Engine side structure

Abstract

To minimize contact between a connector and other metal members even if a harness falls from an engine auxiliary machine.SOLUTION: A side part structure of an engine includes: a first harness 20 connected to an alternator 2 through a first connector 25; and a second harness 30 arranged near the first connector 25. The first harness 20 is arranged in a surface part at one side as seen in a predetermined direction of the engine body 1 and extends from the lower side to the upper side near the alternator 2. The second harness 30 extends from the upper side to the lower side at one side as seen in the predetermined direction of the first harness 20 near the first connector 25, then passes through an area below the first harness 20, and extends to the other side as seen in the predetermined direction.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The technology disclosed herein belongs to the technical field relating to engine side structures. [Background technology]

[0002] In recent years, many of the engine accessories installed in the engine compartment have been electrified, and many harnesses are arranged in the engine compartment, such as harnesses that supply power to the engine accessories and harnesses for sensors provided on the engine accessories.

[0003] For example, Patent Document 1 discloses a support structure for a wire harness in which a control unit for engine control is attached to an air cleaner that supplies air to the engine, and a wire harness connecting the control unit and each engine control device is fixed to a vehicle body, in which the wire harness is fixed to the outer wall of the air cleaner. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2007-182861 A Summary of the Invention [Problem to be solved by the invention]

[0005] In Patent Document 1, the input of vibration to the harness is suppressed as much as possible. By suppressing the vibration of the harness, it is expected that the effect of suppressing the connector of the harness from falling off from the engine accessories can be achieved.

[0006] However, when a load is applied to the harness, such as during a vehicle collision, the connector may fall off the engine accessory. If the harness falls off the engine accessory, there is a possibility that a short circuit may occur if the connector comes into contact with a metal component of the engine body. For this reason, there is a demand for a structure that not only prevents the harness from falling off, such as by reducing vibration, but also minimizes contact between the connector and other components if the harness does fall off.

[0007] The technology disclosed herein has been developed in consideration of these points, and its purpose is to minimize contact between the connector and other metal components even if the harness falls off the engine accessory. [Means for solving the problem]

[0008] In order to solve the above-mentioned problems, the technology disclosed herein is directed to an engine side structure in which engine accessories are arranged on one side of the engine body in a predetermined direction perpendicular to the cylinder row direction, and is configured as follows: the engine side structure includes a first harness connected to the engine accessories via a first connector, and a second harness arranged in the vicinity of the first connector, the first harness is arranged on a surface portion of the one side of the engine body in the predetermined direction and extends from the lower side to the upper side in the vicinity of the engine accessories, and the second harness extends from the upper side to the lower side along the one side of the first harness in the predetermined direction in the vicinity of the first connector, and then passes below the first harness and extends toward the other side of the predetermined direction.

[0009] With this configuration, even if the first connector falls off the engine accessory, the first harness can be received by the second harness, which makes the first harness less likely to swing and minimizes contact of the first connector with surrounding metal members.

[0010] In one embodiment of the engine side structure, the second harness is connected to the engine accessories via a second connector, the second connector being located proximate to the first connector.

[0011] According to this configuration, the amount of deformation of the second harness when the second harness receives the first harness can be reduced. This makes it possible to minimize the amount of displacement of the first harness when the first connector falls off. Therefore, it is possible to more effectively prevent the first connector from coming into contact with surrounding metal members.

[0012] In the embodiment, the second harness may be supported by the engine body via a support portion at a position above the first harness.

[0013] According to this configuration, the deformation of the second harness when the second harness receives the first harness can be reduced, and the displacement of the first harness when the first connector falls off can be reduced. Therefore, the first connector can be more effectively prevented from coming into contact with surrounding metal members.

[0014] In the embodiment, the second connector may be configured to be inserted into the engine accessory from the one side to the other side in the predetermined direction.

[0015] With this configuration, it is possible to prevent as much as possible the second connector from falling off due to the load input to the second connector when the second harness receives the first harness, which allows the second harness to properly receive the first harness and more effectively prevents the first connector from coming into contact with surrounding metal members.

[0016] In the engine side structure, the first connector may be configured to have a wire diameter larger than that of the first harness.

[0017] According to this configuration, when the first connector falls off the engine accessory, the connection portion between the first connector and the first harness gets caught on the second harness, making it easier for the second harness to receive the first harness. This makes it possible to more effectively prevent the first connector from coming into contact with surrounding metal members.

[0018] In the engine side structure, the first connector may have a accommodating portion that accommodates an end of the first harness and extends in the direction in which the first harness extends, and a head portion that is formed integrally with the accommodating portion and is connected to the engine accessories, the accommodating portion having a narrowed portion midway, and the second harness may extend to pass on the first harness side of the narrowed portion.

[0019] According to this configuration, when the first connector falls off the engine accessory, the constricted portion catches on the second harness, making it easier for the second harness to receive the first harness. This makes it possible to more effectively prevent the first connector from coming into contact with surrounding metal members. Effect of the Invention

[0020] As described above, according to the technology disclosed herein, even if the harness falls off from the engine accessory, contact between the connector and other metal members can be minimized. [Brief description of the drawings]

[0021] [Figure 1] FIG. 1 is a left side view of an engine body having a side structure according to an exemplary embodiment. [Diagram 2] FIG. 2 is an enlarged left side view showing the periphery of the first connector. [Diagram 3] FIG. 3 is a front view of the periphery of the first connector. [Figure 4] FIG. 4 is a plan view of the periphery of the first connector. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0022] Hereinafter, exemplary embodiments will be described in detail with reference to the drawings. In the following description, the front, rear, left, right, top, and bottom of a vehicle will be simply referred to as the front, rear, left, right, top, and bottom, respectively. With respect to the left-right direction, the left side when looking from the rear to the front side is referred to as the left, and the right side is referred to as the right.

[0023] FIG. 1 is a side view of an engine body 1 as seen from the left side. The engine body 1 is a multi-cylinder engine having multiple cylinders. The engine body 1 is placed vertically in an engine room so that the cylinders are aligned in the front-rear direction. The engine body 1 is disposed so that the left side is the intake side and the right side is the exhaust side. In this embodiment, the left-right direction corresponds to a predetermined direction perpendicular to the cylinder alignment direction, with one side of the predetermined direction corresponding to the left side and the other side of the predetermined direction corresponding to the right side.

[0024] An alternator 2 and a starter 3 are provided as engine accessories on the left side of the engine body 1. The alternator 2 is attached and supported at a front position on the left side surface portion 1a of the engine body 1. The starter 3 is attached and supported at a rear position on the left side surface portion 1a of the engine body 1. The alternator 2 is located at a higher position than the starter 3.

[0025] 4, a PCM 60 (Power Control Module) is disposed as an in-vehicle component on the left side of the alternator 2. The PCM 60 is a control device that controls the operation of the engine. The PCM 60 is located at approximately the same height as the alternator 2.

[0026] As shown in FIG. 1, a first harness 20 electrically connected to the alternator 2 and the starter 3 is wired on the left side surface portion 1a of the engine body 1. One end of the first harness 20 is connected to a battery (not shown), while the other end is connected to the alternator 2 via a first connector 25. As shown in FIG. 1, the first harness 20 has a vertical extension portion 21 extending vertically at the rear portion of the left side surface portion 1a of the engine body 1, a horizontal extension portion 22 extending from the lower end of the vertical extension portion 21 toward the front side, and an inclined portion 23 extending from the front end of the horizontal extension portion 22 toward the front side while inclining upward. The first connector 25 is attached to the tip end of the inclined portion 23. That is, the first harness 20 extends from the lower side toward the upper side in the vicinity of the alternator 2.

[0027] The starter 3 is connected to the laterally extending portion 22 of the first harness 20 via an intermediate connector 24. The starter 3 receives power from the battery via the intermediate connector 24. In addition, the starter 3 supports the first harness 20 via the intermediate connector 24. In other words, the laterally extending portion 22 of the first harness 20 is supported by the engine body 1 via the intermediate connector 24 and the starter 3.

[0028] As shown in Figs. 2 and 3, the first connector 25 is connected to the left side of the alternator 2. The first connector 25 has a wire diameter larger than that of the first harness 20, particularly the wire diameter of the inclined portion 23. The first connector 25 has a housing portion 25a that houses the end of the inclined portion 23 and extends in the direction in which the inclined portion 23 extends, and a head portion 25b that is formed integrally with the housing portion 25a and is connected to the alternator 2. The housing portion 25a has a constricted portion 25c in the middle. Specifically, the housing portion 25a has a portion located on the left side in the vicinity of the head portion 25b that is recessed toward the right side. The bottom of this recess is located to the right of the left end of the head portion 25b. As a result, a part of the housing portion 25a becomes the constricted portion 25c.

[0029] On the left side surface portion 1a of the engine body 1, a second harness 30 and a third harness 40 are arranged near the inclined portion 23 of the first harness 20. The second harness 30 is connected to the alternator 2. The second harness 30 is a harness through which an electric signal from the alternator 2 passes. The third harness 40 is connected to the compressor 4 arranged below the alternator 2. The third harness 40 is a harness through which an electric signal from the compressor 4 passes. The diameters of the second harness 30 and the third harness 40 are smaller than that of the first harness 20, as shown in Figs. 1 to 3.

[0030] As shown in FIG. 2, a converging portion 50 in which the second harness 30 and the third harness 40 are bundled together is disposed above the first harness 20. The converging portion 50 extends vertically in a straight line above the first harness 20. The converging portion 50 branches into the second harness 30 and the third harness 40 at a height substantially equal to that of the head portion 25b. A bracket 51 is attached to the middle of the converging portion 50. The bracket 51 is attached to a support member 5 that supports an intake manifold (not shown) and is attached to the engine body 1. That is, the converging portion 50 is supported by the engine body 1 via the bracket 51. As a result, the second harness 30 is supported by the engine body 1 via the bracket 51 at a position above the first harness 20.

[0031] 2 to 4, the second harness 30 branches off from the gathering portion 50, extends downward from the upper side to the left side of the first harness 20 near the first connector 25, passes under the first harness 20 (strictly speaking, under the first connector 25), and extends toward the right side. The second harness 30 extends so as to pass behind the narrowed portion 25c of the first connector 25 (i.e., on the first harness 20 side).

[0032] A second connector 31 is provided at the end of the second harness 30. The second connector 31 is located near the first connector 25 and to the right of the first connector 25. The second connector 31 is inserted into the left portion of the alternator 2 from the left side to the right side.

[0033] As shown in Figs. 1 and 2, the third harness 40 branches from the converging portion 50 and then extends downward from the upper side to the left side of the first harness 20. The third harness 40 extends downward further than the second harness 30. A distributor 41 that electrically connects the multiple wires to the third harness 40 is attached to the end of the third harness 40. The third harness 40 is supported by the compressor 4 together with the distributor 41 via a bracket 42. As shown in Fig. 3, the bracket 42 is located at approximately the same position as the first connector 25 in the left-right direction.

[0034] Here, if a collision load is input to the first connector 25 during a vehicle collision (particularly a side collision), the collision load may cause the first connector 25 to fall off from the alternator 2. Since the first harness 20 extends from the lower side to the upper side in the vicinity of the alternator 2, if the first connector 25 falls off, the first harness 20 will bend due to the weight of the first connector 25. If the first harness 20 swings and comes into contact with a metal member present in the vicinity, there is a risk of a short circuit.

[0035] In contrast, in this embodiment, the second harness 30 is arranged in a devised manner to make the first harness 20 less likely to swing. That is, in this embodiment, the second harness 30 extends from the upper side to the lower side on the left side of the first harness 20 in the vicinity of the first connector 25, and then passes under the first harness 20 and extends to the right side. This allows the first harness 20 to be received by the second harness 30 when the first connector 25 falls off the alternator 2. If the first harness 20 is caught by the second harness 30, the first harness 20 is less likely to swing. As a result, it is possible to prevent the first connector 25 from coming into contact with surrounding metal members as much as possible.

[0036] In this embodiment, the first connector 25 has a larger wire diameter than the first harness 20. As a result, when the first connector 25 falls off the alternator 2, the connection portion between the first connector 25 and the first harness 20 gets caught on the second harness 30, making it easier for the second harness 30 to receive the first harness 20. This makes it possible to more effectively prevent the first connector 25 from coming into contact with surrounding metal members.

[0037] Particularly, in this embodiment, the housing portion 25a of the first connector 25 has a narrowed portion 25c, and the second harness 30 extends to pass behind the narrowed portion 25c. As a result, when the first connector 25 falls off the alternator 2, even if the connection portion between the first connector 25 and the first harness 20 does not get caught on the second harness 30, the narrowed portion 25c gets caught on the second harness 30, and the second harness 30 can easily receive the first harness 20. This makes it possible to more effectively prevent the first connector 25 from coming into contact with surrounding metal members.

[0038] In addition, in this embodiment, the diameter of the second harness 30 is smaller than that of the first harness 20. As a result, the second harness 30 is more flexible than the first harness 20. Therefore, when the first connector 25 falls off the alternator 2 and the first harness 20 comes into contact with the second harness 30, the second harness 30 is likely to become entangled with the first harness 20. As a result, the second harness 30 can properly receive the first harness 20, and can more effectively prevent the first connector 25 from coming into contact with surrounding metal members.

[0039] In this embodiment, the second harness 30 is connected to the alternator 2 via the second connector 31, and the second connector 31 is located near the first connector 25. This makes it possible to reduce the amount of deformation of the second harness 30 when the second harness 30 receives the first harness 20 while maintaining the flexibility of the second harness 30. This makes it possible to minimize the amount of displacement of the first harness 20 when the first connector 25 falls off the alternator 2. This makes it possible to more effectively prevent the first connector 25 from coming into contact with surrounding metal members.

[0040] Particularly, in this embodiment, the second harness 30 is supported by the engine body 1 via the bracket 51 at a position above the first harness 20. This can reduce the amount of deformation of the second harness 30 when the second harness 30 receives the first harness 20. As a result, the amount of displacement of the first harness 20 when the first connector 25 falls off the alternator 2 can be reduced. Therefore, it is possible to more effectively prevent the first connector 25 from coming into contact with surrounding metal members.

[0041] In this embodiment, the second connector 31 is inserted into the alternator 2 from the left side to the right side. This makes it possible to prevent the second connector 31 from falling off due to a load input to the second connector 31 when the second harness 30 receives the first harness 20. As a result, the second harness 30 can properly receive the first harness 20, and the first connector 25 can be more effectively prevented from coming into contact with surrounding metal members.

[0042] Particularly, in this embodiment, the second connector 31 is located to the right of the first connector 25. As a result, for example, when the PCM 60 moves toward the alternator 2 during a side collision of the vehicle, the first connector 25 comes into contact with the PCM 60 before the second connector 31 does. This makes it possible to prevent the second connector 31 from falling off the alternator 2 before the first connector 25 does. As a result, the second harness 30 can properly receive the first harness 20, and it is possible to more effectively prevent the first connector 25 from coming into contact with surrounding metal members.

[0043] (Other embodiments) The technology disclosed herein is not limited to the above-described embodiment, and may be substituted without departing from the spirit and scope of the claims.

[0044] For example, in the above-described embodiment, the engine body 1 is placed vertically in the engine room so that the cylinders are aligned in the front-rear direction. However, the present invention is not limited to this, and the engine body 1 may be placed horizontally in the engine room so that the cylinders are aligned in the left-right direction (vehicle width direction). In this case, the predetermined direction is the front-rear direction.

[0045] In the above embodiment, the constricted portion 25c is provided in the housing portion 25a of the first connector 25. However, the present invention is not limited to this, and as long as the portion of the head portion 25b on the opposite side to the alternator 2 protrudes from the housing portion 25a, that is, as long as the second harness 30 is hooked on the head portion 25b when the first connector 25 falls off.

[0046] The above-described embodiments are merely illustrative and should not be construed as limiting the scope of the present disclosure. The scope of the present disclosure is defined by the claims, and all modifications and variations within the scope of the claims are within the scope of the present disclosure. [Industrial Applicability]

[0047] The technology disclosed herein is useful as a side structure of an engine in which engine accessories are disposed on one side of an engine body in a predetermined direction perpendicular to the cylinder row direction. [Explanation of symbols]

[0048] 1 Engine body 2 Alternator (engine accessory) 20 No. 1 Harness 25 1st Connector 25a Storage section 25b Head section 25c Waist 30 2nd Harness 31 Second Connector 51 Bracket (support part)

Claims

1. A side structure of an engine in which an engine accessory is disposed on one side of an engine body in a predetermined direction perpendicular to a cylinder row direction, a first harness connected to the engine accessory via a first connector; a second harness arranged in the vicinity of the first connector, the first harness is routed on a surface portion on the one side in the predetermined direction of the engine body and extends from a lower side to an upper side in the vicinity of the engine accessories, The second harness extends from the upper side to the lower side of one side of the first harness in the specified direction near the first connector, and then passes below the first harness and extends toward the other side in the specified direction.

2. The engine side structure according to claim 1, the second harness is connected to the engine accessories via a second connector, The second connector is located near the first connector.

3. The engine side structure according to claim 2, An engine side structure, characterized in that the second harness is supported by the engine body via a support portion at a position above the first harness.

4. The engine side structure according to claim 2 or 3, The second connector is inserted into the engine accessory from the one side to the other side in the predetermined direction.

5. In the engine side structure according to any one of claims 1 to 4, 13. An engine side structure, comprising: a first connector having a wire diameter larger than that of the first harness;

6. In the engine side structure according to any one of claims 1 to 5, the first connector has an accommodating portion that accommodates an end of the first harness and extends in a direction in which the first harness extends, and a head portion that is integral with the accommodating portion and is connected to the engine accessory, The storage section has a constricted portion therein, The second harness extends so as to pass through the first harness side relative to the narrowed portion.

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