CN110861480A

CN110861480A - Vehicle front structure

Info

Publication number: CN110861480A
Application number: CN201910603770.8A
Authority: CN
Inventors: 村井大介; 寺田佳树
Original assignee: Toyota Motor Corp
Current assignee: Toyota Motor Corp
Priority date: 2018-08-10
Filing date: 2019-07-05
Publication date: 2020-03-06
Anticipated expiration: 2039-07-05
Also published as: JP2020026220A; JP7067358B2; CN110861480B

Abstract

The invention obtains a vehicle front structure capable of protecting a wire harness from a motor in a frontal collision. The vehicle front structure has: a motor (20) disposed on the vehicle front side of the dash panel (26); a wire harness (38) that electrically connects the motor (20) and the battery (34) and that is routed along the front surface of the dash panel (26); and a pair of reinforcing members (36, 37) that are provided on the left and right sides of the motor (20) on the vehicle rear side with the wire harness (38) therebetween.

Description

Vehicle front structure

Technical Field

The present invention relates to a vehicle front structure.

Background

Japanese patent laid-open No. 2017-197018 discloses a structure in which a running device including a motor is provided at a front portion of a vehicle and a battery is disposed under a floor of the vehicle. In addition, in japanese patent application laid-open No. 2017-197018, a battery reinforcement is provided at an outer peripheral portion of a battery case, and a convex portion is provided at a junction portion to which a wire harness is connected in the battery reinforcement. Thus, even when the suspension member moves toward the vehicle rear side in the event of a frontal collision, the protruding portion comes into contact with the suspension member, thereby avoiding or suppressing damage to the junction portion.

Disclosure of Invention

Problems to be solved by the invention

However, in the structure described in japanese patent application laid-open No. 2017-197018, interference between the motor and the wire harness provided above the suspension member in the vehicle is not considered, and there is room for improvement from the viewpoint of suppressing interference between the motor and the wire harness at the time of a frontal collision.

The present invention has been made in view of the above-described facts, and an object thereof is to obtain a vehicle front structure capable of protecting a wire harness from a motor at the time of a frontal collision.

Means for solving the problems

A vehicle front structure according to a first aspect includes: a motor disposed on a vehicle front side of a dash panel; a wire harness that electrically connects the motor and the battery and is routed along a front surface of the dash panel; and a pair of reinforcing members provided on the left and right sides of the motor on the vehicle rear side with the wire harness interposed therebetween.

In the vehicle front structure relating to the first aspect, the motor is disposed on the vehicle front side of the dash panel, and the motor and the battery are electrically connected by the wire harness. The wire harness is routed along the front surface of the dash panel, and a pair of reinforcing members are provided on the left and right sides of the motor on the vehicle rear side with the wire harness interposed therebetween. In this way, the pair of reinforcing members provided on the left and right sides can reinforce the dash panel.

Further, since the pair of reinforcing members are provided so as to sandwich the wire harness, even when the motor moves toward the vehicle rear side in the event of a frontal collision, the motor can be received by the pair of reinforcing members. As a result, a space can be secured between the motor and the dash panel.

A vehicle front structure relating to a second aspect is the first aspect, wherein at least one of the pair of reinforcement members is a dash reinforcement that extends in a vehicle vertical direction along the dash and that forms a closed cross section together with the dash.

In the vehicle front structure relating to the second aspect, the rigidity of the dash panel can be increased by the dash reinforcement.

A vehicle front structure relating to a third aspect is the first or second aspect, wherein the pair of reinforcement members are provided so as to have the same amount of protrusion toward the vehicle front side with respect to the dash panel.

In the vehicle front structure according to the third aspect, the amounts of projection of the pair of reinforcement members toward the vehicle front side are set to be the same. This makes it possible to set the timing at which the pair of reinforcing members come into contact with the motor at the same timing in the event of a frontal collision. As a result, the collision load can be dispersed to the pair of reinforcing members. Further, the rotation of the motor in a plan view, which is caused by the first contact of one of the reinforcing members, can be suppressed. The "same projection amount" is not limited to a configuration in which the projection amounts of the pair of reinforcing members are exactly the same. That is, the concept broadly includes a configuration in which the protruding amounts of the reinforcing member and the motor are slightly different from each other within a range in which the timing of contact between the reinforcing member and the motor is not largely deviated.

Drawings

Fig. 1 is a perspective view showing a main portion of a vehicle front structure according to an embodiment.

Fig. 2 is a plan view showing a main portion of the vehicle front structure according to the embodiment, and is a diagram showing a normal state before a frontal collision.

Fig. 3 is a plan view showing a main portion of the vehicle front structure according to the embodiment, and is a diagram showing a state before a frontal collision.

Detailed Description

A vehicle front structure according to an embodiment will be described with reference to the drawings. Arrow FR, arrow UP, and arrow RH, which are appropriately marked in the drawings, respectively indicate the front, upper, and right of the seat. Hereinafter, when only the front-rear direction, the up-down direction, and the left-right direction are used for description, the front-rear direction of the seat front-rear direction, the up-down direction of the seat up-down direction, and the left-right direction when facing the front of the seat are shown unless otherwise described.

As shown in fig. 1, a pair of left and right front side frames 12 are provided at the front of a vehicle 10 to which the vehicle front structure according to the present embodiment is applied. The front side frames 12 each extend in the vehicle front-rear direction and are frame members of a closed cross-sectional structure formed by extrusion, press working, or the like.

The front end portion of the front side member 12 is connected to a bumper reinforcement 14. The bumper reinforcement 14 is configured to include a bumper body portion 14A extending in the vehicle width direction, and a connecting portion 14B extending from the rear surface of each of the two end portions of the bumper body portion 14A toward the vehicle rear side. The front end portion of the front side member 12 is connected to the connecting portion 14B.

A radiator 18 as a heat exchanger is provided on the vehicle rear side of the bumper reinforcement 14. The radiator 18 is disposed on the vehicle rear side of the vehicle width direction center portion of the bumper body portion 14A, and is configured to be capable of exchanging heat with a refrigerant, not shown.

The rear end of the front side member 12 is connected to a connecting member 16. As shown in fig. 2, the rear end portion of the coupling member 16 is formed to be wider than the front end portion, and the rear end portion of the coupling member 16 is joined to the dash wall 26. Therefore, the rear end portion of the front side member 12 is coupled to the dash wall 26 via the coupling member 16.

The dash 26 extends in the vehicle vertical direction and the vehicle width direction with the vehicle front-rear direction being the plate thickness direction, and the dash 26 divides a vehicle interior (cab) on the vehicle rear side and a power unit chamber on the vehicle front side.

Rocker beams 28 are connected to both ends of the dash panel 26 in the vehicle width direction. The rocker 28 is a frame member of a closed cross-sectional structure extending in the vehicle front-rear direction, and is provided in a pair on the left and right. The front end portions of these rocker beams 28 are connected to the dash panel 26.

A battery unit 30 is disposed between the left and right side sills 28. The battery unit 30 is disposed under the floor of the vehicle 10, and includes a battery case 32 serving as an outer case, and a battery 34 mounted inside the battery case 32.

Here, a dash reinforcement 36 (hereinafter, appropriately referred to as "dash RF 36") and a dash reinforcement 37 (hereinafter, appropriately referred to as "dash RF 37") are provided as reinforcement members on the front surface (the surface on the vehicle front side) of the dash 26. Details of the dash RF36 and the dash RF37 will be described later.

A harness 38 is arranged on the front surface side of the dash panel 26. The harness 38 is a high-voltage harness configured to electrically connect the motor 20 and the battery 34 and supply electric power, and extends in the vehicle vertical direction along the dash panel 26 (see fig. 1).

The harness 38 is routed between the dash panel RF36 and the dash panel RF37, and in the present embodiment, is routed at the center in the vehicle 10 in the vehicle width direction. The wire harness 38 is fixed to the dash panel 26 by a mounting member such as a clip, not shown, so that interference with the dash panel 26 or peripheral members during traveling is suppressed.

The transaxle 19 is disposed on the vehicle front side of the dash panel 26. The transaxle 19 is configured to mainly include a motor 20, a reduction mechanism 22, and a differential gear 24.

The motor 20 is a driving source that is driven by being supplied with electric power to rotate at least one of the front wheels and the rear wheels. The motor 20 is supported by a suspension member, not shown, which is disposed on the vehicle lower side than the front side frame 12.

A speed reduction mechanism 22 is coupled to the motor 20. The reduction mechanism 22 includes a plurality of gears such as a counter gear and a final gear, and a differential gear 24 is connected to the reduction mechanism 22. That is, the differential gear 24 is coupled to the motor 20 via the reduction mechanism 22.

Here, the differential gear 24 of the present embodiment is provided on the front side of the transaxle 19. Therefore, the differential gear 24 projects further toward the vehicle front side than the motor 20. The differential gear 24 in the present embodiment is provided at a position slightly shifted to the vehicle right side from the center of the vehicle 10 in the vehicle width direction.

Next, the dash RF36 and the dash RF37 will be explained. The dash panel RF36 is provided at a position slightly offset to the vehicle left side from the center in the vehicle width direction, and has a substantially hat-shaped cross-sectional shape that is convex toward the vehicle front side when viewed from the vehicle upper side. The flange portions at both vehicle width direction end portions of the dash panel RF36 are joined to the dash panel 26 by welding or the like in a state of being superimposed on the dash panel 26.

The dash panel RF37 is provided at a position slightly offset to the vehicle right side from the center in the vehicle width direction, and has a substantially hat-shaped cross-sectional shape that is convex toward the vehicle front side when viewed from the vehicle upper side. The dash RF37 has substantially the same shape as the dash RF36, and has a substantially hat-shaped cross section when viewed from above the vehicle. The flange portions at both vehicle width direction end portions of the dash panel RF37 are joined to the dash panel 26 by welding or the like in a state of being superimposed on the dash panel 26.

As described above, the dash RF36 and the dash RF37 are provided on the left and right sides across the harness 38, and the dash RF36 and the dash 26 form a closed cross section, and the dash RF37 and the dash 26 form a closed cross section.

Further, the dash RF36 and the dash RF37 are set to have substantially the same amount of protrusion in the vehicle front-rear direction. That is, the amount of protrusion of the dash RF36 toward the vehicle front side and the amount of protrusion of the dash RF37 toward the vehicle front side are set to be substantially the same.

As shown in fig. 1, the dash RF36 and the dash RF37 extend in the vehicle vertical direction along the dash 26, and in the present embodiment, extend from the upper end of the dash 26 to the lower end of the dash 26 as an example. A dash cross member, not shown, is provided on the vehicle lower side of the dash 26.

(action)

Next, the operation of the present embodiment will be explained.

In the vehicle front structure of the present embodiment, the dash RF36 and the dash RF37 are provided on the front surface of the dash 26. Further, a closed cross section is formed by the dash RF36 and the dash 26, and a closed cross section is formed by the dash RF37 and the dash 26. In this way, the dash wall 26 can be reinforced by forming the closed cross section by the dash wall RF36, the dash wall RF37, and the dash wall 26.

In particular, in the present embodiment, since the dash RF36 and the dash RF37 extend in the vehicle vertical direction along the dash 26, respectively, the rigidity of the dash 26 can be improved as compared with a structure in which the dash RF36 and the dash RF37 are provided locally. As a result, the dash panel 26 can be prevented from deforming and entering the vehicle compartment in the event of a frontal collision.

In the present embodiment, since the pair of the dash RF36 and the dash RF37 are provided so as to sandwich the harness 38, even when the transaxle 19 including the motor 20 is moved toward the vehicle rear side in a frontal collision, the transaxle 19 can be received by the dash RF36 and the dash RF 37. As a result, a space can be secured between the motor 20 and the dash panel 26, and the wire harness 38 can be prevented from being pinched between the motor 20 and the dash panel 26 during a frontal collision. The operation will be described in detail below.

As shown in fig. 2, in a normal state before a collision, the transaxle 19 including the motor 20 is disposed on the vehicle front side at a distance from the dash wall 26. The harness 38 is arranged in a space between the dash panel 26 and the motor 20, and is configured not to interfere with the motor 20.

When the vehicle 10 has a frontal collision from this state, as indicated by the arrow in fig. 3, the transaxle 19 may move toward the vehicle rear side upon receiving a collision load from the vehicle front side. At this time, the vehicle right side of the transaxle 19 will come into contact with the dash RF37 before the reduction mechanism 22 comes into contact with the dash 26. That is, the reduction mechanism 22 is received by the dash panel RF 37.

On the other hand, on the vehicle left side of the transaxle 19, the dash RF36 will contact the motor 20 before the motor 20 contacts the dash 26. I.e., the motor 20 is received through the dash RF 36. Thus, a space is secured between the motor 20 (transaxle 19) and the dash panel 26 in plan view, and the harness 38 is routed in the space. Thereby, the wire harness 38 can be protected from the motor 20 at the time of a frontal collision.

In particular, in the present embodiment, the wiring space for the harness 38 is formed by the dash RF36 and the dash RF37 provided to improve the rigidity of the dash 26. This can reduce the number of components compared to a configuration in which the harness 38 is protected by attaching another dedicated component to the transaxle 19 or the like.

In the present embodiment, the amounts of protrusion of the dash RF36 and the dash RF37 toward the vehicle front side are substantially the same. Thus, the timing at which the dash RF36 contacts the motor 20 in the frontal collision and the timing at which the dash RF37 contacts the motor 20 can be set to substantially the same timing. As a result, the collision load can be dispersed to the dash panel RF36 and the dash panel RF 37.

Further, it is considered that the transaxle 19 rotates in a plan view when one of the dash RF36 and the dash RF37 contacts first, but in the present embodiment, the dash RF36 and the dash RF37 are configured to contact the transaxle 19 at the same timing, and therefore, the rotation of the transaxle 19 including the motor 20 in a plan view can be suppressed.

Although the embodiments have been described above, it is obvious that the embodiments can be implemented in various ways within a range not departing from the gist of the present invention. For example, in the above embodiment, the differential gear 24 is provided on the vehicle right side of the transaxle 19, but the present invention is not limited thereto. That is, the differential gear 24 may be provided on the vehicle left side of the transaxle 19.

In the above embodiment, the differential gear 24 is provided on the vehicle front side of the transaxle 19, but the present invention is not limited thereto. For example, the differential gear 24 may be provided on the vehicle rear side of the transaxle 19. In this case, it is preferable that the differential gear 24 is provided at a position not overlapping with the dash RF36 and the dash RF37 when viewed from the vehicle front-rear direction, so that the differential gear 24 does not contact with the dash RF36 and the dash RF37 even when the transaxle 19 is moved toward the vehicle rear side.

In the above embodiment, the dash RF36 and the dash RF37 are extended from the upper end to the lower end of the dash 26, but the present invention is not limited to this. For example, the reinforcement member may be provided only in a partial region from the upper end portion to the lower end portion of the dash panel 26. In this case, if the reinforcing member is located on the vehicle rear side of the motor 20, the motor 20 can be received by the reinforcing member at the time of a frontal collision. For example, the lengths of the dash RF36 and the dash RF37 in the vehicle vertical direction may be different.

In the above embodiment, two reinforcing members (the dash RF36 and the dash RF37) are provided, but the present invention is not limited thereto, and three or more reinforcing members may be provided.

In the above-described embodiment, the dash RF36 and the dash RF37 that constitute the closed cross-section together with the dash 26 are provided as the reinforcing members, but the present invention is not limited to this. For example, a reinforcing member having an open cross section may be provided on the front surface of the dash panel 26. Further, a cylindrical reinforcing member or a solid reinforcing member may be provided on the front surface of the dash panel 26.

Description of the symbols

20 motor;

26 a dash wall;

34 a storage battery;

36 dash reinforcement (reinforcement member);

37 a dash reinforcement (reinforcement member);

38 harness.

Claims

1. A vehicle front structure having:

a motor disposed on a vehicle front side of a dash panel;

a wire harness that electrically connects the motor and a battery and is routed along a front surface of the dash panel;

and a pair of reinforcing members provided on the left and right sides of the motor on the vehicle rear side with the wire harness interposed therebetween.

2. The vehicle front structure according to claim 1,

at least one of the pair of reinforcement members is a dash reinforcement that extends in the vehicle vertical direction along the dash and forms a closed cross section together with the dash.

3. The vehicle front structure according to claim 1 or 2,

the pair of reinforcement members are provided so as to have the same amount of projection toward the vehicle front side with respect to the dash panel.

4. The vehicle front structure according to claim 1,

the pair of reinforcement members extends along the dash from an upper end portion to a lower end portion of the dash.