Vehicle-mounted configuration of an electric unit

Abstract

A vehicle-mounted configuration of an electric unit (1) has a side beam (10), a suspension beam (5) having a high rigidity portion (5a) and a low rigidity portion (5b) in a vehicle front-rear direction, and the electric unit (1) having an inverter (2) and a motor (3) in an integrated configuration, the side beam (10) having a bent portion (10c) configured to overlap the inverter (2) in the vehicle front-rear direction, the electric unit (1) being configured to be fixed to the low rigidity portion (5b).

Description

TECHNICAL FIELD

[0001] The present application relates to a vehicle-mounted configuration of an electric unit. BACKGROUND

[0002] A configuration in which an inverter is disposed near a side member is disclosed in JP 2012-96746 A. SUMMARY

[0003] The side member has a low rigidity portion that attenuates energy by shape deformation at the time of vehicle collision. However, if the inverter is disposed near the side member, the deformed side member interferes with the inverter, which results in damage to the inverter, and as a result, the insulation of the high-voltage terminal connection portion of the inverter can be damaged, i.e., the high-voltage terminal connection portion can be short-circuited.

[0004] The present application has been made in view of such a problem, and aims to suppress insulation damage to the inverter due to interference of the side member at the time of vehicle collision.

[0005] The vehicle-mounted configuration of the electric unit according to one embodiment of the present application has a side member, a suspension beam having a high rigidity portion and a low rigidity portion in the vehicle front-rear direction, and an electric unit that has an inverter and a first motor in an integrated configuration. The side member has a curved portion having a curved shape that protrudes upward. The curved portion is disposed so that the position in the vehicle front-rear direction overlaps the inverter. The electric unit is fixed to the low rigidity portion. BRIEF DESCRIPTION OF DRAWINGS

[0006] Figure 1 is an appearance view of the electric unit.

[0007] Figure 2 is a schematic configuration view of the vehicle-mounted configuration of the electric unit according to the embodiment.

[0008] Figure 3 is an appearance view of the generator.

[0009] Figure 4 is a view showing the state of the vicinity of the side member at the time of vehicle collision. DETAILED DESCRIPTION

[0010] Hereinafter, an embodiment of the present application will be described with reference to the drawings.

[0011] Figure 1 is an appearance view of the electric unit 1. Figure 2 is a schematic configuration view of the vehicle-mounted configuration of the electric unit 1 according to the embodiment. Figure 3 is an appearance view of the generator 4. As Figure 1As shown, the electric unit 1 includes an inverter 2 and a motor 3. The electric unit 1 is mounted on a vehicle. This vehicle is a series hybrid vehicle, which uses electricity generated by a generator 4 through the power of an internal combustion engine to drive the motor 3, which constitutes the vehicle's drive source. The inverter 2 is positioned above the motor 3 and is integrally constructed with the motor 3. The housing 2a of the inverter 2 is fixed to the housing 3a of the motor 3 by bolts. The motor 3 is equivalent to the first motor.

[0012] like Figure 2 As shown, the electric unit 1 is fixed to the suspension beam 5 via the support 30. The support 30 supports the electric unit 1 from below. The electric unit 1 is configured to tilt forward relative to the vehicle.

[0013] The suspension beam 5 has a high-rigidity section 5a and a low-rigidity section 5b in the vehicle's longitudinal direction. The high-rigidity section 5a is the section with higher rigidity than the low-rigidity section 5b. In this embodiment, carbon steel is used as the material for the high-rigidity section 5a, and aluminum alloy is used as the material for the low-rigidity section 5b. The high-rigidity section 5a can be configured, for example, by using a cross-sectional structure larger than that of the low-rigidity section 5b, or by setting a beam on the inner side of the vehicle in the transverse direction, i.e., on the inner side of the suspension beam 5.

[0014] The high-rigidity part 5a has a shape that extends towards the rear of the vehicle and diagonally downwards. The low-rigidity part 5b is disposed behind the high-rigidity part 5a. The high-rigidity part 5a is disposed in the front portion including the front end of the suspension beam 5. The low-rigidity part 5b is configured to be connected to the high-rigidity part 5a. The electric unit 1 is fixed to the low-rigidity part 5b via the support part 30.

[0015] Inverter 2 is positioned higher than side beam 10. Inverter 2 has a high-voltage busbar 2b within housing 2a. Busbar 2b is a high-voltage terminal connection point connected to motor 3. Regarding busbar 2b, the high-voltage terminals are formed as a busbar structure, with insulation only partially applied. Therefore, from the viewpoint of ensuring insulation during a vehicle collision, busbar 2b is positioned to minimize interference with side beam 10.

[0016] The side beam 10 is connected to the bumper reinforcement 20 on the front side of the vehicle and extends from the bumper reinforcement 20 toward the rear of the vehicle. The side beam 10 is positioned higher than the suspension beam 5.

[0017] The side beam 10 has a high-rigidity portion 10a and a low-rigidity portion 10b in the vehicle longitudinal direction. The high-rigidity portion 10a is a portion with higher rigidity than the low-rigidity portion 10b, for example, by using a cross-sectional structure larger than that of the low-rigidity portion 10b, a high-strength material, or by setting a beam on the inner side of the vehicle in the vehicle transverse direction, i.e., the inner side of the side beam 10.

[0018] The low-rigidity portion 10b is positioned behind the high-rigidity portion 10a. The low-rigidity portion 10b is connected to the high-rigidity portion 10a. Viewed from the front of the vehicle, the low-rigidity portion 10b has a longitudinally elongated cross-sectional shape. Therefore, the low-rigidity portion 10b is prone to bending laterally in a vehicle collision. The longitudinally elongated cross-sectional shape helps to ensure a larger space within the vehicle's motor compartment.

[0019] The high-rigidity component 10a is positioned in the vehicle's longitudinal direction to overlap with the high-rigidity component 5a of the suspension beam 5. The high-rigidity component 10a is positioned within the area provided for the high-rigidity component 5a in the vehicle's longitudinal direction. The high-rigidity component 5a corresponds to the first high-rigidity component, and the high-rigidity component 10a corresponds to the second high-rigidity component. The high-rigidity component 10a is located at the front end of the side beam 10.

[0020] like Figure 2 , Figure 3 As shown, the generator 4 and the electric unit 1 are separate structures. The generator 4 is fixed to the side beam 10 via a bracket 11. The generator 4 is fixed in a suspended state from the side beam 10 using the bracket 11. A reducer 6 is installed in the motor 3. The motor 3 transmits power to the output shaft 6a via the reducer 6, and then transmits power to the vehicle's drive wheels via the output shaft 6a and the vehicle's drive shaft connected to the output shaft 6a. The output shaft 6a is located lower than the motor 3. The output shaft 6a and the drive shaft are located lower than the side beam 10 and higher than the suspension beam 5. The drive shaft can be configured coaxially with the output shaft 6a.

[0021] The bracket 11 is fixed to the fixing part 4aa provided on the housing 4a of the generator 4 by bolts, and is also fixed to the high-rigidity part 10a of the side beam 10 by bolts. The bracket 11 is fixed to the upper surface of the side beam 10. The generator 4 is fixed to the high-rigidity part 10a of the side beam 10 via the bracket 11.

[0022] High-voltage connector 4b connects to generator 4. High-voltage connector 4b is the connector that connects inverter 2 and generator 4, and is configured lower than side beam 10. High-voltage connector 4b connects from the inside of the vehicle to the lower part of generator 4 in its on-board state. High-voltage connector 4b is configured higher than suspension beam 5. Generator 4 is equivalent to a second motor.

[0023] The side beam 10 has a curved portion 10c. The curved portion 10c has a curved shape convex upward and is disposed so that the position in the vehicle front-rear direction overlaps the inverter 2. The side beam 10 extends from the curved portion 10c toward the vehicle front-rear direction and obliquely downward, and is provided as a whole in a substantially curved dome shape. The curved portion 10c is provided at a position overlapping the drive shaft of the vehicle to which the output shaft 6a is connected in the vehicle front-rear direction. The curved portion 10c is provided so as to avoid interference with the drive shaft of the vehicle, thereby securing a space in which the drive shaft is disposed.

[0024] Next, the main effects of the present embodiment will be described.

[0025] Figure 4 is a view showing the state of the vicinity of the side beam 10 at the time of a vehicle collision. The dotted line shows the state before the vehicle collision. If the vehicle collides, the low-rigidity portion 10b of the side beam 10 bends in the vehicle transverse direction, absorbing energy. At this time, the portion of the low-rigidity portion 10b on the vehicle front side bends toward the inside of the vehicle. In addition, the suspension beam 5 moves toward the rear of the vehicle.

[0026] At this time, it is assumed that if the suspension beam 5 does not break, the electric unit 1 remains in the state of being fixed to the suspension beam 5, and the inverter 2 cannot move upward in the direction away from the side beam 10. Therefore, the side beam 10 that has bent inwardly can interfere with the inverter 2. Moreover, if the insulation of the inverter 2 is broken at this time, a short circuit at a high voltage can occur, and the safety against electric shock can be impaired.

[0027] In particular, in the present embodiment, the side beam 10 has the curved portion 10c disposed so that the position in the vehicle front-rear direction overlaps the inverter 2. In this case, the side beam 10 is likely to bend in a manner convex upward at the time of a vehicle collision, and as a result, the low-rigidity portion 10b is likely to bend toward the inside of the vehicle and interfere with the inverter 2.

[0028] The vehicle-mounted configuration of the electric unit 1 according to the present embodiment has: a side beam 10; a suspension beam 5 having a high-rigidity portion 5a and a low-rigidity portion 5b in the vehicle front-rear direction; and an electric unit 1 in which an inverter 2 and a motor 3 are provided in an integrated configuration, the side beam 10 has a curved portion 10c disposed so that the position in the vehicle front-rear direction overlaps the inverter 2, and the electric unit 1 is formed in a structure fixed to the low-rigidity portion 5b.

[0029] According to this structure, after a vehicle collision, the high-rigidity part 5a moves rearward without breaking. Furthermore, the high-rigidity part 5a presses down on the low-rigidity part 5b, causing the root of the high-rigidity part 5a in the low-rigidity part 5b to stretch, leading to the breakage of the low-rigidity part 5b. As a result, the breakage of the low-rigidity part 5b frees the electric unit 1, allowing it to move upward in a pushing motion. This causes the inverter 2 to move away from the side beam 10, thus preventing interference between the side beam 10, which bends inward towards the vehicle, and the inverter 2 during a vehicle collision. Additionally, when the electric unit 1 is fixed to the suspension beam 5, the rearward movement of the electric unit 1 could potentially interfere with the front crossbeam that separates the passenger compartment and the motor compartment; this situation is also avoided. The generator 4's lower placement than the motor 3 also facilitates the upward pushing motion of the freed electric unit 1.

[0030] Furthermore, according to this structure, the electric unit 1, which becomes free due to the fracture of the low-rigidity part 5b during a vehicle collision, moves upward, thus preventing the side beam 10, which bends upward in a convex manner during a vehicle collision, from interfering with the inverter 2.

[0031] In this embodiment, the high-rigidity portion 5a has a shape that extends toward the rear of the vehicle and diagonally downward.

[0032] According to this structure, during a vehicle collision, the high-rigidity part 5a moves downward and rearward into a space, causing shear force to act on the low-rigidity part 5b. As a result, the low-rigidity part 5b can easily break. In addition, this also facilitates the upward pushing of the electric unit 1 when it is in a free state.

[0033] The vehicle-mounted structure of the electric unit 1 in this embodiment also includes a side beam 10, and the inverter 2 is configured to be positioned higher than the side beam 10.

[0034] According to this structure, interference between the inverter 2, which is composed of high-voltage components, and the side beam 10 can be more reliably avoided during a vehicle collision.

[0035] In this embodiment, the side beam 10 has a high-rigidity portion 10a that overlaps with the high-rigidity portion 5a of the suspension beam 5 in the vehicle's longitudinal direction. The on-board structure of the electric unit 1 according to this embodiment also includes a generator 4, which is fixed to the high-rigidity portion 10a of the side beam 10 and is configured as a separate structure relative to the electric unit 1.

[0036] According to this structure, the generator 4 is fixed to the high-rigidity portion 10a outside the region of the low-rigidity portion 10b that bends toward the inside of the vehicle at the time of vehicle collision, and thus interference of the side beam 10 that bends toward the inside of the vehicle with the generator 4 can be avoided. In addition, the generator 4 is disposed at a position overlapping the high-rigidity portion 5a that does not break in the vehicle front-rear direction, and thus a condition in which the suspension beam 5 interferes with the generator 4 due to breaking at the time of vehicle collision can also be avoided. Furthermore, the motor unit 1 is provided in a divided structure not only with respect to the generator 4 but also with respect to the internal combustion engine that drives the generator 4, and thus the motor unit 1 is accordingly lightened and easily moves upward at the time of vehicle collision. As a result, interference of the inverter 2 with the side beam 10 is also easily avoided.

[0037] The vehicle-mounted configuration of the motor unit 1 according to the present embodiment also has a high-voltage connector 4b connected to the generator 4, and the high-voltage connector 4b is disposed lower than the side beam 10.

[0038] According to this structure, interference of the high-voltage connector 4b with the side beam 10 can also be avoided.

[0039] The above-described embodiments of the present application have been described, but the above-described embodiments merely show a part of application examples of the present application, and the gist of the present application is not limited to the specific structures of the above-described embodiments.

[0040] For example, in the above-described embodiments, a case in which the inverter 2 is disposed higher than the side beam 10 has been described. However, the inverter 2 can be partially disposed higher than the side beam 10, and in this case, the portion of the inverter 2 that is disposed higher than the side beam 10 can include the high-voltage bus bar 2b. In addition, the high-voltage bus bar 2b can be a high-voltage bus bar connected to the generator 4 or a high-voltage bus bar connected to a battery.

[0041] According to this structure, interference of the side beam 10 with the high-voltage bus bar 2b, which is a component that is most desirably avoided from interfering with the side beam 10 from the viewpoint of ensuring insulation, can also be avoided.

Claims

1. A vehicle-mounted structure for mounting an electric unit, which integrates an inverter and a motor, and a generator, in a vehicle, wherein, The vehicle-mounted structure has the following features: The side beam has a curved portion with a curved shape that convexes upwards; as well as A suspension beam has a high-rigidity section and a low-rigidity section. The high-rigidity section extends in the vehicle's longitudinal direction and has a shape that extends obliquely towards the rear and downward of the vehicle. The low-rigidity section extends rearward from the rear end of the high-rigidity section. The generator is fixed to the side beam. The electric unit is fixed to the low-rigidity part. The lowest part of the generator is lower than the lowest part of the motor. The curved section and the inverter are configured to overlap in the longitudinal direction of the vehicle.

2. The vehicle-mounted structure according to claim 1, wherein, The inverter is configured to be positioned higher than the side beam.

3. The vehicle-mounted structure according to claim 1, wherein, The inverter has a high-voltage terminal connection portion, and is located partially above the side beam. The portion of the inverter located above the side beam includes the high-voltage terminal connection.

4. The vehicle-mounted structure according to claim 1, wherein, The side beam has a second high-rigidity portion whose position in the vehicle's longitudinal direction overlaps with the first high-rigidity portion of the suspension beam, which is the high-rigidity portion. The generator is fixed to the second high-rigidity part of the side beam.

5. The vehicle-mounted structure according to claim 4, wherein, It also has a high-voltage connector for connection to the generator, the high-voltage connector being configured to be positioned lower than the side beam.

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