Vehicle-mounted device

Abstract

Provided is a vehicle-mounted device that suppresses unexpected access to an electrical connection part of a power conversion device with a simple configuration. A vehicle-mounted device is provided with an inverter (10V) and a protector (60) that is attached to the inverter (10V) and protects the inverter (10V) from interfering with peripheral equipment during a vehicle collision. An inverter (10V) is provided with an opening (access hole) (48), a terminal block (33) provided inside the opening (48), and a removable cover (50) for closing the access hole (48). The protector (60) is provided so as to block an access path to the cover (50).

Description

Technical Field

[0001] The present invention relates to a vehicle-mounted device including a power conversion device for converting electric power between a motor for traveling and a battery. Background Art

[0002] Electric vehicles such as electric vehicles and hybrid vehicles are known that include a driving motor and a power converter in the front space (front cabin) of the vehicle. The power converter converts electric power between a battery and the driving motor.

[0003] In order to reduce the loss of electric power supplied to the traction motor and from the viewpoint of space efficiency, the power conversion device is often arranged above the traction motor.

[0004] The power converter is electrically connected to the battery and the driving motor. For example, Patent Document 1 discloses a structure in which a high-voltage battery and a power converter (power control unit) are connected via a power line. In this structure, one end of the power line is connected to a high-voltage connector provided on the power converter.

[0005] Patent Document 2 discloses a structure in which a power conversion unit (PCU) and a traction motor (motor generator) are connected via a power line (power cable). In this structure, the traction motor housing is provided with a cylindrical portion that accommodates a connector. The power line passes through this cylindrical portion and connects to the connector. The opening of the cylindrical portion is sealed by a connector cover.

[0006] Prior art literature

[0007] Patent Literature

[0008] Patent Document 1: Japanese Patent Application Publication No. 2018-111420

[0009] Patent Document 2: Japanese Patent Application Laid-Open No. 2009-038920 Summary of the Invention

[0010] Problems to be solved by the invention

[0011] The electrical connections in power conversion devices often consist of terminal blocks with bare terminals. Direct contact with the terminal blocks can cause electric shock. Therefore, it is desirable to prevent unintended contact with the electrical connections by surrounding the electrical connections with a housing or the like and sealing the openings with a cover (lid), as in Patent Document 2.

[0012] However, in the structure of Patent Document 2, the cover is relatively easy to attach and detach because it is fixed to the cylinder with bolts. Therefore, even those without specialized knowledge can easily remove the cover, which poses a safety issue. In this case, for example, an interlock mechanism could be considered that forcibly shuts off the power supply if the cover is removed. However, such a structure would increase costs and would be difficult to implement in practice.

[0013] The present invention has been made in view of the above-mentioned circumstances, and an object of the present invention is to provide an in-vehicle device capable of suppressing unintended access to an electrical connection portion in a power conversion device with a simple structure.

[0014] Means for solving problems

[0015] The present invention has been completed in view of the above-mentioned problems, and is characterized in that it comprises: a power conversion device, which is arranged in a compartment of a vehicle and converts power between a motor for driving and a battery; and a protector, which is installed on the power conversion device and protects the power conversion device from interfering with peripheral equipment when the vehicle collides; the power conversion device comprises an opening portion, an internal electrical connection portion accessible through the opening portion, and a detachable cover component that closes the opening portion, and the protector is arranged in a manner to block the access path to the cover component.

[0016] Furthermore, "converting power" refers to converting at least one of the power variables (voltage, current, frequency, phase, or number of phases) into another form. Examples include converting DC power to AC power, or stepping up or down the voltage. Furthermore, "access path" refers to the path that allows a person's hands or tools to access the cover in order to remove it.

[0017] With this structure, the protector blocks access to the cover, hindering removal of the cover. This means that accessing the electrical connector requires removing the protector and then the cover, which increases the amount of work and hinders easy cover removal. Therefore, the simple structure of the protector prevents unintended access to the electrical connector.

[0018] In the above-mentioned vehicle-mounted device, the protector may be provided so as to block an access path to a fixing member to which the cover member is fixed.

[0019] According to this configuration, unintended access to the electrical connection portion can be suppressed with a simpler configuration in which the access path to the fixing member of the fixing cover member is blocked only by the protector.

[0020] In the above-mentioned vehicle-mounted device, the protector may be fixed to at least two locations: the cover member and a protector mounting portion provided at a location other than the cover member in the power conversion device.

[0021] With this structure, removing the protector requires removing it from at least the protector mounting portion and the cover. This reduces the effort and time required to remove the protector, thereby increasing the barrier to removing the cover. Consequently, unintended access to the electrical connector is more effectively suppressed.

[0022] In this case, the protector is preferably fixed to the cover member at a position different from the position where the cover member is fixed. In other words, it is preferably not a structure in which the protector and the cover member are fixed integrally by joint fastening.

[0023] With this structure, access to the electrical connector requires removing the protector from both the protector mounting portion and the cover, and then removing the cover. This requires three steps of disassembly. This further increases the barrier to removing the cover.

[0024] In this case, it can also be configured that, when the protector mounting portion is defined as a first protector mounting portion, the cover member has a second protector mounting portion, which is a portion where the protector is fixed to the cover member and is formed to have lower rigidity than other parts of the cover member in order to deform when the peripheral device interferes with the protector.

[0025] With this structure, if the peripheral device collides with the protector during a vehicle collision, the second protector mounting portion deforms to absorb the collision energy, thereby preventing substantial damage to the cover member and, consequently, the electrical connection portion.

[0026] In the above-mentioned vehicle-mounted device, the protector may include a preferential interference portion that preferentially interferes with the peripheral device during a vehicle collision, and the electrical connection portion may be provided at a position of the power conversion device that is offset from the preferential interference portion.

[0027] According to this configuration, the electrical connection portion is provided at a position away from the priority interference portion of the protector. Therefore, even when the peripheral device collides with the protector, the electrical connection portion is less likely to be damaged.

[0028] In the above-mentioned vehicle-mounted device, it can also be constructed that the protector has an interference portion, which is the portion that interferes with the peripheral equipment during a vehicle collision, and has a guide surface for moving the peripheral equipment relative to the vertical direction, and the protector mounting portion is arranged below the interference portion.

[0029] According to this structure, the protector mounting portion is hidden under the interference portion and is difficult to see, so it is difficult to remove the protector. Therefore, the resistance to the removal of the cover member is further increased.

[0030] In the above-mentioned vehicle-mounted device, the power conversion device may also include a temporary placement portion for the cover member, the cover member is fixed in a state of being temporarily placed on the temporary placement portion, and the temporary placement portion is configured to allow the cover member to be displaced only in one direction serving as a disassembly direction.

[0031] In this structure, when removing the cover, it is necessary to displace the cover in one direction (the direction of assembly and disassembly) to separate it from the temporary placement area. Therefore, if the cover is tilted, for example, it is impossible to separate the cover from the temporary placement area, making removal of the cover difficult. In other words, it is difficult to remove the cover smoothly. Therefore, this structure is useful in preventing accidental access to the electrical connector.

[0032] Effects of the Invention

[0033] According to the present invention described above, unintended access to the electrical connection portion in the power conversion device can be suppressed with a simpler structure. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Figure 1 It is a plan view schematically showing the configuration of a vehicle equipped with the vehicle-mounted device (inverter and protector) of the present invention.

[0035] Figure 2 It is a cross-sectional view showing a schematic structure of a vehicle.

[0036] Figure 3 It is a top view schematic diagram of the powertrain including the inverter.

[0037] Figure 4 A diagram showing a supply path of electric power from a battery.

[0038] Figure 5 It is a perspective view of the inverter (including a protector) according to the first embodiment.

[0039] Figure 6 It is a side view of the inverter.

[0040] Figure 7 This is a top view of the inverter.

[0041] Figure 8 This is the rear view of the inverter.

[0042] Figure 9 These are diagrams of the inverter unit with the protector removed, (a) is a perspective view, and (b) is a rear view thereof.

[0043] Figure 10 This is a rear view of the inverter with the cover removed from the opening (manhole).

[0044] Figure 11 It is a rear view of the cover (plan view viewed from the rear).

[0045] Figure 12 This is the rear view of the protector.

[0046] Figure 13 is a side view of the protector.

[0047] Figure 14 This is a perspective view of the main parts showing the mounting structure of the protector (baffle).

[0048] Figure 15 This is a schematic diagram showing the operation of the powertrain (inverter) and brake booster during a frontal vehicle collision.

[0049] Figure 16 It is a perspective view of the inverter (including a protector) according to the second embodiment.

[0050] Figure 17 This is the rear view of the inverter.

[0051] Figure 18 This is a side view of the main parts of the inverter.

[0052] Figure 19 This is a perspective view of the inverter with the protector removed.

[0053] Figure 20 It is a three-dimensional diagram of the protector.

[0054] Description of Reference Numerals

[0055] V Vehicle

[0056] R1 cabin

[0057] 10 Powertrain

[0058] 10E engine

[0059] 10M motor

[0060] 10T transaxle

[0061] 10V inverter (power conversion device / on-board device)

[0062] 32DC input and output unit

[0063] 33 Terminal block (electrical connection part)

[0064] 47 protector mounting portion (first protector mounting portion)

[0065] 50 caps

[0066] 51 cover body

[0067] 52 fixing tab

[0068] 54 boss portion (second protector mounting portion)

[0069] 60 protector (vehicle-mounted device)

[0070] 62 baffle

[0071] 63a hood

[0072] 66 guide part (priority interference part / interference part) DETAILED DESCRIPTION

[0073] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. These embodiments are merely illustrative of the present invention, and the present invention is not limited to the following embodiments except for its essential configuration.

[0074] [Structure of Vehicle V]

[0075] Figure 1 1 is a plan view showing a schematic structure of a vehicle V equipped with the vehicle-mounted device of the present invention. Figure 2 This is a cross-sectional view schematically illustrating the structure of a vehicle V. In the drawings used in the following description, "FR" indicates the front of the vehicle, "RR" indicates the rear of the vehicle, "LH" indicates the left side of the vehicle, "RH" indicates the right side of the vehicle, "UP" indicates the top of the vehicle, and "LO" indicates the bottom of the vehicle. Unless otherwise specified, the term "front-rear direction" refers to the front-rear direction of the vehicle V.

[0076] Figure 1 The illustrated vehicle V is a hybrid electric vehicle (HEV) using an engine 10E and a motor (or motor generator) 10M as driving sources for traveling (i.e., driving sources for wheels W). However, the vehicle of the present invention is not limited to a hybrid electric vehicle and may also be an electric vehicle (EV).

[0077] The vehicle V includes a powertrain 10 including an engine 10E, a motor generator 10M, a transaxle 10T, an inverter 10V, and the like. The powertrain 10 is disposed within a compartment R1 (also referred to as a powertrain chamber) located at the front of the vehicle V. More specifically, in a plan view, the powertrain 10 is disposed within a space enclosed by a pair of left and right front side frames 12 extending in the vehicle's longitudinal direction, a front cross member 14 connecting the front ends of the two front side frames 12 in the vehicle's widthwise direction, and a dash panel 16. The dash panel 16 serves as a partition wall separating the compartment R1 from the vehicle interior R2.

[0078] The motor generator 10M (hereinafter referred to as the motor 10M) is a three-phase, three-wire AC motor that rotates in response to a supply of three-phase AC power. It includes an output shaft connected to the engine 10E via an electromagnetic clutch (not shown), a rotor with permanent magnets arranged around the output shaft, and a stator core with coils wound around the rotor's outer circumference. The multiple coils consist of a U-phase coil, a V-phase coil, and a W-phase coil, and currents of different phases are supplied to each phase of the coil.

[0079] The transaxle 10T is connected to the motor 10M and includes a transmission that reduces the speed of rotation input from the motor 10M, and a differential gear that distributes the reduced speed to the left and right wheels W. The rotational driving force generated by the engine 10E and the motor 10M is output from the differential gear to the drive shaft 11 and transmitted to the wheels W.

[0080] The vehicle V of this embodiment is, for example, a parallel hybrid electric vehicle. By switching the electromagnetic clutch on and off, the vehicle can travel solely using the driving force of the motor 10M, travel using the driving force of both the motor 10M and the engine 10E, and travel solely using the driving force of the engine 10E. Furthermore, when the vehicle V is decelerating, the motor 10M generates electricity using the rotational force of the wheels W.

[0081] Furthermore, a battery 20 is located under the floor of the vehicle interior R2, which is defined by the dash panel 16 and is located behind the cabin R1. The battery 20 exchanges power with the motor 10M. When the motor 10M functions as a driving source for driving, the battery 20 supplies power to the motor 10M. In this case, DC power is supplied via a DC-DC converter 22 provided in the power supply path between the battery 20 and the motor 10M. On the other hand, when the motor M functions as a generator during vehicle deceleration, the battery 20 stores the power generated by the motor 10M.

[0082] The inverter 10V is located above the motor 10M and the transaxle 10T and is connected to the motor 10M. The inverter 10V is a power conversion device that converts DC power from the battery 20 into AC power to supply power to the motor 10M. Specifically, the inverter 10V converts DC power supplied from the battery 20 via a DC circuit including a DC-DC converter 22 into three-phase AC power to supply power to the motor 10M.

[0083] When the vehicle V decelerates and the motor 10M functions as a generator, the inverter 10V converts the AC power (regenerative power) generated by the motor 10M into DC power and supplies it to the battery 20 via a DC circuit including a DC-DC converter 22 .

[0084] Furthermore, the vehicle V is provided with a battery 24 for supplying power to electrical components and the like provided in various parts of the vehicle V, in addition to the battery 20 for supplying power to the motor 10M. Figure 1 and Figure 2 Specifically, the vehicle V includes a battery 24 for auxiliary machinery in addition to a battery 20 for traveling that supplies electric power for traveling. The battery 24 for auxiliary machinery has a lower nominal voltage than the battery 20 for traveling.

[0085] For example, the battery 20 for driving is a lithium ion battery or a nickel-metal hydride battery having a nominal voltage of 24V or more, and the battery 24 for auxiliary machinery is a lead battery or a lithium ion battery having a nominal voltage of 12V.

[0086] Auxiliary battery 24 is located above inverter 10V. Specifically, battery 24 is positioned so as to cover the mounting portion (protector mounting portion 47) of inverter 10V, where a protector 60, described later, is mounted, from above, when viewed from above. In other words, battery 24 is positioned to block access to protector mounting portion 47.

[0087] A brake booster 26 is disposed behind the powertrain 10 in the compartment R1, specifically behind the inverter 10V. The brake booster 26 is an example of an auxiliary machine disposed behind the inverter 10V in the compartment R1. Figure 2 As shown, the lower portion of the brake booster 26 is located at substantially the same height as the inverter 10V. That is, the brake booster 26 is disposed at a position where its lower portion overlaps with the inverter 10V when viewed in the front-rear direction.

[0088] The brake booster 26 is a booster device that amplifies the passenger's pedaling force on the brake pedal and transmits it to the brake unit (master cylinder). The brake booster 26 includes a booster body 27 and an input unit 28 for inputting the passenger's pedaling force to the booster body 27.

[0089] The booster body 27 is fixed to the front surface of the dash panel 16 (the side surface on the cabin R1 side) via a bracket. The input unit 28 protrudes to the foot of the driver's seat in the vehicle cabin R2 through an opening formed in the dash panel 16. The input unit 28 is connected to a brake pedal (not shown).

[0090] A PCM (Powertrain Control Module) 25 is also mounted on the vehicle V. The PCM 25 is a controller that comprehensively controls the powertrain 10 including the motor 10M and the engine 10E.

[0091] [Configuration of 10V inverter]

[0092] Figure 3FIG is a top view of the powertrain 10 including the inverter 10V. Figure 3 As shown, the powertrain 10 includes an engine 10E, a motor 10M, and a transaxle 10T in this order from the right side of the vehicle.

[0093] The engine 10E is, for example, a multi-cylinder reciprocating engine, arranged in a so-called transverse position with its crankshaft extending in the vehicle width direction. A motor 10M is arranged adjacent to the left side of the cylinder block of the engine 10E. The motor 10M includes a motor housing 80 that defines its outer shell. The motor 10M is assembled to the engine 10E by joining the motor housing 80 to the cylinder block.

[0094] The transaxle 10T includes a transaxle case 90 constituting a housing thereof. The transaxle case 90 is joined to the motor case 80, whereby the transaxle 10T is assembled to the motor 10M.

[0095] The motor case 80 and the transaxle case 90 are made of a highly rigid metal material such as aluminum die casting or a highly rigid resin material such as carbon fiber reinforced resin. Therefore, the motor 10M and the transaxle 10T are highly rigid drive devices using the motor 10M as a drive source.

[0096] The inverter 10V is arranged at an upper portion of the powertrain 10 and is positioned astride the motor 10M and the transaxle 10T.

[0097] The inverter 10V includes an inverter housing 40 that forms its outer shell. The inverter housing 40 is made of a metal material or a resin material such as carbon fiber reinforced resin. By joining the inverter housing 40 to the upper portion of the motor housing 80 and the upper portion of the transaxle housing 90, the inverter 10V is integrally assembled with both the motor 10M and the transaxle 10T. In other words, the inverter 10V is fixed to the highly rigid upper portion of the drive device.

[0098] Figure 4 1 is a diagram illustrating the electrical connection between the battery 20 and the powertrain 10. The battery 20 is connected to the powertrain 10 via a DC-DC converter 22. DC power from the battery 20 is supplied to the inverter 10V via the DC-DC converter 22, where it is converted into AC power and supplied to the motor M. When the vehicle V decelerates, the AC power generated by the motor 10M is converted into DC power by the inverter 10V and supplied to the battery 20 via the DC-DC converter 22.

[0099] The inverter 10V and the DC-DC converter 22 are connected via DC wiring LN1, which consists of a wiring harness running through the vehicle body, and DC wiring LN2, which runs within the motor housing 80. DC wiring LN1 and DC wiring LN2 are interconnected via a connector CN2 located at the rear of the motor housing 80. A predetermined range of DC wiring LN2, including at least the end on the inverter 10V side, is formed by a busbar. This busbar is fastened to a terminal block 33 (equivalent to the "electrical connection portion" of the present invention) of the DC input / output unit 32, described later, within the inverter 10V, thereby connecting DC wiring LN2 to the inverter 10V.

[0100] Motor 10M and inverter 10V are connected via AC wiring LN3. A predetermined range of AC wiring LN3, including at least the end on the inverter 10V side, is formed by a busbar. This busbar is fastened to a terminal block of an AC input / output unit 38 (described later) in inverter 10V, thereby connecting AC wiring LN3 to 10M.

[0101] [Structure of Inverter 10V (First Embodiment)]

[0102] Figures 5 to 8 1 is a diagram showing an inverter 10V in which a protector 60 described later is installed. Figure 5 Use a three-dimensional diagram to show the inverter 10V, Figure 6 The inverter 10V is shown in a side view (side view viewed from the left side). Figure 7 The inverter 10V is shown in a top view. Figure 8 The inverter 10V is shown in the rear view. Figure 9 10V is a diagram showing an inverter 10V with the protector 60 removed. (a) shows the inverter 10V in a perspective view, and (b) shows the inverter 10V in a rear view. Figure 10 This is a rear view of the inverter 10V with a cover 50 of an opening 48, which will be described later, removed. In this example, the inverter 10V and a protector 60, which will be described later, correspond to the "vehicle-mounted device" of the present invention.

[0103] like Figures 5 to 8 As shown, the inverter 10V has a structure including an inverter case 40 that is elongated in the front-to-back direction and has a substantially rectangular shape in a plan view, and a protector 60 is attached to the rear end portion of the inverter case 40 .

[0104] The inverter housing 40 includes a disc-shaped upper housing 42 and a disc-shaped lower housing 44. The upper housing 42 has an upper surface and a peripheral wall extending downward from its periphery. The lower housing 44 has a bottom and a peripheral wall extending upward from its periphery. The upper housing 42 and the lower housing 44 are assembled vertically to form the inverter housing 40. As mentioned above, the inverter housing 40 is formed of a metal material or a resin material such as carbon fiber reinforced resin.

[0105] The inverter case 40 (hereinafter sometimes simply referred to as the case 40) includes a plurality of fastening portions 46 formed on its peripheral wall, specifically, on the peripheral wall of the lower case 44. The fastening portions 46 are thicker than other portions of the peripheral wall of the lower case 44. Bolts B1 are screwed through through-holes formed in the fastening portions 46 into threaded holes in the motor case 80 and the transaxle case 90, thereby securing (fastening) the inverter 10V to the upper portions of the motor 10M and the transaxle 10T.

[0106] A plurality of PCM connectors CN11 and CN12 protruding upward are provided on the upper housing 42. The PCM connectors CN1 and CN12 are connectors for connecting the PCM 25 to the inverter 10V through electrical wiring.

[0107] like Figure 7 As shown, the inverter 10V includes a DC input / output unit 32, a smoothing unit 34, a power module unit 36, and an AC input / output unit 38 housed in a housing 40. The DC input / output unit 32, the smoothing unit 34, the power module unit 36, and the AC input / output unit 38 are arranged in this order from the rear to the front of the vehicle V.

[0108] An opening (not shown) is provided on the lower surface of the front end portion of the lower housing 44. The AC wiring LN3 composed of a busbar is inserted into the housing 40 through the opening and fastened to the terminal block of the AC input / output unit 38 by bolts. By this fastening, the AC wiring LN3 is connected to the inverter 10V. Figure 5 Reference numeral 58 denotes a cover for closing an opening communicating with a connection portion between the AC input / output unit 38 and the AC wiring LN3 , and is fixed to the upper case 42 .

[0109] like Figure 7As shown, when viewing the inverter 10V from above, a portion of the right end of the rear end of the housing 40 (referred to as the right area ArR) protrudes rearward relative to the remaining rear end of the housing 40 (referred to as the left area ArL). This protruding portion 40a houses the DC input / output unit 32. An opening (not shown) is provided on the lower surface of the protruding portion 40a, i.e., the lower surface of the portion of the lower housing 44 corresponding to the protruding portion 40a. The DC wiring LN2, which is composed of busbars, is inserted into the protruding portion 40a through this opening.

[0110] The DC wiring LN2 passes through the upper wall of the motor case 80, is inserted into the protruding portion 40a through the opening (not shown), and is secured by the bolt B5 (see FIG. Figure 10 ) is fixed (fastened) to the terminal block 33 of the DC input / output unit 32. By this fastening, the DC wiring LN2 is connected to the inverter 10V.

[0111] A laterally elongated, oval-shaped opening 48 is provided on the rear wall 44a of the lower housing 44 within the protruding portion 40a. This opening 48 serves as an access hole (hereinafter sometimes referred to as the access hole 48) for accessing the terminal block 33, i.e., the electrical connection between the DC input / output unit 32 and the DC wiring LN2 within the inverter 10V. The access hole 48 opens rearward, providing access to the terminal block 33 from both the front and rear directions. In other words, the bolts B5 of the terminal block 33 can be installed and removed by inserting a tool through the access hole 48 from the rear.

[0112] like Figure 9 As shown, the inspection hole 48 is closed by a plate-shaped cover 50 (cover member). Figure 11 It is a rear view (plan view viewed from the rear) showing the cover 50 alone.

[0113] The cover 50 is formed of an insulating material such as resin. Figure 11 As shown, the cover 50 includes a generally square cover body 51 that blocks the inspection hole 48, four fixing tabs 52 extending outward from the cover body 51, and two temporary fixing tabs 56. The fixing tabs 52 are used to fix the cover 50 to the housing 40 (lower housing 44) and are provided at the four corners of the cover body 51. Meanwhile, the temporary fixing tabs 56 are used to temporarily fix (temporarily place) the cover 50 to the housing 40 before the cover 50 is fixed. The temporary fixing tabs 56 are provided between the two upper fixing tabs 52, adjacent to each of the fixing tabs 52.

[0114] like Figure 10As shown, four threaded holes 49a corresponding to the fixing tabs 52 and a pair of temporary fixing pins 49b corresponding to the temporary fixing tabs 56 are provided around the periphery of the access hole 48 on the rear wall 44a. The pair of temporary fixing pins 49b project rearwardly from the rear wall 44a in parallel with each other, extending in the direction of attachment and detachment of the cover 50, i.e., the front-to-back direction. In this example, the pair of temporary fixing pins 49b serve as the "temporary placement portion" of the present invention.

[0115] like Figure 9 and Figure 10 As shown, the cover 50 is fixed (fastened) to the rear wall 44a by screwing the bolt B4 through the through hole 52a provided in the fixing protrusion 52 into the threaded hole 49a while the temporary fixing pin 49b is inserted into the pin hole 56a provided in the temporary fixing protrusion 56.

[0116] When installing the cover 50, the temporary fixing pin 49b is inserted into the pin hole 56a of the temporary fixing tab 56, so that the cover 50 can be temporarily fixed (temporarily placed) on the protrusion 40a before being fastened with the bolt B4. This helps improve the assemblability of the inverter 10V.

[0117] The temporary fixing pins 49b and the pin holes 56a are provided so that the cover 50 can be attached to and detached from the temporary fixing pins 49b when the cover 50 is moved in the front-rear direction along the pair of temporary fixing pins 49b without being tilted.

[0118] The structures of the two upper fixing protrusions 52 among the four fixing protrusions 52 are different from the structures of the other (two lower) fixing protrusions 52. Figure 11 As shown, the two upper fixing protruding pieces 52 are provided with extending portions extending further outward from the positions of the through holes 52 a , and boss portions 54 are provided at the distal ends of the extending portions.

[0119] The boss portion 54 is a portion to which a protector 60 described later is mounted. The boss portion 54 is provided to protrude rearward from the rear surface of the fixing protruding piece 52, and a screw hole 54a for fixing the protector is provided in the boss portion 54.

[0120] Furthermore, the area of ​​the fixing tab 52 on the boss portion 54 side relative to the through-hole 52a is configured to have lower rigidity than the rest of the area. Specifically, by including a weakened portion, such as one portion of the extension being thinner than the rest of the wall thickness, or a notch formed in the extension, the area on the flange portion 54 side relative to the through-hole 52a is configured to have lower rigidity. This structure allows the protector 60, which is fixed to the boss portion 54, to deform or break away from the rest of the area if a load exceeding a specified value is applied to the protector 60. This prevents damage to the cover body 51.

[0121] A protector 60 is attached to the rear end of the housing 40. The protector 60 protects the inverter 10V and prevents the brake booster 26 from moving backward when the inverter 10V and the brake booster 26 interfere (collide). The protector 60 also prevents people from accidentally approaching the terminal block 33 of the DC input / output unit 32.

[0122] Figure 12 and Figure 13 The protector 60 is shown as a single unit. Figure 12 The protector 60 is shown in a rear view (a plan view viewed from the rear). Figure 13 The protector 60 is shown in a side view (left side view).

[0123] like Figures 5 to 8 as well as Figure 12 、 Figure 13 As shown, the protector 60 includes a baffle 62 and a guide portion 66. The guide portion 66 has the function of guiding the brake booster 26 upward to suppress the brake booster 26 from moving backward during a frontal collision of the vehicle. The guide portion 66 corresponds to the "interference portion" and "priority interference portion" of the present invention.

[0124] The guide portion 66 is a rectangular member made of sheet metal. It has an inclined surface 66a facing rearward and diagonally upward, with the front higher and the rear lower. The inclined surface 66a guides the brake booster 26 upward in the event of a collision with the brake booster 26. The inclined surface 66a is flat. In this example, the angle θ of the inclined surface 66a relative to the horizontal plane is set to, for example, 45°. The guide portion 66 is joined to the fixing portion 63c of the baffle 62, described later, via a leg portion 67.

[0125] The baffle 62 is made of a metal plate and extends from the right end to the left end along the rear end surface of the housing 40. The baffle 62 includes a cover portion 63a, a connecting portion 63b, and a fixing portion 63c in this order from the right side in the vehicle width direction.

[0126] The cover portion 63a is a portion that covers a portion of the cover 50 when the cover 50 is viewed from the rear. The fixing portion 63c is located in the left area ArL (see FIG. 1 ) of the housing 40. Figure 7 ) facing the rear wall 44c of the lower housing 44 from the rear. The fixing portion 63c is positioned forward of the cover portion 63a. The connecting portion 63b is located between the cover portion 63a and the fixing portion 63c. When viewed from above, the connecting portion 63b extends obliquely forward from the left end of the cover portion 63a and connects to the right end of the fixing portion 63c. In other words, the protector 60 has a generally crank-like shape when viewed from above.

[0127] As described above, the guide portion 66 is joined to the fixing portion 63c of the baffle 62 via the leg portion 67. The leg portion 67 is, for example, a three-dimensional stamped component made of a metal plate. Figure 13 As shown, the leg portion 67 includes a plate-shaped support portion 67 a extending forward and obliquely downward from the guide portion 66 along a direction perpendicular to the surface of the inclined surface 66 a (substantially a normal direction) in a side view.

[0128] The legs 67 are welded to the rear surface of the fixing portion 63c of the baffle 62 and the lower surface (the surface opposite the inclined surface 66a) of the guide portion 66. As a result, the guide portion 66 and the baffle 62 are integrally formed. Alternatively, the legs 67 may be integrally formed with the fixing portion 63c of the baffle 62 by stamping.

[0129] When the protector 60 is fixed to the housing 40, Figures 5 to 7 As shown, the guide portion 66 is arranged to the left of the protrusion 40a of the housing 40, that is, in the left area ArL. The rear end of the guide portion 66 is located at approximately the same position as the rear end of the protrusion 40a, and the upper end of the guide portion 66 is located at approximately the same position as the upper end of the protrusion 40a.

[0130] like Figure 1 As shown in FIG. 1 , the guide portion 66 thus configured is located in front of the booster body 27 of the brake booster 26 when viewed from above. Figure 2 As shown, the guide portion 66 is located at the lower portion of the booster body 27 , and more specifically, is located at the same height as an inclined surface 27 a of the booster body 27 , which will be described later.

[0131] like Figures 5 to 9 As shown, the protector 60 is fixed to a protector mounting portion 47 (corresponding to the “first protector mounting portion” of the present invention) provided in the left area ArL of the housing 40 .

[0132] The protector mounting portion 47 is provided at a gap on the rear wall 44c of the lower housing 44 in the left area ArL. Figure 9As shown, a fastening portion 46 is provided at the rear end portion of the side wall 44d at the left end of the lower case 44 and at the right end of the rear wall 44c of the lower case 44 in the left area ArL, more precisely, at the corner portion between the rear wall 44c and the side wall 44b of the lower case 44 in the protruding portion 40a. As described above, the fastening portion 46 is a portion formed thicker than other portions of the peripheral wall portion of the lower case 44.

[0133] The protector mounting portion 47 is provided in a bridge shape, spanning the two fastening portions 46. Bolts B2 are passed through a pair of through-holes 64b formed in the fixing portion 63c of the baffle 62 and screwed into a pair of threaded holes 47a formed in the protector mounting portion 47. As a result, the protector 60 is fixed to the protector mounting portion 47.

[0134] An inlet port 45A for a refrigerant (e.g., cooling water) made of a pipe is provided at the lower rear end of the lower housing 44 in the left region ArL. A similar outlet port 45B is provided at the front end of the lower housing 44 in the left region ArL. These ports 45A and 45B serve as inlets and outlets for the refrigerant, communicating with a cooling passage provided within the housing 40. The refrigerant is introduced into the housing 40 through the inlet port 45A, meanders through the housing 40, and is discharged through the outlet port 45B. In this manner, the refrigerant circulates within the housing 40, cooling the power module 36 and other components.

[0135] The inlet port portion 45A extends along the lower surface of the lower housing 44, passes below the protector mounting portion 47, and extends rearward of the protector mounting portion 47. The lower sides of the protector mounting portion 47 and the baffle 62 (fixing portion 63c) fixed thereto are formed to be recessed upward to avoid the inlet port portion 45A.

[0136] The protector 60 is further fixed to the cover 50. Specifically, a through hole 64a corresponding to the boss portion 54 (equivalent to the "second protector mounting portion" of the present invention) of the cover 50 is formed in the cover portion 63a of the baffle 62. Figure 8 and Figure 14 As shown, the bolt B3 is screwed into the threaded hole 54a of the boss portion 54 through the through hole 64a. Thus, the cover portion 63a is fixed to the cover 50. Figure 14 It is a perspective view of the main parts of the inverter 10V showing the mounting structure of the protector 60 (the cover portion 63a of the baffle 62).

[0137] When the cover portion 63a is fixed to the cover 50, the cover portion 63a faces the cover 50 from the rear. Figure 5 and Figure 8As shown, the cover portion 63 a covers substantially the upper half of the cover 50 from the rear, thereby concealing the two upper bolts B4 that secure the cover 50 .

[0138] [Operation of the Powertrain 10 and the Brake Booster 26 During a Frontal Collision]

[0139] Figure 15 This is a schematic diagram showing the operation of the powertrain 10 (inverter 10V) and the brake booster 26 during a frontal vehicle collision.

[0140] In the event of a head-on collision in the vehicle V, the inverter 10V and the powertrain 10 move backward (arrow A), colliding (interfering) with the brake booster 26 behind it via the protector 60. Specifically, the inverter 10V first collides with the brake booster 26 via the inclined surface 66a of the guide 66. Since the inclined surface 66a of the guide 66 is higher in the front and lower in the rear, when the guide 66 collides with the brake booster 26, the brake booster 26 displaces upward (arrow B), while the powertrain 10 displaces downward (arrow C). In this case, the inclined surface 27a at the lower front end of the booster body 27 contacts the inclined surface 66a of the guide 66, causing the powertrain 10 and the brake booster 26 to displace relative to each other along the inclined surfaces 27a and 66a.

[0141] As a result of the upward displacement of the brake booster 26 in this manner, it is possible to prevent the brake booster 26 from moving backward together with the dash panel 16 and intruding into the vehicle interior R2 .

[0142] [Effect]

[0143] In the aforementioned vehicle V1, the terminal block 33 in the inverter 10V is an electrical connection to the high-voltage DC line LN2. Improper removal of the cover 50 and contact with the terminal block 33 could result in electric shock. In this embodiment, by employing the above-described structure for the inverter 10V and the protector 60, accidental access to the terminal block 33 can be effectively prevented by utilizing the simple structure of the protector 60. Specifically, in this embodiment, the cover 50 is covered by the protector 60 mounted on the inverter 10V. Specifically, the cover 50 is covered from behind by the cover portion 63a of the protector 60. Removing the cover 50 requires removing the protector 60. This requirement hinders easy removal of the cover 50, resulting in the ability to prevent accidental access to the terminal block 33 by utilizing the simple structure of the protector 60.

[0144] In this case, in this embodiment, the cover portion 63a (protector 60) is configured to cover the bolts B4 securing the cover 50 from behind. Specifically, by covering a portion of the four upper and lower bolts B4 (the two upper bolts B4) from behind, access to the bolts B4 is blocked. Therefore, there is no need to cover the entire cover 50 with the cover portion 63a, and accidental access to the terminal block 33 can be prevented with a simpler structure.

[0145] Furthermore, in this embodiment, the protector 60 is fixed to the inverter 10V at two locations. Specifically, the fixing portion 63c is fixed to the protector mounting portion 47, and the cover portion 63a is fixed to the cover 50. Therefore, to remove the protector 60, both the protector mounting portion 47 and the cover 50 must be removed. This is more time-consuming and labor-intensive than when the protector 60 is fixed at a single location. This increased effort and time required to remove the protector 60 increases the resistance to removing the cover 50. Therefore, according to this embodiment, unintended access to the terminal block 33 can be further suppressed.

[0146] Furthermore, in this case, in this embodiment, the position where the cover portion 63a is fixed is different from the position where the cover 50 is fixed. Specifically, the cover 50 is fixed to the housing 40 by bolts B4 through the through-holes 52a of the fixing tabs 52, while the cover portion 63a is fixed to the boss portion 54 provided on the fixing tabs 52 by bolts B3. The cover 50 and the fixing portion 63c are not fastened together but are fixed separately. Therefore, to access the terminal block 33, it is necessary to remove the protector 60 from both the protector mounting portion 47 and the cover 50 (boss portion 54), and then remove the cover 50 fixed to the housing 40. In other words, the removal operation requires three locations, further increasing the resistance to the removal of the cover 50.

[0147] In addition, in the present embodiment, as described above, the boss portion 54 (the area on the boss portion 54 side of the through hole 52a) of the fixed cover portion 63a (protector 60) in the cover 50 is constructed to have lower rigidity than other parts. Therefore, there is an advantage in being able to avoid substantial damage to the cover 50 and, in turn, to avoid damage to the terminal block 33. That is, if the protector 60 collides with peripheral equipment during a collision of the vehicle V, part of the boss portion 54 will deform or break away from other parts, thereby absorbing the collision energy, and as a result, damage to the cover body 51 can be suppressed. Therefore, according to the present embodiment, when the inverter 10V collides with the brake booster 26 via the protector 60 during a head-on collision of the vehicle, substantial damage to the cover 50 and, in turn, damage to the terminal block 33 can be effectively suppressed.

[0148] Furthermore, in the event of a head-on collision between the inverter 10V and the brake booster 26 via the protector 60, as described above, the guide portion 66 of the protector 60 will first (preferentially) collide with (interfere with) the brake booster 26. Furthermore, in this embodiment, the terminal block 33, which serves as an electrical connection portion of the inverter 10V, is positioned to the left of the guide portion 66, which preferentially collides with the brake booster 26. Therefore, even if the inverter 10V collides with the brake booster 26 via the protector 60, the terminal block 33 is less likely to be damaged, effectively preventing electrical leakage and other potential damage to the terminal block 33.

[0149] In addition, in this embodiment, Figures 5 to 7 As shown, the portion of the protector 60 that is secured to the protector mounting portion 47 (fixing portion 63c) is offset forward relative to the cover 50 and the hood portion 63a. Furthermore, the fixing portion 63c is concealed beneath the guide portion 66. This makes the fixing portion 63c difficult to see when viewed from behind and also difficult to see when viewed from above, making it difficult to insert tools, etc., into the fixing portion 63c. This makes disassembly of the protector 60 difficult, and inadvertent access to the terminal block 33 is also prevented.

[0150] In addition, in this embodiment, a pair of temporary fixing pins 49b are provided around the inspection hole 48 in the housing 40, and the cover 50 is fixed in a state of being temporarily fixed (temporarily placed) on the temporary fixing pins 49b. In detail, the cover 50 is fixed to the housing 40 (rear wall 44a) by means of bolts B4 in a state where the temporary fixing pins 49b are inserted into the pin holes 56a provided in the temporary fixing tab portion 56. In this structure, in order to remove the cover 50, it is necessary to displace the cover 50 along the pair of temporary fixing pins 49b and separate it from the temporary fixing pins 49b. Therefore, if the cover 50 is tilted, etc., it is impossible to separate the cover 50 from the temporary fixing pins 49b, and the removal of the cover 50 becomes difficult. In other words, even if the bolts B4 are removed, it is difficult to remove the cover 50 immediately. Therefore, according to this embodiment, accidental access to the terminal block 33 can also be suppressed at this point.

[0151] [Inverter 10V of the Second Embodiment]

[0152] Figures 16 to 20 FIG. 1 shows an inverter 10V according to another embodiment (with a protector 60 installed). Figure 16 Use a three-dimensional diagram to show the inverter 10V, Figure 17 Rear view of the inverter 10V, Figure 18 The inverter 10V is shown in a side view of the main parts. Figure 19 This is a perspective view of the inverter 10V with the protector 60 removed. Figure 20 It is a perspective view of the protector 60 alone.

[0153] The inverter 10V of the second embodiment mainly differs from the first embodiment in the structures of a protector 60 and a protector mounting portion 47 .

[0154] like Figures 16 to 18 and Figure 20 As shown, the protector 60 includes a baffle 62 comprising a cover portion 63a, a connecting portion 63b, and a fixing portion 63c, similar to the first embodiment. However, in the second embodiment, the cover portion 63a is positioned so as to face one of the four fixing tabs 52 of the cover 50 from behind. Specifically, the fixing portion 63c faces only the upper left fixing tab 52, covering the bolt B4 securing the fixing tab 52 from behind. Furthermore, the cover portion 63a is fixed to the boss portion 54 of the upper left fixing tab 52 via the bolt B3.

[0155] like Figure 18 and Figure 20 As shown, the fixing portion 63c includes a pair of inverted U-shaped fixed pieces 68 and a strip-shaped support piece 69 extending upward between the pair of fixed pieces 68. The guide portion 66 is joined to the base portions of the fixed pieces 68 and the support piece 69 by welding or the like.

[0156] As described above, in the baffle 62, the cover portion 63a is fixed to the boss portion 54 of the cover 50. On the other hand, the fixing portion 63c is fixed to the protector mounting portion 47 of the lower housing 44 via the fixing piece 68. Figure 19 As shown in FIG. 1 , the protector mounting portion 47 of the second embodiment is composed of protruding pieces provided to hang down from the left and right sides of the refrigerant inlet port 45A. The fixing pieces 68 are fixed to the protector mounting portions 47 by bolts B2.

[0157] As described above, the inverter 10V of the second embodiment has a different structure from that of the first embodiment, but its basic structure is the same as that of the first embodiment. Therefore, the inverter 10V of the second embodiment, more precisely, the inverter 10V equipped with the protector 60, can also prevent unintended access to the terminal block 33, which serves as the electrical connection portion, by utilizing the simple structure of the protector 60, as in the first embodiment.

[0158] In particular, in the second embodiment, the cover portion 63a of the protector 60 is formed so as to face from behind one of the four fixing tabs 52 of the cover 50. Therefore, it is possible to suppress accidental access to the terminal block 33 while keeping the cover portion 63a to the minimum necessary size.

[0159] Furthermore, in the second embodiment, the protector mounting portions 47 are provided on both sides of the refrigerant inlet port 45A. Therefore, compared with the protector mounting portions 47 of the first embodiment, the inlet port 45A has an advantage of greater freedom in the vertical direction.

[0160] Furthermore, each protector mounting portion 47 is provided so as to be suspended downward from the lower housing 44. This allows the collision load input to the guide portion 66 to be transmitted to the bottom portion of the lower housing 44, which has a relatively high resistance. Specifically, since the bottom portion of the lower housing 44 extends in the front-to-rear direction, the collision load is transmitted and dispersed to the bottom portion, effectively suppressing damage to the lower housing 44.

[0161] [Modification]

[0162] The vehicle V described above is an example of a preferred embodiment of the vehicle V equipped with the vehicle-mounted device (inverter 10V and protector 60) of the present invention, and its specific structure can be appropriately modified without departing from the scope of the present invention. For example, the following structure can also be applied.

[0163] (1) In the embodiment, the cover portion 63a of the protector 60 is fixed (fastened) to the boss portion 54 of the cover 50 by the bolts B3, but the cover portion 63a may be fixed by other fixing members such as rivets or clips.

[0164] (2) In the powertrain 10 of the embodiment, the inverter 10V is fixed to the motor 10M and the transaxle 10T, but the inverter 10V may be fixed only to the motor 10M.

[0165] (3) The protector 60 of the embodiment includes the guide portion 66 that contacts the brake booster 26 and displaces the brake booster 26 upward during a frontal vehicle collision. However, the protector 60 may be configured without the guide portion 66 .

[0166] (4) In the above embodiment, an inverter 10V is used as an example of a power conversion device. However, the present invention can also be applied to devices other than inverters as power conversion devices. For example, a DC-DC converter can be used as a power conversion device.

Claims

1. A vehicle-mounted device, characterized in that: have: A power conversion device, which is disposed in the cabin of the vehicle and converts electric power between the motor for driving and the battery; and a protector mounted on the power conversion device to protect the power conversion device from interfering with surrounding equipment during a vehicle collision; The power conversion device includes an opening, an electrical connection portion provided inside the device and accessible through the opening, and a detachable cover member for closing the opening. The protector is provided so as to block an access path to the cover member.

2. The vehicle-mounted device according to claim 1, wherein: The protector is provided so as to block an access path to a fixing member that fixes the cover member.

3. The vehicle-mounted device according to claim 1 or 2, characterized in that: The protector is fixed to at least two locations: the cover member and a protector mounting portion provided at a location other than the cover member in the power conversion device.

4. The vehicle-mounted device according to claim 3, wherein: The protector is fixed to the cover member at a position different from the position where the cover member is fixed.

5. The vehicle-mounted device according to claim 4, wherein: When the protector mounting portion is defined as a first protector mounting portion, The cover member has a second protector mounting portion where the protector is fixed to the cover member and is formed to have lower rigidity than other portions of the cover member so as to deform when the peripheral device interferes with the protector.

6. The vehicle-mounted device according to claim 1 or 2, characterized in that: The protector has a preferential interference portion that preferentially interferes with the peripheral device when the vehicle collides. The electrical connection portion is provided at a position of the power conversion device that is offset from the preferential interference portion.

7. The vehicle-mounted device according to claim 3, wherein: The protector has an interference portion that interferes with the peripheral device during a vehicle collision and includes a guide surface for relatively moving the peripheral device in an upward and downward direction. The protector mounting portion is arranged below the interference portion.

8. The vehicle-mounted device according to claim 1 or 2, characterized in that: The power conversion device includes a temporary placement portion for the cover member. The cover member is fixed in a state of being temporarily placed on the temporary placement portion, The temporary placement portion is provided to allow displacement of the cover member only in one direction, which is an attachment and detachment direction.

9. The vehicle-mounted device according to claim 1, wherein: The access path is a path for a person's hands and / or tools to approach the cover component for removal of the cover component.

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