an arrow LH is defined as the vehicle leftward direction. Therefore, in the following description, unless otherwise specified, when the directions of up-down, front-rear, and left-right are described, they refer to up-down, front-rear, and left-right with respect to the vehicle. The left-right direction is also synonymous with the vehicle width direction.

[0020] (Overall Configuration of Power Unit Room) As shown in FIGS. 1 to 4, the power unit room mounting structure 10 according to the present embodiment is mounted on a front portion of a vehicle 12. A power unit room R1 is provided at the front portion of the vehicle 12, and a power unit 14 as a device group that generates power for running the vehicle 12 is mounted therein. The power unit 14 is disposed opposite to a dash panel 18 that separates the power unit room R1 from the vehicle cabin in the vehicle front-rear direction.

[0021] As an example, the vehicle 12 is configured as a rechargeable plug-in hybrid vehicle (PHEV vehicle). Therefore, the power unit 14 is configured to include an engine 20 as an internal combustion engine and a transaxle 22. The transaxle 22 has an integrated configuration including, for example, a motor as a drive source (not shown), an inverter that controls electric power supplied to the motor (not shown), and a transmission that appropriately reduces the rotation of the motor and transmits it to drive wheels (not shown).

[0022] In the power unit room R1, the engine 20 and the transaxle 22 are mounted side by side in the vehicle width direction in a plan view. Further, a charger 26 is mounted above the transaxle 22. The charger 26 is mounted above the transaxle 22 and aligned with the engine 20 in the vehicle width direction in a plan view. Furthermore, a charging cable 30 is routed from the charger 26 toward the dash panel 18. A distal end of the charging cable 30 is routed to a charging port 28 for external power source connection provided on an outer panel of the vehicle 12.

[0023] For example, in the case of a right-hand-drive vehicle 12, the charging port 28 is provided at an upper portion of a left front fender (not shown) serving as the outer panel of the vehicle 12. A battery 32 (see FIG. 1) that is charged via the charger 26 is mounted at a substantially central portion in the front-rear direction of the vehicle 12.

[0024] The charger 26 is formed in a substantially rectangular box shape with a predetermined thickness (low height) (see FIG. 3). The charger 26 is oriented such that its longitudinal direction follows the front-rear direction, and is fixed to an upper surface of the transaxle 22 via a support member (not shown). Further, the transaxle 22 in the present embodiment is disposed on a left side of the engine 20 in the power unit room R1.

[0025] Furthermore, within the power unit room R1, a radiator 24 (see Figures 2 and 3) and a cooling device (not shown) for cooling the charger 26 are located in front of the engine 20 and transaxle 22 (charger 26) (at the front end of the power unit room R1). This cooling device and the charger 26 are connected by piping (not shown) through which refrigerant flows.

[0026] Here, the engine 20 and transaxle 22 are supported by mounts (not shown) on a pair of front side members 40, which are provided on the left and right sides. The front end of the front side members 40 is connected to a bumper reinforcement 42 that extends in the vehicle width direction. Alternatively, the engine 20 and transaxle 22 may be supported by mounts on a suspension member (not shown) attached to the lower surface of the front side members 40.

[0027] Furthermore, within the power unit room R1, a cowl 16 (see Figure 3, omitted in Figure 2) extending in the vehicle width direction is positioned behind the engine 20 and charger 26 in a plan view (the rear end within the power unit room R1). In addition, the power unit room R1 is covered from above by a substantially flat hood 13 (see Figure 3). In other words, a hood 13 extending in the front-rear direction and the vehicle width direction is positioned above the engine 20 and charger 26.

[0028] (High-voltage components) As shown in Figure 2, a high-voltage component 50 is positioned between the power unit 14 and the dash panel 18. Here, as an example, the high-voltage component 50 is a water heater (a so-called PTC heater) that functions as a heat source for warming the battery 32. The high-voltage component 50 heats water instead of using engine waste heat, and circulates the warm water with a water pump (not shown) to warm the battery 32, which is mounted on the lower side of the passenger compartment floor. This prevents the battery 32 from becoming too cold and shortens the charging time, especially when used in cold climates. Note that this high-voltage component 50 may also be a water heater that functions as a heat source for heating the passenger compartment.

[0029] The high-voltage components 50, such as the water heater mentioned above, are high-voltage heaters, and therefore, by being placed between the power unit 14 and the dash panel 18, that is, outside the passenger compartment, they contribute to enhancing the safety of occupants inside the passenger compartment.

[0030] In this embodiment, the high-voltage component 50 is formed in a roughly rectangular box shape with a small thickness (low height) in the vehicle's longitudinal direction (see Figures 2 and 3). The high-voltage component 50 is positioned so that its longitudinal direction is aligned with the vehicle's width direction and is fixed to the dash panel 18 approximately in the vehicle's vertical direction via a support member (not shown). In this embodiment, the high-voltage component 50 is located in the power unit room R1, on the rear side of the engine 20. In this embodiment, the high-voltage component 50 has a live section 52 to which a high-voltage harness 54 is connected, located on a side 50A (left side in Figure 2) facing the transaxle 22.

[0031] (Charging cable) Furthermore, as shown in Figure 2, in a plan view, a space S (a dead space or gap) is formed between the top of the engine 20 and the charger 26 (the parts facing each other in the vehicle width direction), which is long in the front-to-back direction and wider than the outer diameter of the charging cable 30 (length along the vehicle width direction). In this embodiment, the charging cable 30 is routed through this space S.

[0032] To explain in more detail, a connector 27 is provided at one end of the charging cable 30, the other end of which is connected to the charging port 28. This connector 27 is connected, for example, to the upper surface of the charger 26, approximately in the center in the front-to-rear direction, and away from the engine 20. The charging cable 30 exits from the side of the charger 26 facing the engine 20 in the vehicle width direction and is routed towards the rear towards the dash panel 18.

[0033] In other words, the charging cable 30 is pulled out from the connector 27 along the width of the vehicle toward the engine 20, then bent toward the rear to pass through space S. The charging cable 30 that has been routed toward the rear through space S is then bent downwards toward the front of the cowl 16, and the rest of it is routed along the dash panel 18.

[0034] Thus, the charging cable 30 is routed through space S to the dash panel 18 side, without passing over the top surface of the charger 26, after being pulled out from the connector 27, and can be said to be in a state where it is slightly bent to allow for some slack. The bending of the charging cable 30 (excess length portion 30A) referred to here means, for example, that a roughly arc-shaped loop is formed (see Figure 3). The middle portion of the charging cable 30 that is bent downwards from the bent portion (hereinafter sometimes referred to as "excess length portion 30A") is fixed to the dash panel 18 by a fixing fitting 19 such as a clamp (see Figure 2).

[0035] (Regulatory cable) Here, as shown in Figures 2 and 3, in a plan view, a portion of the charging cable 30 is covered from above by the regulating cable 60 at a position that overlaps with at least a portion of the power unit 14.

[0036] To explain in more detail, the regulatory cable 60 is, for example, a cable that connects an inverter (not shown) included in the transaxle 22 to the charger 26, and is also called a PN cable because it connects the positive and negative terminals of the battery 32 to the inverter. The regulatory cable 60 is made up of a high-voltage harness and has a shielding layer to prevent electromagnetic noise from affecting surrounding electronic equipment and signal lines, and a resin or metal outer covering to protect the wires. As such, it has a relatively large cross-sectional area and excellent protective function to protect the wires from damage.

[0037] A first PN connector (Positive Negative Connector) 62 is provided at one end of the regulating cable 60, and this first PN connector 62 is connected, for example, to the front portion of connector 27 on the upper surface of charger 26. A second PN connector 64 is provided at the other end of the regulating cable 60, and this second PN connector 64 is connected, for example, to the approximate center in the vertical direction of the vehicle on the rear surface of transaxle 22 (the surface facing the dash panel 18). The first PN connector 62 and the second PN connector 64 are two-pole high-voltage connectors corresponding to positive and negative poles.

[0038] The regulatory cable 60 exits from the side of the charger 26 opposite the engine 20 in the vehicle width direction and is routed towards the rear towards the dash panel 18. The intermediate portion routed towards the dash panel 18 passes through space S and covers the excess length 30A that is pulled out from the connector 27 of the charging cable 30 from above. The portion of the regulatory cable 60 that covers the charging cable 30 is then pulled out from space S, bent downwards, and connected to the rear surface of the transaxle.

[0039] In this configuration, the restrictive cable 60 is configured to be relatively short in length and hardly bends. In other words, the excess length of the restrictive cable 60 is set to be shorter than the excess length of the charging cable 30. Therefore, the restrictive cable 60 restricts the upward movement of the charging cable 30.

[0040] Furthermore, in the charging cable 30, the excess length portion 30A that does not overlap with the restrictive cable 60 is curved in a roughly arc-shaped loop that protrudes toward the engine 20 side and the dash panel 18 side in a plan view. Therefore, the restrictive cable 60 allows the charging cable 30 to move toward the engine 20 side and the dash panel 18 side. As a result, when the charging cable 30 moves during a frontal collision of the vehicle, the excess length portion 30A of the charging cable 30 can cover the high-voltage component 50 from the upper side of the vehicle.

[0041] (Mechanism of action and effect) As described above, in the power unit room mounting structure 10 according to this embodiment, a high-voltage component 50 is arranged between the power unit 14 and the dash panel 18, and a charging cable 30 extending from a charger 26 located on the upper side of the power unit 14 is routed toward the dash panel 18. In addition, a restricting cable 60 covering the charging cable 30 is arranged inside the power unit room R1. The restricting cable 60 is configured to restrict the movement of the charging cable 30 toward the upper side of the vehicle by covering a portion of the charging cable 30 from the upper side of the vehicle, while allowing movement toward at least the dash panel 18.

[0042] Here, as an example of the movement of the charging cable 30, we will explain the case in which barrier B collides with the power unit room mounting structure 10 according to this embodiment from the front of the vehicle, with reference to Figure 4. In Figure 4, we show the state in which a collision load is applied in a so-called offset collision in which the left side portion (approximately half the vehicle width) overlaps with barrier B with respect to the center in the vehicle width direction.

[0043] As shown in Figure 4, when a collision load is applied to the power unit room R1, the collision load is transmitted from the bumper reinforcement 42 to the front side member 40. When the collision load is transmitted to the front side member 40, a weak point (crushable zone) provided at the front end of the front side member 40 undergoes compressive plastic deformation and absorbs the collision load. Subsequently, with the input of further collision loads, the front end of the front side member 40 is bent inward in the vehicle width direction, starting from the weak point, and comes into contact with the front end of the power unit 14 (transaxle 22) and the outer end in the vehicle width direction. As a result, a collision load is applied to the transaxle 22 diagonally rearward toward the rear of the vehicle and the non-collision side (inward in the vehicle width direction). Consequently, the transaxle 22 and the charger 26 located above the transaxle 22 move diagonally rearward toward the rear of the vehicle and the non-collision side (inward in the vehicle width direction).

[0044] Here, as a comparative example, if a portion of the charging cable 30 is not covered by the regulating cable 60, as shown in Figure 5, the excess portion 30A of the charging cable 30 moves upward towards the vehicle and bends in a roughly arc-shaped loop that protrudes upward towards the vehicle. As a result, the space above the vehicle where the high-voltage component 50 is located becomes open, making it easier to contact the high-voltage component 50.

[0045] In contrast, in this embodiment, the excess length 30A of the charging cable 30 is allowed to move toward the engine 20 side and the dash panel 18 side due to the restriction of the restricting cable 60, so it moves between the power unit and the dash panel 18, covering the high-voltage component 50 from above the vehicle. As a result, even if the high-voltage component 50 is damaged in the event of a collision, the charging cable 30 covers it from above, making it difficult for someone opening the power unit room R1 to easily come into contact with the high-voltage component 50, thus suppressing the occurrence of secondary accidents such as electric shock.

[0046] Furthermore, as shown in Figure 4, in this embodiment, the excess length 30A of the charging cable 30 is allowed to move so as to overlap with the live part 52 of the high-voltage component 50. Therefore, it is possible to effectively prevent a person opening the power unit room R1 from coming into contact with the live part 52, which poses a high risk of electric shock.

[0047] Although Figure 4 illustrates an offset collision on the left side of the vehicle 12 as an example, similar effects can be achieved in offset collisions on the right side of the vehicle 12, or in so-called full-wrap collisions, by moving the charging cable 30 towards the dash panel 18.

[0048] Furthermore, in this embodiment, the restricting cable 60 is a cable whose excess length is set shorter than the excess length of the charging cable 30, so that the movement of the charging cable towards the upper side of the vehicle can be easily restricted. Also, compared to the case in which fixing fittings such as clamps are used to restrict the movement of the charging cable, no additional parts are required, so the number of parts in the power unit room R1 can be reduced and the increase in weight can be suppressed.

[0049] Furthermore, in this embodiment, the cable connecting the transaxle 22 and the charger 26 is designated as the regulating cable 60. The cable connecting the transaxle 22 and the charger 26 is typically composed of a high-voltage harness, and therefore has a relatively large cross-sectional area, providing excellent protection against damage to the wires. For this reason, the charging cable 30 can be properly regulated even in the event of a collision with the vehicle 12.

[0050] In this embodiment, the vehicle 12 is a PHEV vehicle, and high-voltage components 50 are located between the engine 20 and the dash panel 18. A transaxle 22 is located parallel to the engine 20 in the vehicle width direction, and a charger 26 is located above the transaxle 22. Thus, even in a PHEV vehicle with many components mounted in the power unit room, the excess length 30A of the charging cable 30 extending from the charger 26 can be efficiently secured by routing it through the space S between the engine 20 and the charger 26. Furthermore, the restriction cable 60 moves the excess length of the charging cable 30 towards the dash panel 18 side and the high-voltage components 50 side, making it possible to cover the high-voltage components from above the vehicle. In this way, the power unit room mounting structure 10 according to this embodiment can efficiently secure the excess length 30A of the charging cable 30 while suppressing the occurrence of secondary accidents such as electric shock.

[0051] Although the power unit room mounting structure 10 according to this embodiment has been described above, the power unit room mounting structure according to the present invention is not limited to the illustrated one, and can be appropriately modified in design without departing from the spirit of the present invention.

[0052] For example, in the above embodiment, the power unit room mounting structure 10 is configured to be applied to the front of the vehicle, but it may also be applied to the rear of the vehicle. Furthermore, although the power unit room mounting structure 10 is configured to be applied to a PHEV vehicle in the above embodiment, the power unit room mounting structure 10 may also be applied to an electric vehicle (EV). In this case, the power unit may consist of a transaxle that integrates a motor as a drive source, an inverter that controls the power supplied to the motor, and a transmission that appropriately reduces the rotation of the motor and transmits it to the drive wheels. [Explanation of Symbols]

[0053] 10 Power unit room mounting structure 12 vehicles 14 Power Unit 18. Dashboard 20 Engine (Power Unit) 22 Transaxle (Power Unit) 26 Charger 30 charging cables 30A excess length (excess length of charging cable) 50 High-Voltage Components 52 Live power section 60 Regulated Cable R1 Power Unit Room S Space (space between the engine and charger)

Claims

1. A power unit is mounted in the vehicle's power unit room and is positioned opposite each other in the front-to-rear direction on the dashboard panel that separates the power unit room from the passenger compartment. A high-voltage component is positioned between the power unit and the dashboard panel, A charger located on the upper side of the vehicle of the aforementioned power unit, A charging cable routed from the aforementioned charger toward the dashboard panel, The system includes a regulating cable, which is a different cable from the aforementioned charging cable, and is configured to restrict the movement of the charging cable upwards by covering a portion of the charging cable from the upper side of the vehicle, while allowing movement at least toward the dash panel. Power unit room mounting structure.

2. The restrictive cable is configured to allow the charging cable to move toward the dash panel so that, in a plan view, the charging cable overlaps with the live part of the high-voltage component. The power unit room mounting structure according to claim 1.

3. The aforementioned regulated cable is a cable whose excess length is set to be shorter than the excess length of the charging cable. The power unit room mounting structure according to claim 1 or claim 2.

4. The aforementioned restrictive cable is a cable that connects the transaxle included in the power unit to the charger. The power unit room mounting structure according to claim 1 or claim 2.

5. The aforementioned vehicle is a PHEV vehicle equipped with a power unit including an engine and a transaxle, In the aforementioned power unit room, the engine and the transaxle are arranged side by side in the vehicle width direction. The high-voltage component is located between the engine and the dashboard panel. The charger is mounted on the upper side of the transaxle of the vehicle, and in a plan view, it is mounted alongside the engine in the vehicle width direction. The charging cable is routed through the space between the engine and the charger and toward the dashboard panel. The restricting cable is configured to restrict the movement of the charging cable upwards to the vehicle by covering a portion of the charging cable from the upper side of the vehicle, while allowing movement toward the dashboard panel and the high-voltage component. The power unit room mounting structure according to claim 1 or claim 2.

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