JP7597008B2 - vehicle - Google Patents

Description

The technology disclosed in this specification relates to vehicles. In particular, it relates to a structure that makes it possible to prevent damage to high-pressure components during a collision.

Patent document 1 discloses a structure in which a motor is placed near a relay box in the front compartment of an electric vehicle.

JP 2020-100364 A

In a structure in which on-board components are located near high-voltage components, if an object strikes the vehicle, the high-voltage components may become trapped between the on-board components and the object. This may damage the high-voltage components, and may result in electric shock.

The vehicle disclosed in this specification is a vehicle having a driving motor. The vehicle has a body with a front compartment. The vehicle has a bracket that is disposed inside the front compartment and extends in a first direction. The vehicle has a high-voltage component fixed on the bracket. The vehicle has an on-board component that is disposed near the high-voltage component and at least a portion of which overlaps with the high-voltage component when viewed from the first direction. The bracket has a weak portion disposed in the middle in the first direction. The bracket has a first section that is a section closer to the on-board component than the weak portion and a second section that is a section farther from the on-board component than the weak portion, and the high-voltage component is fixed to the bracket in the second section. The bracket has a structure that bends at least at the weak portion so that the weak portion moves upward when an external force is applied to the bracket in a direction that brings the high-voltage component closer to the on-board component.

When an external force is applied to the bracket in a direction that causes the high-voltage component to approach the on-board component due to a collision or the like, stress can be concentrated in the weak portion. The weak portion can be bent so that it moves upward. Because the high-voltage component is fixed to the bracket in the second section on the side farther from the on-board component, the side of the high-voltage component closer to the on-board component can be moved upward. As a result, it is possible to prevent the high-voltage component from being pinched between the on-board component and the object that has been hit.

Note that the weak part located in the middle is not limited to a weak part located at the midpoint. It is a concept that includes a weak part located anywhere between both ends of the bracket.

The cross-sectional area of the bracket perpendicular to the first direction may be smallest at the weak portion. The bending strength of the weak portion can be smaller than that of the first section and the second section. It becomes possible to concentrate stress at the weak portion.

The width of the bracket in a second direction perpendicular to the first direction may be smallest at the weak portion. The bending strength of the weak portion can be smaller than that of the first section and the second section. It becomes possible to concentrate stress at the weak portion.

The bracket may have a ribbed portion in at least a portion of the first section and the second section. The bending strength of the weak section can be made smaller than that of the first section and the second section. It becomes possible to concentrate stress in the weak section.

The top surface of the first section and the top surface of the second section may be connected at an angle such that the weak portion protrudes upward. The direction of the compressive force transmitted in the longitudinal direction of the bracket can be changed downward at the weak portion. As a result, it is possible to generate a bending force that moves the weak portion upward.

The length of the first section in the first direction may be greater than the difference in height between the lower surface of the high-voltage component and the upper surface of the on-vehicle component. The weak portion may bend so as to rotate and move upward around the vicinity of the end of the first section on the on-vehicle component side as the center of rotation. In this case, the amount of lift of the lower surface of the high-voltage component increases as the length of the first section in the first direction is increased. Since the length of the first section in the first direction is greater than the difference in height between the lower surface of the high-voltage component and the upper surface of the on-vehicle component, the lower end of the high-voltage component on the on-vehicle component side can be pushed up to a position higher than the upper surface of the on-vehicle component. This makes it possible to prevent the high-voltage component from being pinched between the on-vehicle component and the object that struck it.

The bracket may have a first end which is an end of the first section in the first direction, and a second end which is an end of the second section in the first direction. The second end may be fixed to the upper side member. The first end may be disposed in a position facing the on-vehicle component. When an external force is applied to the bracket in a direction in which the high-voltage component approaches the on-vehicle component, a bending force can be generated by bringing the first end into contact with the on-vehicle component.

The first direction may be the width direction of the vehicle.

Details and further improvements of the technology disclosed in this specification are explained in the "Description of Embodiments" below.

FIG. 2 is a plan view illustrating a schematic configuration of the front part of the vehicle. FIG. 2 is an enlarged top view of the vicinity of the power control device 30 in the first embodiment. FIG. 3 is a cross-sectional view of the vehicle rear side taken along line III-III in FIG. 2 (before collision). 4 is a cross-sectional view taken along line IV-IV in FIG. 2, viewed from the left side in the vehicle width direction. FIG. 3 is a cross-sectional view of the vehicle rear side taken along line III-III in FIG. 2 (after a collision). FIG. 11 is an enlarged top view of the vicinity of the power control device 30 in the second embodiment. FIG. 7 is a cross-sectional view taken along line VII-VII in FIG. 6, as viewed from the rear side of the vehicle (before collision). FIG. 7 is a cross-sectional view taken along line VII-VII in FIG. 6, looking toward the rear side of the vehicle (after a collision).

<General configuration of the front part of the vehicle>
Fig. 1 is a plan view for explaining the schematic configuration of the front part of the vehicle of the first embodiment. Fig. 1 is a plan view showing a front compartment 2 of a body 1. In each of the figures including Fig. 1, an arrow FR indicates the front direction of the vehicle, an arrow RH indicates the right direction of the vehicle, and an arrow UP indicates the upper direction of the vehicle. The meaning of the coordinate system is the same in the subsequent figures.

The front compartment 2 is a space located in front of the dash panel 3 of the vehicle.
A pair of front side members 4 extend in the vehicle front-rear direction inside the front compartment 2. Furthermore, a pair of upper side members 6 are provided so as to connect the front ends of the pair of front side members 4 to a pair of front pillars 5. The upper side members 6 are long members having a closed cross-sectional structure. A suspension tower 7 is located between the front side members 4 and the upper side members 6.

A brace 9 is arranged from the dash panel 3 to the suspension tower 7 on the right side of the vehicle. The brace 9 is a long member with a closed cross-section structure. A pair of brackets 10 is connected from the upper side member 6 on the right side of the vehicle to the brace 9. The pair of brackets 10 extend in the vehicle width direction approximately parallel to each other. A power control device 30 is fixed above the pair of brackets 10. The power control device 30 is a device that controls the power supplied to a motor (not shown) and is a component that handles high voltage. Specifically, the power control device 30 converts DC power from a high-voltage battery (not shown) into AC power for driving the motor. In addition, the regenerative AC power generated by the motor is converted into DC power by the power control device 30 and supplied to the high-voltage battery. An engine 40 is arranged to the left of the power control device 30 in the vehicle width direction and near the power control device 30. Note that descriptions and explanations of other components are omitted.

<Fixing structure of power control device 30>
The fixing structure of the power control device 30 will be described in detail with reference to Figures 2 to 4. Figure 2 is an enlarged top view of the power control device 30 and its vicinity. Figure 3 is a view of the rear side of the vehicle from the cross section taken along line III-III in Figure 2. Figure 4 is a view of the left side in the vehicle width direction from the cross section taken along line IV-IV in Figure 2.

The structure of the pair of brackets 10 will be described. The pair of brackets 10 have a symmetrical shape with respect to the power control device 30. Therefore, the following describes the bracket 10 located on the front side of the vehicle, and the description of the bracket 10 located on the rear side of the vehicle will be omitted.

As shown in the top view of FIG. 2, the bracket 10 has a shape that has a constant width and extends in the vehicle width direction. A first end 10e1 on the left side of the bracket 10 in the vehicle width direction is fixed to the brace 9. A second end 10e2 on the right side of the bracket 10 in the vehicle width direction is fixed to the upper side member 6. There are no particular limitations on the fixing method, and the bracket 10 may be fixed by welding, for example.

As shown in the side view of FIG. 3, the bracket 10 has a weak part FP in the middle in the vehicle width direction. The bracket 10 has a first section SE1, which is a section closer to the engine 40 than the weak part FP, and a second section SE2, which is a section farther from the engine 40 than the weak part FP. Here, the height difference between the lower surface 30b of the power control device 30 and the upper surface 40u of the engine 40 is defined as DH. The length of the first section SE1 in the vehicle width direction is greater than the height difference DH.

In each of the first section SE1 and the second section SE2, ribs 11 and 12 are formed on the side of the bracket 10 so as to extend in the vehicle width direction. The ribs 11 and 12 are wall-shaped protrusions that serve to increase the strength of the bracket 10. The ribs 11 and 12 are not formed in the vicinity of the weak portion FP.

The vertical width of the bracket 10 in the vehicle vertical direction (vertical direction in FIG. 3) perpendicular to the vehicle width direction will be described. The vertical width in the second section SE2 is maximum at the second end 10e2, and decreases continuously from the second end 10e2 to the weak part FP. The vertical width in the first section SE1 is maximum at the first end 10e1, and decreases continuously from the first end 10e1 to the weak part FP. The vertical width is minimum at the weak part FP. That is, in a side view of the bracket 10, the weak part FP has a notch shape.

As shown in FIG. 4, the cross-sectional shape of the bracket 10 perpendicular to the vehicle width direction is an open box shape with a top surface and both side surfaces. And as described above, the vertical width of the bracket 10 is smallest at the weak part FP. Therefore, the cross-sectional area perpendicular to the vehicle width direction is smallest at the weak part FP.

As described above, the weak part FP does not have ribs 11 and 12, has a notched shape, and has a minimum cross-sectional area. This allows the bending strength of the weak part FP to be reduced compared to other parts. When an external force F1 in a direction in which the power control device 30 approaches the engine 40 is input due to a collision or the like, it becomes possible to concentrate stress on the weak part FP. It is possible to realize a structure in which bending occurs at the weak part FP, but bending does not occur in parts other than the weak part FP.

As shown in FIG. 3, the upper surface 10u2 of the second section SE2 extends substantially horizontally from the second end 10e2 to the weak portion FP. The upper surface 10u1 of the first section SE1 extends from the weak portion FP toward the first end 10e1 in a downward slope having an angle A1. In other words, the upper surface 10u1 and the upper surface 10u2 are connected at an angle A1 such that the weak portion FP protrudes upward. This allows the direction of the compressive force to be changed downward at the weak portion FP when an external force F1 input to the bracket 10 is transmitted as a compressive force in the longitudinal direction of the bracket 10. As a result, it becomes possible to generate a bending force that moves the weak portion FP upward.

As shown in Figures 2 and 3, a first flange 13 and a protrusion 14 are formed on the upper surface 10u2. The protrusion 14 is a member for positioning the power control device 30. The lower surface of the power control device 30 is in contact with the upper surface 10u2. The second flange 31 of the power control device 30 is in contact with the upper surface of the first flange 13. The first flange 13 and the second flange 31 are fixed to each other by a fastening member 50 (e.g., a bolt). As a result, the power control device 30 is fixed to the bracket 10 in the second section SE2.

In FIG. 4, the area in which the engine 40 is located is indicated by a dotted line. When the power control device 30 is viewed from the right side in the vehicle width direction, at least a portion of the engine 40 overlaps with the power control device 30. In other words, when an object strikes the right side of the vehicle and the power control device 30 moves to the right in the vehicle width direction, if the bounce-up operation described below is not performed, it can be seen that there is a high possibility that the power control device 30 will be caught between the engine 40 and the object.

<Operation during collision>
FIG. 5 shows a state after a collision when the pole 60 collides with the right side of the vehicle. FIG. 5 shows the same location as FIG. 3. As described above, the bracket 10 has the smallest bending strength at the weak part FP. Also, the bracket 10 is provided with a structure that generates a bending force that moves the weak part FP upward. Therefore, when an external force F1 is input due to the collision of the pole 60, the bracket 10 bends at the weak part FP so that the weak part FP moves upward. The power control device 30 is fixed to the bracket 10 in the second section SE2 on the side farther from the engine 40. Therefore, the lower end 30e1 of the power control device 30 on the side closer to the engine 40 can be moved upward.

The weak part FP can be bent so as to rotate and move upward around the vicinity of the first end 10e1 of the first section SE1 as the center of rotation (see dotted arrow Y1). In this case, the amount of lift of the lower surface 30b of the power control device 30 increases as the length of the first section SE1 increases. As described above, the length of the first section SE1 is configured to be greater than the height difference DH, so that the lower end 30e1 of the power control device 30 can be configured to jump up to a position that is higher than the upper surface 40u of the engine 40 by a height H1. This makes it possible to prevent the power control device 30 from being pinched between the engine 40 and the pole 60.

＜Effects＞
When an impact object such as a pole collides with the side of the vehicle, the power control device 30 may be damaged if it is pinched between the impact object and an on-board component such as the engine 40. In this case, the high voltage portion may be exposed, causing a risk of electric shock or short circuit. With the technology of the first embodiment, it is possible to prevent such an event from occurring by bouncing up the power control device 30 as described above.

Even if it is not possible to ensure a sufficient distance between the power control device 30 and on-board components such as the engine 40, damage to the power control device 30 during a collision can be prevented. It is possible to increase the degree of freedom in the layout of the power control device 30 within the front compartment 2.

The height to which the lower end 30e1 is raised can be adjusted according to the position of the weak part FP between the first end 10e1 and the second end 10e2. When the weak part FP is formed at the midpoint between the first end 10e1 and the second end 10e2, the lower end 30e1 can be raised to the highest.

<Structure of guide mechanism>
The second embodiment is an example in which a guide mechanism for moving the power control device 30 upward in the event of a collision is provided instead of the bracket 10 of the first embodiment. The same reference numerals are used to designate the same parts as those of the first embodiment, and the description thereof will be omitted.

Figure 6 shows an enlarged top view of the vicinity of the power control device 30. Figure 7 shows a cross section taken along line VII-VII in Figure 6, looking toward the rear of the vehicle. The lower end of the third flange 113 is fixed to a location within the front compartment 2. The second flange 31 of the power control device 30 is fixed to the upper end of the third flange 113 with a fastening member 50.

A pair of guide parts 101 are fixed to the upper side member 6. The pair of guide parts 101 are located on the right side of the power control device 30 in the vehicle width direction. The cross section of the guide part 101 perpendicular to the vehicle front-rear direction has a substantially triangular shape. The guide surface 101g of the guide part 101 has an inclination that increases with increasing distance from the power control device 30. The angle A2 between the lower surface 101b of the guide part 101 and the guide surface 101g can be appropriately determined. In this embodiment, it is set to 45 degrees. The lower end 101e of the guide surface 101g is located lower than the lower end 30e2 of the power control device 30.

The brace 109 is a long member having a triangular closed cross section. The brace 109 is located on the left side of the power control device 30 in the vehicle width direction. The guide surface 109g of the brace 109 has an inclination that increases with distance from the power control device 30. The angle A3 between the lower surface 109b of the brace 109 and the guide surface 109g can be set appropriately. In this embodiment, it is set to 45 degrees. The lower end 109e of the guide surface 109g is located below the lower end 30e1 of the power control device 30.

<Operation during collision>
FIG. 8 shows a state after the pole 60 collides with the right side of the vehicle. FIG. 8 shows the same location as FIG. 7. When the guide portion 101 moves leftward in the vehicle width direction due to the collision, the lower end portion 30e2 comes into contact with the guide surface 101g, and the lower end portion 30e1 comes into contact with the guide surface 109g. When the guide portion 101 further moves leftward in the vehicle width direction, a force compressing the power control device 30 is generated by the guide surface 101g and the guide surface 109g. However, the guide surfaces 101g and 109g have angles A2 and A3. Therefore, a part of the compressive force can be converted into a component force F2 directed vertically upward. This component force F2 can break the third flange 113 and release the fixation of the power control device 30. In addition, the component force F2 can cause the lower end portion 30e1 to slide up along the guide surface 109g, and the lower end portion 30e2 to slide up along the guide surface 101g. As a result, the power control device 30 can be moved upward as shown in Fig. 8. This makes it possible to prevent the power control device 30 from being pinched between the engine 40 and the pole 60.

Although specific examples of the present invention have been described above in detail, these are merely examples and do not limit the scope of the claims. The technology described in the claims includes various modifications and variations of the specific examples exemplified above. The technical elements described in this specification or drawings exert technical utility alone or in various combinations, and are not limited to the combinations described in the claims at the time of filing. Furthermore, the technology exemplified in this specification or drawings can achieve multiple objectives simultaneously, and achieving one of those objectives is itself technically useful.

<Modification>
In the first embodiment, the bracket 10 has the following three features. Feature 1: The ribs 11 and 12 are not formed in the vicinity of the weak portion FP. Feature 2: The weak portion FP has a notch shape. Feature 3: The cross-sectional area of the weak portion FP is the smallest. However, as long as the bracket 10 has at least one of these features, it is possible to achieve the effect of the first embodiment.

In the first embodiment, a configuration including a pair of brackets 10 is described, but the present invention is not limited to this configuration. A single plate-shaped bracket may be provided. Alternatively, three or more brackets may be provided.

The shape of the ribs 11 and 12 is not limited to wall-shaped protrusions and may be various. For example, they may be grooves formed by pressing.

In the first embodiment, the first end 10e1 of the bracket 10 is fixed to the brace 9, but this is not a limitation. The first end 10e1 may be fixed to a position facing an on-board component. For example, a fixing member may extend from an apron portion or the like, and the first end 10e1 may be fixed to the fixing member.

The vehicle components that the power control device 30 needs to be prevented from being pinched are not limited to the engine 40, and may be various other components. For example, it may be an exhaust system such as a turbo piping, a motor, etc.

In this specification, a collision from the side of the vehicle has been described, but this is not limiting. By changing the longitudinal direction of the bracket, it is possible to accommodate collisions from various directions. For example, if the longitudinal direction of the bracket 10 is aligned in the front-to-rear direction of the vehicle, it is possible to accommodate a collision from the front of the vehicle.

In the second embodiment, a configuration including a pair of guide parts 101 has been described, but this is not limiting. A single guide part 101 may be provided. Alternatively, three or more guide parts 101 may be provided. Furthermore, no guide part 101 may be provided. In this case, in the event of a collision, the lower end part 30e1 slides up along the guide surface 109g, allowing the power control device 30 to ride up onto the engine 40.

The power control device 30 is an example of a high-voltage component. The engine 40 is an example of an on-board component.

1: Body 2: Front compartment 6: Upper side member 9: Brace 10: Bracket 10e1: First end 10e2: Second end 10u1, 10u2: Top surface 30: Power control device 40: Engine DH: Height difference FP: Weakened part SE1: First section SE2: Second section

Claims (8)

A vehicle having a driving motor,
A body with a front compartment,
a bracket disposed inside the front compartment and extending in a first direction;
A high voltage component fixed on the bracket;
an on-vehicle component that is disposed near the high-voltage component and at least a portion of which overlaps with the high-voltage component when viewed from the first direction;
Equipped with
The bracket includes a weakened portion disposed at a middle portion in the first direction,
the bracket includes a first section that is a section closer to the on-vehicle component than the weak portion, and a second section that is a section farther from the on-vehicle component than the weak portion, the high-voltage component is fixed to the bracket in the second section,
The vehicle, wherein the bracket has a structure that bends at least at the weak portion so that the weak portion moves upward when an external force is applied to the bracket in a direction that causes the high-voltage component to approach the vehicle-mounted component. The vehicle according to claim 1, wherein the cross-sectional area of the bracket perpendicular to the first direction is smallest at the weak portion. The vehicle according to claim 1 or 2, wherein the width of the bracket in a second direction perpendicular to the first direction is smallest at the weak portion. The vehicle according to any one of claims 1 to 3, wherein the bracket has a ribbed portion on at least a portion of the first section and the second section. The vehicle according to any one of claims 1 to 4, wherein the top surface of the first section and the top surface of the second section are connected at an angle such that the weak portion protrudes upward. The vehicle according to any one of claims 1 to 5, wherein the length of the first section in the first direction is greater than the height difference between the lower surface of the high-voltage component and the upper surface of the on-board component. The bracket is
a first end portion that is an end portion of the first section in the first direction;
a second end portion which is an end portion of the second section in the first direction;
Equipped with
The second end is fixed to an upper side member,
The vehicle according to any one of claims 1 to 6, wherein the first end is disposed at a position facing the on-vehicle component. The vehicle according to any one of claims 1 to 7, wherein the first direction is a width direction of the vehicle.