On-board electrical equipment

Abstract

The vehicle-mounted electrical equipment disclosed herein is a device installed in the front cabin of a vehicle, comprising: at least one electronic component, a shell for accommodating the electronic component, a connector connected to the electronic component in the shell and protruding rearward from the surface of the shell, a fastening portion extending from the lower part of the shell and fastened to the body of the vehicle, and a protective wall formed as an integral part with the fastening portion in a manner extending upward from the lower part of the shell along one side surface of the connector and further protruding rearward from the rear end face of the connector.

Description

Technical Field

[0001] The present invention relates to a vehicle-mounted electrical device, which comprises at least one electronic component and a housing for accommodating the electronic component and is mounted in a front cabin of a vehicle. Background Art

[0002] In the past, as such on-board electrical equipment, there is known an electric control device fixed to a variable speed drive axle that houses a driving motor in the front cabin of a hybrid vehicle (for example, refer to Japanese Patent Laid-Open No. 2019-084867). A low-voltage connector is provided on the upper rear portion of the electric control device, and a metal cover is arranged on the rear side of the front cabin of the vehicle. Furthermore, on both sides of the low-voltage connector of the electric control device, a pair of protective devices are arranged that extend toward the rear of the vehicle beyond the low-voltage connector. Thus, when the electric control device moves backward due to a collision of the vehicle, the cover is pressed backward by a pair of protective devices to protect the low-voltage connector. Summary of the invention

[0003] In the power control device described in Japanese Patent Application Laid-Open No. 2019-084867, since the base of at least one protective device is fixed to a dedicated bolt seat extending from the side of the power control device by means of bolts, the overall volume of the device increases. On the other hand, in electric vehicles such as hybrid vehicles or electric vehicles, the mounting space for on-board electrical equipment in the front cabin is sometimes limited due to the longer wheelbase caused by ensuring the mounting space for the battery, or the increase in the maximum steering angle of the front wheels caused by the longer wheelbase. Therefore, in a vehicle equipped with the power control device described in Japanese Patent Application Laid-Open No. 2019-084867, there is a risk that the operability (installability) of the connector when it is installed on the power control device cannot be well ensured in the narrow mounting space of the front cabin.

[0004] Therefore, a main object of the present disclosure is to ensure good mountability of a connector to a housing of an in-vehicle electrical device and to protect the connector protruding rearward from the surface of the housing.

[0005] The vehicle-mounted electrical equipment disclosed herein comprises at least one electronic component and a shell for accommodating the electronic component, and is mounted in a front cabin of a vehicle, wherein the vehicle-mounted electrical equipment is equipped with: a connector, which is connected to the electronic component in the shell and protrudes rearward from the surface of the shell; a fastening portion, which extends from the lower portion of the shell and is fastened to the body of the vehicle; and a protective wall, which is formed integrally with the fastening portion in a manner that extends upward from the lower portion of the shell along one side surface of the connector and further protrudes rearward from the rear end face of the connector.

[0006] The vehicle-mounted electrical device disclosed in the present invention is a device that includes at least one electronic component and a housing for accommodating the electronic component and is mounted in the front compartment of the vehicle. Furthermore, the vehicle-mounted electrical device includes a connector, a fastener, and a protective wall. The connector is connected to the electronic component in the housing and protrudes backward from the surface of the housing. The fastening portion extends from the lower part of the housing and is fastened to the body of the vehicle. Moreover, the protective wall is formed integrally with the fastening portion in a manner that extends upward from the lower part of the housing along one side of the connector and further protrudes backward from the rear end face of the connector. Thus, the increase in the volume of the entire vehicle-mounted electrical device can be suppressed, and the operability (installability) when the connector is installed relative to the housing in the narrow loading space of the front compartment is well ensured. Furthermore, when the vehicle-mounted electrical device moves backward due to a collision of the vehicle, the protective wall collides with the rear component before the connector, and the component is pressed back, thereby protecting the connector. As a result, the installability of the connector relative to the housing of the vehicle-mounted electrical device can be well ensured, and protection of the connector protruding backward from the surface of the housing is sought. Furthermore, by forming the protection wall and the fastening portion of the case integrally, it is possible to suppress a cost increase due to an increase in the weight of the vehicle-mounted electrical device or an increase in the number of components.

[0007] In addition, the housing may include a lower housing and an upper housing, the lower housing including the fastening portion and the protective wall, the upper housing connected to the upper end of the lower housing, and the upper housing may include a second protective wall extending rearward along the one side surface of the connector and further protruding rearward from the rear end surface of the connector. Thus, the problem of applying a load to one side surface or the rear end surface of the connector when a vehicle collision occurs can be effectively suppressed.

[0008] Furthermore, when the in-vehicle electrical device is viewed from above, the protection wall and the second protection wall may at least partially overlap.

[0009] In addition, a gap allowing a tool to pass may be formed between the protection wall and the second protection wall in the vertical direction. Thus, it is possible to ensure good workability when installing the connector to the housing of the vehicle-mounted electrical device in the narrow loading space of the front compartment.

[0010] Furthermore, the upper housing may include a third protective wall, the third protective wall extending rearward along another side surface of the connector opposite to the one side surface, and further protruding rearward from the rear end surface of the connector. Thus, when the vehicle-mounted electrical device moves rearward due to a collision of the vehicle, the third protective wall, in addition to the protective wall and the second protective wall, collides with a component behind the connector before the connector, and pushes the component back, thereby being able to protect the connector extremely well.

[0011] Furthermore, the protection wall, the second protection wall, and the third protection wall may extend from the lower housing or the upper housing so as to reach a plane facing the rear end surface of the connector with a gap therebetween.

[0012] Furthermore, the vehicle may include an on-board component, the on-board component is arranged at a distance behind the connector, and the distance between the protective wall and the third protective wall in the width direction of the vehicle and the distance between the second protective wall and the third protective wall in the width direction may be shorter than the dimension of the on-board component in the width direction. Thus, when the on-board electrical equipment moves backward due to a collision of the vehicle, the on-board component can be effectively prevented from colliding with the protective wall and the connector between the second protective wall and the third protective wall.

[0013] In addition, the second protective wall and the third protective wall may be formed on the upper shell in an offset manner in the up-down direction, and the connector may include: a connector body, the connector body being arranged between the second protective wall and the third protective wall; a first protrusion, the first protrusion extending from the connector body in a manner of being located above or below the second protective wall; and a second protrusion, the second protrusion extending from the connector body in a manner of being located below or above the third protective wall. Thus, when the connector is mounted on the shell, the second protective wall and the third protective wall may be used to limit the movement of the connector body in the width direction of the vehicle, and the movement of the first protrusion and the second protrusion, i.e., the connector body, in the up-down direction may be limited. As a result, the connector can be protected, and the problem of the connector contacting with the surrounding components can be suppressed, and the connector can be easily mounted relative to the shell.

[0014] Furthermore, the third protective wall may be formed on the upper shell body so as to be offset downward relative to the second protective wall, the first protrusion may extend from the connector body so as to be located below the second protective wall and be fastened to the upper shell body, the second protrusion may extend from the connector body so as to be located above the third protective wall and be fastened to the upper shell body, and the connector may also include: a third protrusion extending from the connector body so as to be located above the protective wall; and a fourth protrusion extending from the connector body so as to be located below the third protective wall.

[0015] In addition, the vehicle may be an electric vehicle including an electric motor that outputs driving force to wheels and a battery that supplies power to the electric motor, and the connector may be used to connect the vehicle-mounted electrical device to the battery or a power control device that drives the electric motor. That is, in the vehicle-mounted electrical device of the present disclosure, the connector, which is a high-voltage component, can be well protected when a vehicle collision occurs. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Hereinafter, features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described with reference to the accompanying drawings, in which like reference numerals represent like parts, and in which:

[0017] Figure 1 1 is a schematic diagram showing the structure of a vehicle equipped with the vehicle-mounted electrical device of the present disclosure.

[0018] Figure 2 It is a plan view showing a vehicle equipped with the vehicle-mounted electrical device of the present disclosure.

[0019] Figure 3 It is an enlarged perspective view showing a main part of the vehicle-mounted electric device of the present disclosure.

[0020] Figure 4 This is an enlarged view of the vehicle-mounted electrical device of the present disclosure as viewed from the rear.

[0021] Figure 5 This is an enlarged view of the vehicle-mounted electrical device of the present disclosure as viewed from the side.

[0022] Figure 6 It is an enlarged view showing a deformation mode of the vehicle-mounted electrical device of the present disclosure.

[0023] Figure 7 It is an enlarged view showing another modified form of the vehicle-mounted electrical device of the present disclosure. DETAILED DESCRIPTION

[0024] Hereinafter, a mode for carrying out the invention disclosed herein will be described with reference to the drawings.

[0025] Figure 1 1 is a schematic structural diagram of an electric vehicle 1 which is a vehicle equipped with a power supply unit (hereinafter referred to as "ESU") 10 as an on-board electrical device of the present disclosure. The electric vehicle 1 shown in the figure includes, in addition to the ESU 10, a battery (high-voltage battery) 3, a system main relay SMR, a power control device (hereinafter referred to as "PCU") 4, and an electric generator MG. The electric vehicle 1 is a front-wheel drive vehicle in this embodiment, but may also be a rear-wheel drive vehicle or a four-wheel drive vehicle.

[0026] The battery 3 includes a plurality of battery modules (battery stacks) connected in series, and a battery housing for accommodating the plurality of battery modules, and is, for example, mounted under the floor (under the floor) of the electric vehicle 1 near the rear seat. Each battery module of the battery 3 includes a plurality of battery cells (not shown) connected in series or in parallel, and each battery cell is, for example, a lithium-ion secondary battery or a nickel-metal hydride secondary battery. The positive-side power supply line PL is connected to the positive terminal of the battery 3 via the positive-side relay of the system main relay SMR, and the negative-side power supply line NL is connected to the negative terminal of the battery 3 via the negative-side relay of the system main relay SMR.

[0027] The PCU 4 is connected to the battery 3 via the positive power line PL, the negative power line NL, and the system main relay SMR. The PCU 4 includes an inverter (drive circuit) 4a that drives the motor generator MG, a boost converter 4b that can boost the power from the battery 3 and step down the voltage from the motor generator MG, a capacitor (omitted in the figure) that can be charged and discharged, and the like.

[0028] The motor generator MG is a synchronous generator motor (three-phase AC motor), and the rotor of the motor generator MG is connected to the drive shaft DS connected to the drive wheel DW via a gear mechanism including a speed reducer and a differential gear. The motor generator MG is driven by the electric power from the PCU 4 (battery 3), outputs a driving torque (driving force) to the drive shaft DS, and outputs a regenerative braking torque to the drive shaft DS when the electric vehicle 1 brakes. In this embodiment, the motor generator MG, the speed reducer, and the differential gear are housed in a transaxle case, and together with the transaxle case, form a transaxle 5.

[0029] In order to charge the battery 3 using power from an AC power source 80 such as a household power source or an external charging device (DC power source) 90 such as a fast charger installed at a charging station, the ESU 10 is mounted on the electric vehicle 1. Figure 1As shown, the ESU 10 includes a charging control device (charging ECU) 11, an AC charger 12, charging relays CHR and DCR, a DC / DC converter 13, a bus unit not shown in the figure, and a housing 100 that accommodates these electronic components. The charging control device 11 is a microcomputer including a CPU, ROM, RAM, etc. not shown in the figure, and controls the AC charger 12 and the DC / DC converter 13, and performs switching control on the charging relays CHR and DCR.

[0030] The AC charger 12 includes an AC / DC converter that converts AC power into DC power, or a DC / DC converter that boosts the DC power output from the AC / DC converter (both are omitted in the figure), etc. The AC / DC converter of the AC charger 12 is connected to a plug 8 that can be connected to a socket 81 of an AC power source 80 via a connector 18 mounted on the housing 100 and a cable. In addition, the DC / DC converter of the AC charger 12 is connected to a positive-side power line PL and a negative-side power line NL between the system main relay SMR and the PCU 4 via a charging relay CHR, a connector 14 mounted on the housing 100, and a power line. The plug 8 is connected to the socket 81, and by operating the AC charger 12 in a state where the system main relay SMR and the charging relay CHR are closed, the battery 3 can be charged with power (AC power) from the AC power source 80.

[0031] The charging relay DCR is connected to the positive side power line PL and the negative side power line NL between the system main relay SMR and the PCU 4 via the connector 15 and the power line installed in the housing 100. In addition, the charging relay DCR is connected to the power receiving connector 9 via the connector 19 and the cable installed in the housing 100. The power receiving connector 9 can be combined with the power transmission connector 91 of the external charging device 90, and is provided in the charging lid (charging lid) not shown in the figure of the electric vehicle 1. The power transmission connector 91 is combined with the power receiving connector 9, and the external charging device 90 is operated in the state where the system main relay SMR and the charging relay DCR are closed, thereby enabling the battery 3 to be charged with the power (DC power) from the external charging device 90.

[0032] The DC / DC converter 13 is connected to the positive side power line PL and the negative side power line NL between the system main relay SMR and the PCU 4 via the connector 16 and the power line installed in the housing 100. In addition, the output terminal of the DC / DC converter 13 is connected to an auxiliary battery (low-voltage battery) or various auxiliary devices not shown in the figure via the connector 17 and the power line installed in the housing 100. Thus, the DC / DC converter 13 can be used to step down the power from the positive side power line PL and the negative side power line NL and supply it to the auxiliary battery or various auxiliary devices.

[0033] like Figure 2 As shown, the ESU 10 described above is mounted together with the transaxle 5 in the front compartment FC of the electric vehicle 1. That is, in the present embodiment, two beam members 6 are fixed to the vehicle body (monocoque) 2 of the electric vehicle 1 in a manner parallel to and extending in the vehicle width direction of the electric vehicle 1 above the transaxle 5 in the front compartment FC. Furthermore, the ESU 10 is fastened (fixed) to the two beam members 6 (vehicle body 2) by a plurality of bolts in a manner located above the transaxle 5, behind the radiator 7, and in front of the dash panel (partition wall) DP.

[0034] Figure 3 This is an enlarged perspective view showing the main parts of the ESU 10. Figure 4 This is an enlarged view of the ESU10 from the rear. Figure 5 This is an enlarged view of the ESU 10 viewed from the side.

[0035] like Figures 3 to 5 As shown, the housing 100 of the ESU 10 includes a lower housing 110 in the shape of a prism, an upper housing 120 in the shape of a prism with a bottom, a lower cover 130, and an upper cover 140. In the present embodiment, the lower housing 110 and the upper housing 120 are castings formed of an aluminum alloy or the like, and the lower cover 130 and the upper cover 140 are formed of a steel plate or the like. The upper housing 120 is connected (fixed) to the upper end of the lower housing 110 via a plurality of bolts. The lower cover 130 is connected (fixed) to the lower end of the lower housing 110 via a plurality of bolts, forming the bottom of the lower housing 110. The upper cover 140 is connected (fixed) to the upper end of the upper housing 120 via a plurality of bolts, covering the upper housing 120. In addition, in the lower housing 110, for example, the AC charger 12 or the DC / DC converter 13, the charging relay CHR, etc. are housed, and in the upper housing 120, for example, the charging control device 11, the charging relay DCR, the bus unit, etc. are housed. However, for example, the charging relay CHR may also be Figure 1 As indicated by the two-dot chain line in FIG.

[0036] The lower housing 110 has a plurality of (in this embodiment, for example, four) fastening portions 111 (see FIG. 1 ) protruding outward from the lower portions (lower edges) of the corresponding corners of the lower housing 110. Figure 2 ). Each fastening portion 111 is fastened (fixed) to the corresponding beam member 6 by means of bolts. In addition, the upper housing 120 has a connection port 120o (see FIG. 12) for inserting the connector 15 that connects the charging relay DCR for fast charging to the positive and negative power supply lines PL and NL (battery 3). Figure 4 ). When each fastening portion 111 of the lower housing 110 is connected to the corresponding beam member 6, the connection port 120o extends in the vehicle width direction at the rear side of the electric vehicle 1, and the connection port 120o is formed in the side wall portion (rear wall portion) 120w (refer to Figure 4 ) (in the present embodiment, the end portion on the left side of the electric vehicle 1).

[0037] Furthermore, the upper housing 120 includes an outer protection wall (second protection wall) 121, an inner protection wall (third protection wall) 122, a first boss portion 120a, and a second boss portion 120b. Figure 4 As shown, the outer protective wall 121 is formed on the upper shell 120 on the side of the connection port 120o in a manner protruding rearward from one end of the side wall portion 120w (in the present embodiment, the left end). In addition, the inner protective wall 122 is formed on the upper shell 120 in a manner protruding rearward from the side wall portion 120w on the opposite side of the outer protective wall 121 relative to the connection port 120o. In the present embodiment, the outer protective wall 121 is formed on the upper shell 120 in a manner close to the upper end portion of the upper shell 120, and the inner protective wall 122 is formed on the upper shell 120 in a manner offset downward relative to the outer protective wall 121. Furthermore, the interval L1 (refer to Figure 4 ) is shorter than the dimension of the dash panel DP located at the rear of the ESU 10 in the vehicle width direction. Figure 4 As shown, the second boss portion 120a is formed on the side wall portion 120w so as to be located below the outer protection wall 120. Furthermore, the second boss portion 120b is formed on the side wall portion 120w so as to be located above the inner protection wall 122. Screw holes for the bolts B to be threadedly engaged are formed in the first and second boss portions 120a and 120b.

[0038] On the other hand, the connector 15 includes a connector body 150 having an insertion portion (omitted in the figure) inserted into the connection port 120o of the side wall portion 120w. The connector body 150 has a width shorter than the interval L1 between the outer and inner protection walls 121 and 122 of the upper housing 120, and when the connector 15 is inserted into the connection port 120o, it protrudes backward from the surface of the side wall portion 120w between the outer and inner protection walls 121 and 122.

[0039] In addition, if Figure 3 and Figure 4 As shown, the connector 15 includes a first protrusion 151 and a second protrusion 152. The first protrusion 151 extends from one side of the connector body 150 (at Figure 4 The second protrusion 152 extends outward from the other side ( Figure 4 The first protrusion 151 is formed on the connector body 150 so as to be located below the outer protective wall 121 of the upper housing 120 when the connector 15 is inserted into the connection port 120o. On the other hand, the second protrusion 152 is formed on the connector body 150 so as to be located above the inner protective wall 122 of the upper housing 120 when the connector 15 is inserted into the connection port 120o and is offset upward relative to the first protrusion 151. Bolt holes are formed in the first and second protrusions 151 and 152, through which the shaft of the bolt B is inserted.

[0040] Furthermore, if Figure 3 and Figure 4 As shown, the connector 15 includes a third protrusion 153 and a fourth protrusion 154. The third protrusion 153 extends from one side of the connector body 150 ( Figure 4 The fourth protrusion 154 extends outward from the other side ( Figure 4 The third protrusion 153 is formed on the connector body 150 so as to be located behind and below the first protrusion 151. In addition, the fourth protrusion 154 is formed on the connector body 150 so as to be located behind and below the second protrusion 152, and is located below the inner protection wall 122 of the upper shell 120 when the connector 15 is inserted into the connection port 120o.

[0041] Furthermore, in the ESU 10 of the present embodiment, a protection wall 115 is formed on the lower housing 110. The protection wall 115 is formed integrally with the fastening portion 111 near one end of the side wall portion 110w of the lower housing 110 located below the side wall portion 120w of the upper housing 120 in a manner that protrudes backward from one end (the left end in the present embodiment) of the side wall portion 110w of the lower housing 110. Figure 3 and Figure 4 As can be seen, when the ESU 10 is viewed from above, the protective wall 115 of the lower shell 110 and the outer protective wall 121 of the upper shell 120 at least partially overlap, and between the protective wall 115 and the outer protective wall 121 in the vertical direction, as shown in FIG. Figure 3 and Figure 5 As shown in FIG. 1 , a gap G is formed. Furthermore, the gap L2 between the protective wall 115 and the inner protective wall 122 in the vehicle width direction (see FIG. Figure 4 ) is shorter than the dimension of the dash panel DP located behind the ESU 10 in the vehicle width direction.

[0042] The connector 15 of the ESU 10 configured as described above is connected to the positive-side power line PL and the negative-side power line NL (battery 3) via power lines, and after the housing 100 is fixed to the beam member 6 (vehicle body 2), the connector 15 is mounted on the upper housing 120 of the housing 100. When the connector 15 is inserted into the connection port 120o, the first and third protrusions 151, 153 of the connector body 150 are inserted into the gap G between the protection wall 115 of the lower housing 110 and the outer protection wall 121 of the upper housing 120, and the inner protection wall 122 of the upper housing 120 is inserted into the gap between the second and fourth protrusions 152, 154 of the connector body 150. Thus, the movement of the connector body 150 in the vehicle width direction is restricted by the outer and inner protection walls 121, 122. Furthermore, the first and third protrusions 151 and 153 of the connector body 150, i.e., the connector body 150, are restricted from moving in the vertical direction by the protective wall 115 and the outer protective wall 121, while the second and fourth protrusions 152 and 154, i.e., the connector body 150, are restricted from moving in the vertical direction by the inner protective wall 122.

[0043] As a result, it is possible to prevent the connector 15 from contacting the surrounding components and to facilitate the insertion of the connector 15 (connector body 150) into the upper housing 120 (housing 100). In addition, after the connector 15 is inserted into the upper housing 120, the bolts B are inserted into the bolt holes penetrating the first and second protrusions 151 and 152, and the bolts B are screwed into the first or second bosses 120a and 120b of the upper housing 120. At this time, in the ESU 10, the fastening tool can be inserted into the gap G penetrating the protective wall 115 and the outer protective wall 121, and the bolts B inserted into the first protrusion 151 are screwed into the first boss 120a. Thus, the workability (installability) when the connector 15 is mounted on the housing 100 of the ESU 10 in the narrow loading space of the front compartment FC is well ensured, and the connector 15 can be firmly fixed to the housing 100 (upper housing 120).

[0044] When the connector 15 is mounted relative to the housing 100, the protective wall 115 of the lower housing 110, such as Figure 3 and Figure 5 As shown, it extends upward from the lower portion of the lower housing 110 along one side of the connector body 150 (connector 15), and further protrudes rearward from the rear end surface 150s of the connector body 150 (connector 15). Figure 3 and Figure 5 As shown in FIG. 1 , the outer protective wall 121 of the upper shell 120 extends rearward along one side of the connector body 150 and further protrudes rearward from the rear end face 150s of the connector body 150, and the inner protective wall 122 of the upper shell 120 extends rearward along the other side of the connector body 150 and further protrudes rearward from the rear end face 150s of the connector body 150. Furthermore, the ends of the protective wall 115, the outer protective wall 121, and the inner protective wall 122 are as shown in FIG. Figure 5 As shown, the rear end surface 150s of the connector body 150 reaches a virtual plane P that faces the rear end surface 150s of the connector body 150 with a gap therebetween.

[0045] Thus, when the electric vehicle 1 collides (frontal collision, oblique collision, or offset collision, etc.), and the ESU 10 moves backward due to the collision, the protective wall 115 of the lower housing 110, the outer protective wall (second protective wall) 121, and the inner protective wall (third protective wall) 122 of the upper housing 120 collide with the rear dash panel DP before the connector 15, and the dash panel DP is pushed back. As a result, the connector 15, which is a high-voltage component protruding backward from the side wall portion 120w, can be extremely well protected. Furthermore, when the electric vehicle 1 collides, the protective wall 115 and the outer protective wall 121 can effectively suppress the problem of load being applied to one side surface (the entire side surface) or the rear end surface of the connector body 150 (connector 15), and the inner protective wall 122 can effectively suppress the problem of load being applied to the other side surface of the connector body 150.

[0046] As described above, the ESU 10 includes a plurality of electronic components such as the AC charger 12 or the charging relay CHR, DCR, and the DC / DC converter 13, and a housing 100 for housing the plurality of electronic components, and is mounted in the front compartment FC of the electric vehicle 1. Furthermore, the ESU 10 includes: a connector 15 connected to the charging relay DCR in the upper housing 120 (housing 100) and protruding rearward from the surface of the side wall portion 120w of the upper housing 120; a plurality of fastening portions 111 extending from the lower portion of the lower housing 110 (housing 100) and fastened to the vehicle body 2 (beam member 6); and a protective wall 115 formed on the lower housing 110.

[0047] Furthermore, in the ESU 10, the protective wall 115 is formed integrally with any fastening portion 111 close to the connector 15 in such a manner that it extends upward from the housing 100, that is, the lower portion of the lower housing 110, along one side of the connector 15, and further protrudes rearward from the rear end surface 150s of the connector 15. Thus, it is possible to suppress the increase in the overall volume of the ESU 10, and to ensure good workability (installability) when the connector 15 is installed relative to the upper housing 120 in the narrow loading space of the front compartment FC. Furthermore, when the ESU 10 moves rearward due to a collision of the electric vehicle 1, the protective wall 115 hits the rear dash panel DP before the connector 15, and pushes the dash panel DP back, thereby protecting the connector 15. As a result, in the ESU 10, it is possible to ensure good installation of the connector 15 relative to the housing 100, and to seek protection for the connector 15 protruding rearward from the surface of the housing 100. Furthermore, by forming the protection wall 115 integrally with any of the fastening portions 111 , it is possible to suppress a cost increase due to an increase in the weight of the ESU 10 or an increase in the number of components.

[0048] In addition, the housing 100 of the ESU 10 includes a lower housing 110 and an upper housing 120, wherein the lower housing 110 includes a plurality of fastening portions 111 and a protective wall 115; the upper housing 120 is connected to the upper end of the lower housing 110, and the upper housing 120 includes an outer protective wall 121, which is a second protective wall extending rearward along one side of the connector 15 (connector body 150) and further protruding rearward from the rear end face 150s of the connector 15. Thus, when a collision of the electric vehicle 1 occurs, the problem of applying a load to one side (the entire side) or the rear end face of the connector 15 can be well suppressed by using both the protective wall 115 of the lower housing 110 and the outer protective wall 121 of the upper housing 120.

[0049] Furthermore, when the ESU 10 is viewed from above, the protective wall 115 and the outer protective wall 121 at least partially overlap, and a gap G allowing a fastening tool to pass therethrough is formed between the protective wall 115 and the outer protective wall 121 in the vertical direction. Thus, it is possible to ensure good workability when the connector 15 is mounted on the housing 100 of the ESU 10 in the narrow loading space of the front compartment FC.

[0050] In addition, the upper housing 120 includes an inner protective wall 122, which extends rearward along the other side surface opposite to one side surface of the connector 15, and further protrudes rearward from the rear end surface 150s of the connector 15. The inner protective wall 122 extends from the lower housing 110 or the upper housing 120 in a manner that reaches the virtual plane P opposite to the rear end surface 150s of the connector 15 across a gap, similarly to the protective wall 115 and the outer protective wall 121. Thus, when the ESU 10 moves rearward due to a collision of the electric vehicle 1, the inner protective wall 122, in addition to the protective wall 115 and the outer protective wall 121, also collides with the rear dash panel DP before the connector 15 and pushes the dash panel DP back, thereby being able to protect the connector 15 extremely well.

[0051] Furthermore, the electric vehicle 1 includes a dash panel DP as a vehicle-mounted component disposed at a distance behind the connector 15 of the ESU 10, and the distance L1 between the outer protective wall 121 and the inner protective wall 122 in the vehicle width direction and the distance L2 between the protective wall 115 and the inner protective wall 122 in the vehicle width direction are shorter than the dimension of the dash panel DP located at the rear of the ESU 10 in the vehicle width direction. Thus, when the ESU 10 moves backward due to a collision of the electric vehicle 1, the problem of the connector 15 colliding between the dash panel DP and the protective wall 115 and between the outer protective wall 121 and the inner protective wall 122 can be well suppressed.

[0052] In the ESU 10, the inner protection wall 122 is formed on the upper housing 120 so as to be offset downward relative to the outer protection wall 121. Furthermore, the connector 15 includes: a connector body 150 disposed between the outer and inner protection walls 121 and 122; a first protrusion 151 extending from the connector body 150 so as to be located below the outer protection wall 121; a second protrusion 152 extending from the connector body 150 so as to be located above the inner protection wall 122; a third protrusion 153 extending from the connector body 150 so as to be located above the protection wall 115; and a fourth protrusion 154 extending from the connector body 150 so as to be located below the inner protection wall 122. Thus, the connector 15 is protected, and the problem of the connector 15 contacting with the surrounding components can be suppressed, and the connector 15 can be easily mounted on the housing 100. In addition, the inner protection wall 122 may be formed on the upper housing 120 so as to be offset upward relative to the outer protection wall 121, the first protrusion 151 may extend from the connector body 150 so as to be located above the outer protection wall 121, and the second protrusion 152 may extend from the connector body 150 so as to be located below the inner protection wall 122. Furthermore, the third and fourth protrusions 153 and 154 may be omitted from the connector 15.

[0053] In addition, the ESU 10 described above is described as a device mounted in the electric vehicle 1 including the battery 3 and the motor generator MG, but it is not limited to this. That is, the ESU 10 may also be mounted in a plug-in hybrid vehicle, for example. In addition, in the ESU 10, at least any one of the connectors 14, 16-19 other than the connector 15, or a high voltage connector provided on a cable connected to the battery 3 or the PCU 4 may be mounted on the housing 100 in a manner protruding backward from the surface of the housing 100, and a protective wall 115 or the like may be provided for any one of the connectors 14, 16-19.

[0054] Furthermore, in the ESU 10, the outer protective wall 121 of the upper shell 120 is Figure 6 As shown, the inner protective wall 122 of the upper shell 120 may be formed integrally with the second boss 120b of the upper shell 120. Furthermore, instead of forming the protective wall 115 integrally with any of the fastening portions 111, as shown in FIG. Figure 6As shown in FIG. 1 , a protective wall 135 extending upward along one side surface of the connector 15 and further protruding rearward from the rear end surface 150s of the connector 15 may be formed integrally with the lower housing 130. Figure 6 As shown, the protective wall 141 may be formed relative to the upper shell 140 so as to at least partially overlap with the protective wall 115 of the lower shell 110 and the outer protective wall 121 of the upper shell 120 when the ESU 10 is viewed from above. The protective wall 141 may cover the entire connector 15 from above, and may extend along the entire side wall portion 120w. Furthermore, at least one of the protective wall 115, the outer protective wall 121, and the inner protective wall 122 may be formed by fixing an independent component to the lower shell 110 or the upper shell 120. For example, Figure 7 As shown, the collision bracket 125 can also be fixed (fastened) to the upper shell 120 so as to act as an outer protective wall. When a collision occurs with the electric vehicle 1, the collision bracket 125 engages with a tower bar (Tower bar) not shown in the figure to limit the ESU 10 from moving forward by inertia.

[0055] Furthermore, it is self-evident that the invention disclosed herein is not limited to the above-mentioned embodiments, and various modifications can be made within the scope of the extension of the present disclosure. Furthermore, in the above-mentioned embodiments, it is always only a specific mode of the invention recorded in the summary of the invention, and does not limit the elements of the invention recorded in the content of the invention.

[0056] The invention disclosed herein can be applied to the manufacturing industry of vehicle-mounted electrical equipment, etc.

Claims

1. A vehicle-mounted electrical device, comprising at least one electronic component and a housing for accommodating the electronic component, and mounted in a front cabin of a vehicle, wherein: The vehicle-mounted electrical equipment is equipped with: a connector connected to the electronic component in the housing and protruding rearward from a surface of the housing; a fastening portion extending from a lower portion of the housing and fastened to a body of the vehicle; as well as a protective wall, the protective wall being formed integrally with the fastening portion in a manner extending upward from a lower portion of the housing along one side surface of the connector and further protruding rearward from a rear end surface of the connector, The housing includes a lower housing and an upper housing, the lower housing includes the fastening portion and the protective wall, and the upper housing is connected to an upper end portion of the lower housing. The upper housing includes a second protective wall, the second protective wall extending rearward along the one side surface of the connector and further protruding rearward from the rear end surface of the connector. When the vehicle-mounted electrical device is viewed from above, the protective wall at least partially overlaps with the second protective wall. The upper housing includes a third protective wall, the third protective wall extending rearward along another side surface of the connector opposite to the one side surface, and further protruding rearward from the rear end surface of the connector. The third protection wall is formed on the upper shell body so as to be offset downward relative to the second protection wall. The connector comprises a connector body, and the connector body is arranged between the second protective wall and the third protective wall; a first protrusion, the first protrusion extending from the connector body in a manner of being located below the second protection wall and being fastened to the upper housing; a second protrusion, the second protrusion extending from the connector body so as to be located above the third protection wall and being fastened to the upper housing; a third protrusion extending from the connector body so as to be located above the protective wall; and a fourth protrusion extending from the connector body so as to be located below the third protection wall.

2. The vehicle-mounted electrical device according to claim 1, wherein: A gap allowing a tool to pass therethrough is formed between the protection wall and the second protection wall in the up-down direction.

3. The vehicle-mounted electrical device according to claim 2, wherein: The protection wall, the second protection wall, and the third protection wall extend from the lower housing or the upper housing to reach a plane facing the rear end surface of the connector with a gap therebetween.

4. The vehicle-mounted electrical device according to claim 3, wherein: The vehicle includes an on-board component, and the on-board component is arranged behind the connector at a distance. A distance between the protection wall and the third protection wall in the width direction of the vehicle and a distance between the second protection wall and the third protection wall in the width direction are shorter than a dimension of the vehicle-mounted component in the width direction.

5. The vehicle-mounted electrical device according to any one of claims 1 to 4, wherein: The vehicle is an electric vehicle including an electric motor that outputs driving force to wheels and a battery that supplies power to the electric motor, and the connector is used to connect the vehicle-mounted electrical device to the battery or a power control device that drives the electric motor.

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