Power unit room mounting structure

Abstract

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

Description

[Technical Field]

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

[0002] Hybrid vehicles that have a charging cable mounted in a power unit compartment of the vehicle for supplying power from an external power source to a battery (charger) provided at the rear of the vehicle have been known for some time (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2010-241291 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in the case of rechargeable plug-in hybrid vehicles (PHEVs) and electric vehicles (EVs), it is difficult to provide free space within the power unit compartment due to the large number of components installed there. For this reason, it is desirable to provide a means to prevent secondary accidents such as electric shock in case high-voltage components in the power unit compartment are damaged during a collision.

[0005] Therefore, an object of the present invention is to provide a power unit room mounting structure that can prepare for damage to high-voltage components in the power unit room during a collision and suppress the occurrence of secondary accidents. [Means for solving the problem]

[0006] A first aspect of the power unit room mounting structure of the present invention comprises a power unit mounted in a power unit room of a vehicle and arranged opposite the vehicle's fore-and-aft direction on a dash panel separating the power unit room from the passenger compartment, high-voltage components arranged between the power unit and the dash panel, a charger arranged above the power unit, a charging cable routed from the charger toward the dash panel, and a regulating cable that is another cable different from the charging cable and is configured to restrict movement of the charging cable toward the vehicle's upper side by covering a portion of the charging cable from above the vehicle and to allow movement at least toward the dash panel.

[0007] In a power unit room mounting structure according to a first aspect of the present invention, high-voltage components are disposed between the power unit and the dash panel, and a charging cable extending from a charger disposed above the power unit is routed toward the dash panel. A regulating cable that covers the charging cable is disposed within the power unit room. The regulating cable is configured to restrict movement of the charging cable toward the vehicle's upper side by covering a portion of the charging cable from above the vehicle, while allowing movement at least toward the dash panel.

[0008] Here, the case where the charging cable moves occurs, for example, during a vehicle collision. That is, when a collision load is input to the power unit compartment during a vehicle collision, the charging cable moves along with the power unit and charger in the power unit compartment. At this time, the charging cable is allowed to move toward the dash panel due to the restriction of the restriction cable, so it moves between the power unit and the dash panel and can cover the high-voltage components from above the vehicle. As a result, even if the high-voltage components are damaged during the collision, the charging cable covers them, making it difficult for someone who opens the power unit compartment to easily come into contact with the high-voltage components, thereby reducing the occurrence of secondary accidents such as electric shock.

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

[0010] In the power unit room mounting structure of the second aspect of the present invention, the restriction cable allows the charging cable to move so that it overlaps with the live parts of the high-voltage components, effectively preventing a person who opens the power unit room from coming into contact with the live parts, which poses a high risk of electric shock.

[0011] A third aspect of the power unit room mounting structure according to the present invention is the first or second aspect, wherein the regulating cable is a cable whose excess length is set shorter than the excess length of the charging cable.

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

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

[0014] In a power unit room mounting structure according to a fourth aspect of the present invention, the cable connecting the transaxle and the charger is a regulated cable. Because the cable connecting the transaxle and the charger is typically a high-voltage harness, it has a relatively large cross-sectional area and provides excellent protection against external damage. This allows the charging cable to be appropriately regulated even in the event of a vehicle collision.

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

[0016] In a power unit room mounting structure according to a fifth aspect of the present invention, high-voltage components are disposed between the engine and the dash panel, a transaxle is disposed alongside the engine in the vehicle width direction, and a charger is disposed above the transaxle. Thus, even in a PHEV vehicle with many components mounted in the power unit room, the charging cable extending from the charger can be routed through the space between the engine and the charger, efficiently ensuring sufficient slack in the charging cable. Furthermore, the restriction of the regulating cable moves the slack in the charging cable toward the dash panel and the high-voltage components, thereby enabling the high-voltage components to be covered from above the vehicle. In this way, the slack in the charging cable can be efficiently ensured while preventing secondary accidents such as electric shock. [Effects of the Invention]

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

[0018] [Figure 1]1 is a schematic plan view showing a power unit room mounting structure according to an embodiment of the present invention; [Figure 2] 1 is an enlarged schematic plan view showing a power unit room mounting structure according to an embodiment of the present invention. FIG. [Figure 3] 1 is an enlarged schematic side view showing a power unit room mounting structure according to an embodiment of the present invention. FIG. [Figure 4] 1 is an enlarged schematic plan view showing a state in which a barrier collides with the power unit room mounting structure according to the present embodiment from the front side of the vehicle. FIG. [Figure 5] FIG. 10 is an enlarged schematic plan view showing a state in which an area of ​​a power unit room mounting structure serving as a comparative example has been hit from the front side of the vehicle. DETAILED DESCRIPTION OF THE INVENTION

[0019] Hereinafter, an embodiment of the present invention will be described with reference to Figures 1 to 4. For ease of explanation, the arrow UP shown in each figure will indicate the upward direction of the vehicle, the arrow FR will indicate the forward direction of the vehicle, and the arrow LH will indicate the leftward direction of the vehicle. Therefore, in the following description, unless otherwise specified, when up / down, front / rear, and left / right directions are mentioned, they refer to up / down, front / rear, left / right of the vehicle. Furthermore, the left / right direction is synonymous with the vehicle width direction.

[0020] (Overall configuration of the power unit compartment) 1 to 4, a power unit room mounting structure 10 according to this embodiment is mounted in the front of a vehicle 12. A power unit room R1 is provided in the front of the vehicle 12, and a power unit 14 is mounted therein as a group of devices that generate power when the vehicle 12 is running. The power unit 14 is disposed opposite, in the fore-and-aft direction of the vehicle, to a dash panel 18 that separates the power unit room R1 from the passenger compartment.

[0021] As an example, the vehicle 12 is configured as a plug-in hybrid vehicle (PHEV) that can be charged. Therefore, the power unit 14 is configured to include an engine 20 as an internal combustion engine and a transaxle 22. This transaxle 22 is configured to integrate, for example, a motor (not shown) as a drive source, an inverter (not shown) that controls the power supplied to the motor, and a transmission (not shown) that appropriately reduces the rotation speed of the motor and transmits the power to the drive wheels.

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

[0023] For example, in the case of a right-hand drive vehicle 12, the charging port 28 is provided on the upper part of the left front fender (not shown), which is an outer panel of the vehicle 12. A battery 32 (see FIG. 1) that is charged via the charger 26 is mounted in approximately the center of the vehicle 12 in the longitudinal direction.

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

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

[0026] Here, the engine 20 and the transaxle 22 are supported via mounts (not shown) on a pair of left and right front side members 40. The front ends of the front side members 40 are connected to bumper reinforcements 42 that extend in the vehicle width direction. Note that the engine 20 and the transaxle 22 may also be configured to be supported via mounts on suspension members (not shown) attached to the undersides of the front side members 40.

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

[0028] (High voltage parts) As shown in FIG. 2, a high-voltage component 50 is disposed between the power unit 14 and the dash panel 18. Here, as an example, the high-voltage component 50 is a water heater (a so-called PTC heater) that functions as a heat source for heating the battery 32. The high-voltage component 50 heats water instead of using engine waste heat, and circulates the hot water using a water pump (not shown) to heat the battery 32 mounted below the floor of the vehicle compartment. This makes it possible to prevent the battery 32 from becoming too cold and shorten the charging time when used in cold climates, etc. Note that the high-voltage component 50 may also be a water heater that functions as a heat source for heating the vehicle compartment.

[0029] The high-voltage components 50, such as the water heater described above, are high-voltage heaters, and so by placing them between the power unit 14 and the dash panel 18, i.e., outside the vehicle cabin, they contribute to improving the safety of passengers inside the vehicle cabin.

[0030] In this embodiment, the high-voltage component 50 is formed in a generally rectangular box shape with a small thickness (low height) in the vehicle longitudinal direction (see FIGS. 2 and 3). The high-voltage component 50 is oriented such that its longitudinal direction is aligned with the vehicle width direction, and is fixed via a support member (not shown) to the approximate center of the dash panel 18 in the vehicle vertical direction. The high-voltage component 50 in this embodiment is disposed behind the engine 20 within the power unit compartment R1. In this embodiment, the high-voltage component 50 has an active part 52, to which a high-voltage harness 54 is connected, provided on a side surface 50A (left side surface in FIG. 2) disposed facing the transaxle 22.

[0031] (Charging cable) 2, a space S (a gap that is a dead space) that is long in the front-rear direction and has a width (length along the vehicle width direction) greater than the outer diameter of the charging cable 30 is formed between the upper part of the engine 20 and the charger 26 (portions that face each other in the vehicle width direction) in a plan view. The charging cable 30 in this embodiment is routed through this space S.

[0032] More specifically, a connector 27 is provided at one end of charging cable 30, the other end of which is connected to charging port 28, and connector 27 is connected, for example, to a location on the top surface of charger 26, approximately in the center in the front-to-rear direction, away from engine 20. Charging cable 30 exits from the side of charger 26 that faces engine 20 in the vehicle width direction, and is routed rearward toward dash panel 18.

[0033] That is, the charging cable 30 is pulled out from the connector 27 toward the engine 20 in the vehicle width direction, and then bent rearward and routed through the space S. The charging cable 30 routed rearward through the space S is then bent downward in front of the cowl 16, and the end thereof is routed along the dash panel 18.

[0034] In this way, the portion of charging cable 30 pulled out from connector 27 is routed toward dash panel 18 through space S without passing over the top surface of charger 26, and thus can be said to be in a state of being bent with a certain amount of slack. Note that the bend of charging cable 30 (excess length 30A) here refers to the formation of a substantially arc-shaped loop, for example (see FIG. 3). The middle portion of charging cable 30 that is bent downward from the bent portion of charging cable 30 (hereinafter sometimes referred to as "excess length 30A") is fixed to dash panel 18 by a fixing fixture 19 such as a clamp (see FIG. 2).

[0035] (Regulated cable) As shown in FIGS. 2 and 3, a portion of the charging cable 30 is covered from above by the regulation cable 60 at a position that overlaps at least a portion of the power unit 14 in a plan view.

[0036] More specifically, the regulated cable 60 is a cable that connects, for example, an inverter (not shown) included in the transaxle 22 to the charger 26, and is also called a PN cable because it connects the positive and negative electrodes of the battery 32 to the inverter. The regulated cable 60 is made up of a high-voltage harness and includes a shielding layer to prevent electromagnetic noise from affecting surrounding electronic devices and signal lines, and a resin or metal exterior material that is provided to protect the electric wires. As a result, the regulated cable 60 has a relatively large cross-sectional area and is excellent in protecting the electric wires from external damage.

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

[0038] The regulating cable 60 exits from the side of the charger 26 that faces the engine 20 in the vehicle width direction and is routed rearward toward the dash panel 18. The middle portion of the regulating cable 60 routed toward the dash panel 18 passes through the space S and covers from above the excess length 30A of the charging cable 30 that is pulled out from the connector 27. The portion of the regulating cable 60 beyond the portion that covers the charging cable 30 is pulled out of the space S, bent downward, and connected to the rear surface of the transaxle.

[0039] In this routed state, the regulating cable 60 has a relatively short length and is in a state where it hardly bends. In other words, the regulating cable 60 has an excess length that is shorter than the excess length of the charging cable 30. Therefore, the regulating cable 60 regulates the upward movement of the charging cable 30.

[0040] Furthermore, the excess length 30A of the charging cable 30 that does not overlap with the regulating cable 60 is bent into a generally arcuate loop shape that protrudes toward the engine 20 and the dash panel 18 in a plan view. Therefore, the regulating cable 60 allows the charging cable 30 to move toward the engine 20 and the dash panel 18. Therefore, when the charging cable 30 moves during a frontal collision of the vehicle, the excess length 30A of the charging cable 30 can cover the high-voltage component 50 from above the vehicle.

[0041] (Action and effect) As described above, in the power unit room mounting structure 10 according to this embodiment, the high-voltage components 50 are disposed between the power unit 14 and the dash panel 18, and the charging cable 30 extending from the charger 26 disposed above the power unit 14 is routed toward the dash panel 18. In addition, a regulating cable 60 that covers the charging cable 30 is disposed within the power unit room R1. The regulating cable 60 is configured to cover a portion of the charging cable 30 from above the vehicle, thereby restricting movement of the charging cable 30 toward the upper side of the vehicle and allowing movement at least toward the dash panel 18.

[0042] Here, as an example of movement of the charging cable 30, a case where a barrier B collides with the power unit room mounting structure 10 according to this embodiment from the front side of the vehicle will be described with reference to Fig. 4. Note that Fig. 4 shows a state in which a collision load is input in a so-called offset collision in which a portion on the left side of the center of the vehicle width direction (approximately 1 / 2 of the vehicle width) collides with the barrier B in an overlapping state.

[0043] As shown in FIG. 4 , when a collision load is applied to the power unit compartment R1, the collision load is transmitted from the bumper reinforcement 42 to the front side member 40. When the collision load is transmitted to the front side member 40, a weak portion (crushable zone) provided at the front end of the front side member 40 undergoes compressive plastic deformation, absorbing the collision load. Subsequently, as a result of further input of the collision load, the front end of the front side member 40 is bent inward in the vehicle width direction starting from the weak portion and comes into contact with the front end of the power unit 14 (transaxle 22) on the outer side in the vehicle width direction. As a result, a collision load is input to the transaxle 22 obliquely rearward toward the rear of the vehicle and the anti-collision side (inner side in the vehicle width direction). As a result, the transaxle 22 and the charger 26 disposed above the transaxle 22 move obliquely rearward toward the rear of the vehicle and the anti-collision side (inner side in the vehicle width direction).

[0044] 5, when a portion of the charging cable 30 is not covered by the regulating cable 60, the excess length 30A of the charging cable 30 moves toward the upper side of the vehicle and bends into a substantially arc-shaped loop that protrudes toward the upper side of the vehicle. This leaves an open space above the high-voltage component 50, making it easier to contact the high-voltage component 50.

[0045] In contrast, in this embodiment, the excess length 30A of the charging cable 30 is permitted to move toward the engine 20 and toward the dash panel 18 due to the restriction of the restriction cable 60, and therefore moves between the power unit and the dash panel 18, covering the high-voltage component 50 from above the vehicle. As a result, even if the high-voltage component 50 is damaged during a collision, covering the charging cable 30 from above will prevent a person who opens the power unit room R1 from easily coming into contact with the high-voltage component 50, thereby reducing the occurrence of secondary accidents such as electric shock.

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

[0047] Although Figure 4 illustrates an example of an offset collision occurring on the left side of the vehicle 12, the same effect can be achieved by moving the charging cable 30 toward the dash panel 18 in the case of an offset collision occurring on the right side of the vehicle 12 or in a so-called full-overlap collision.

[0048] In this embodiment, the restriction cable 60 is a cable whose excess length is set shorter than the excess length of the charging cable 30, making it easy to restrict movement of the charging cable toward the upper side of the vehicle. Furthermore, compared to restricting movement of the charging cable using a fixing bracket such as a clamp, no additional parts are required, which reduces the number of parts in the power unit room R1 and suppresses weight increase.

[0049] In this embodiment, the cable connecting the transaxle 22 and the charger 26 is the regulated cable 60. The cable connecting the transaxle 22 and the charger 26 is typically configured as a high-voltage harness, which has a relatively large cross-sectional area and provides excellent protection for the wires from external damage. This allows the charging cable 30 to be appropriately regulated even in the event of a collision of the vehicle 12.

[0050] In this embodiment, the vehicle 12 is a PHEV vehicle, and a high-voltage component 50 is disposed between the engine 20 and the dash panel 18. A transaxle 22 is disposed alongside the engine 20 in the vehicle width direction, and a charger 26 is disposed above the transaxle 22. Even in a PHEV vehicle with many components mounted in the power unit compartment, the charging cable 30 extending from the charger 26 is routed through the space S between the engine 20 and the charger 26, thereby efficiently securing the excess length 30A of the charging cable 30. The restriction of the restriction cable 60 moves the excess length of the charging cable 30 toward the dash panel 18 and the high-voltage component 50, enabling the high-voltage component to be covered from above the vehicle. In this way, the power unit compartment mounting structure 10 according to this embodiment efficiently secures the excess length 30A of the charging cable 30 while preventing secondary accidents such as electric shock.

[0051] The above describes the power unit room mounting structure 10 according to this embodiment, but the power unit room mounting structure according to the present invention is not limited to the one shown in the figures, and can be modified in design as appropriate within the scope that does not deviate from the gist of the present invention.

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

[0053] 10 Power unit room mounting structure 12 vehicles 14 Power Unit 18 Dash Panel 20 Engine (power unit) 22 Transaxle (power unit) 26 Charger 30 charging cable 30A extra length (excess length of charging cable) 50 High-voltage components 52 Live power section 60 Regulated Cable R1 power unit room S Space (space between engine and charger)

Claims

1. a power unit mounted in a power unit room of the vehicle and arranged opposite to a dash panel separating the power unit room from a passenger compartment in the front-to-rear direction of the vehicle; a high-voltage component disposed between the power unit and the dash panel; a charger disposed above the power unit; a charging cable routed from the charger toward a dash panel; a restricting cable that is a cable different from the charging cable and is configured to restrict movement of the charging cable toward the upper side of the vehicle by covering a part of the charging cable from above the vehicle and to allow movement of the charging cable at least toward the dash panel side; Power unit room mounting structure.

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

3. The regulation cable is a cable whose excess length is set shorter than the excess length of the charging cable.

3. The power unit room mounting structure according to claim 1 or 2.

4. The regulating cable is a cable that connects a transaxle included in the power unit and the charger.

3. The power unit room mounting structure according to claim 1 or 2.

5. The vehicle is a PHEV vehicle equipped with a power unit including an engine and a transaxle, In the power unit room, the engine and the transaxle are arranged side by side in the vehicle width direction, the high-voltage component is disposed between the engine and the dash panel; the charger is mounted above the transaxle and aligned with the engine in a vehicle width direction in a plan view, the charging cable is routed through a space between the engine and the charger toward the dash panel; The restriction cable is configured to cover a portion of the charging cable from above the vehicle, thereby restricting movement of the charging cable toward the upper side of the vehicle and allowing movement of the charging cable toward the dash panel and the high-voltage component.

3. The power unit room mounting structure according to claim 1 or 2.

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