JP2016145017A - On-vehicle structure of electronic apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technology easing an impact with which an electronic apparatus collides with an inclined surface when receiving a collision load, concerning an on-vehicle structure in which the electronic apparatus is supported above the inclined surface while keeping a clearance.SOLUTION: An inverter 20 is supported above an inclined upper surface 30a of a TA 30, by a front bracket 10 and a rear bracket 40. An upper part of the front bracket 10 is coupled to a front surface 20a of the inverter 20. Above the front surface 20a of the inverter 20, a stopper 5 opposite to an upper end of the bracket at an interval is provided. When the front bracket 10 is deformed so as to fall toward an upper side of an inclination due to a collision load added to a front part of the inverter 20, the stopper 5 abuts on the upper end of the front bracket 10. The stopper 5 abuts on the upper end of the front bracket 10, thereby easing an impact generated when the inverter 20 collides with the TA 30.SELECTED DRAWING: Figure 2

Description

  The present invention relates to an in-vehicle structure of an electronic device.

  In recent years, various electronic devices have been mounted on vehicles. As a situation where the electronic device is mounted, there is a situation where the electronic device is fixed to the upper surface of the installation target member whose upper surface is inclined via a bracket. Hereinafter, the inclined upper surface of the installation target member is referred to as an inclined surface. The electronic device is supported by the bracket fixed to the lower side of the inclination of the electronic device along the inclined surface and the bracket fixed to the upper side of the electronic device with a gap between the inclined surface and the electronic device. An example of such a situation is disclosed in Patent Document 1. In Patent Document 1, the inclined surface is an upper surface of a gear box that accommodates the traveling motor, and is inclined forward and downward in the front compartment. The electronic device is an inverter that supplies electric power to the traveling motor, and is disposed above the inclined upper surface of the gear box. In order to protect the inverter from vibration of the gear box, the inverter is supported with a gap between the upper surface of the gear box and a bracket provided with an anti-vibration bush. The inverter is supported by a front bracket located on the lower side of the inverter and a rear bracket located on the upper side in a direction along the inclination of the upper surface. The upper part of the front bracket is connected to the front surface which is one of the side surfaces of the inverter.

JP 2013-233836 A

  In the case of Patent Document 1, the inverter is supported above the gear box that is inclined forward and downward in the front compartment. When the vehicle collides forward, a collision load is applied to the entire inverter. At this time, there is a possibility that the upper part of the front bracket is deformed so as to fall backward, and the electronic device strongly hits the inclined upper surface of the gear box. The collision load is a load applied to various parts of the vehicle when the vehicle collides with an obstacle or the like. The present specification relates to an in-vehicle structure in which an electronic device is supported above an inclined surface with a gap, and provides a technique for mitigating an impact when the electronic device collides with the inclined surface when subjected to a collision load. . Note that the technique disclosed in Patent Document 1 is intended for an inverter supported above the inclined upper surface in the front compartment, but the technique disclosed in this specification is not limited to application to an inverter. It should be noted that the inclined surface is not limited to the upper surface of the motor case. Furthermore, the technology disclosed in this specification is not limited to the electronic device mounted in the front compartment. For example, when a collision from the rear is assumed, the technique disclosed in this specification can be applied to an electronic device mounted in a rear compartment.

  In the in-vehicle structure disclosed in the present specification, the electronic device is fixed to the inclined upper surface (inclined surface) of the installation target member. The electronic device has a gap between the inclined surface by the first bracket fixed below the electronic device and the second bracket fixed on the upper side in the direction along the inclination of the inclined surface. It is supported. The upper part of the first bracket is connected to the side surface of the electronic device. In addition, a side surface means either the surface except an upper surface and a lower surface here. A stopper that is opposed to the upper end of the first bracket with a gap is provided above the first bracket on the side surface. The stopper comes into contact with the upper end of the first bracket when the first bracket is deformed so as to fall toward the upper side of the inclined surface of the inclined surface by a collision load applied to the side where the first bracket of the electronic device is connected. According to this structure, when the lower surface of the electronic device collides with the inclined surface (or prior to the collision), the stopper of the electronic device abuts on the first bracket, and the collision between the electronic device and the inclined surface is alleviated. Details and further improvements of the technology disclosed in this specification will be described in the following “DETAILED DESCRIPTION”.

It is a perspective view which shows an example of the components layout in a front compartment. It is a side view of a transaxle and an inverter. It is a side view which shows the positional relationship of the transaxle after a bracket deformation | transformation, and an inverter. It is a figure explaining the load added to an inverter. It is a figure explaining the load added to an inverter (after bracket deformation). It is a perspective view of a front bracket. It is a perspective view of the front bracket of a modification. It is a side view of the front bracket of a modification. It is a perspective view which shows the stopper of a modification. It is a side view of the vehicle-mounted structure of 2nd Example (before bracket deformation | transformation). It is a side view of the vehicle-mounted structure of 2nd Example (after bracket deformation | transformation). It is a side view of the vehicle-mounted structure of 3rd Example.

  (First Embodiment) An in-vehicle structure of an embodiment will be described with reference to the drawings. The vehicle-mounted structure 2 of the embodiment is applied to a hybrid vehicle 100 that includes both a motor 3 and an engine 98 for traveling. The electronic device to be mounted in the in-vehicle structure 2 of the embodiment is an inverter 20 that supplies electric power to the motor 3. The installation target member on which the inverter 20 is mounted is the transaxle 30. Hereinafter, “transaxle 30” is abbreviated as “TA30”.

  FIG. 1 shows the arrangement of devices in the front compartment 90 of the hybrid vehicle 100. In the coordinate system in the figure, the F axis indicates the front of the vehicle, the V axis indicates the upper side of the vehicle, and the H axis indicates the vehicle width direction (side of the vehicle). The meaning of the symbols in the coordinate system is the same in the following figures.

  In the front compartment 90, an engine 98, an inverter 20, a TA 30 and the like are arranged. Various other devices are arranged in the front compartment 90, but their illustration is omitted. It should be noted that TA 30 and the engine 98 are schematically illustrated in FIG.

  The motor 3 is accommodated in the housing of the TA 30. In other words, the TA 30 is a gear box that houses the motor 3. The housing of TA30 is made, for example, by die-casting aluminum or cutting. The housing of the TA 30 further houses a power distribution mechanism 6 that combines / distributes the output torque of the engine 98 and the output torque of the motor 3. The differential gear 4 is also accommodated in the TA 30 housing. The power distribution mechanism 6 divides the output torque of the engine 98 according to the situation and transmits it to the differential gear 4 and the motor 3. In this case, the hybrid vehicle 100 generates electric power with the motor 3 while traveling with engine torque. The hybrid vehicle 100 also generates power by the motor 3 using deceleration energy of the vehicle at the time of braking. The battery is charged with the electric power obtained from the power generation.

  Engine 98 and TA30 are connected so as to be adjacent in the vehicle width direction. The engine 98 and TA30 are suspended from a side member 96 that ensures the structural strength of the vehicle. Although only one side member 96 is illustrated in FIG. 1, another side member extends to the lower left of the engine 98 in FIG. The engine 98 and TA30 are suspended between the two side members.

  The inverter 20 supplies electric power to the motor 3. More specifically, the inverter 20 boosts the power of a high-voltage battery (not shown), converts it into alternating current, and supplies it to the motor 3. The inverter 20 also converts AC power generated by the motor 3 into DC power and further reduces the voltage. The high voltage battery is charged by the stepped down power. The inverter 20 is a type of in-vehicle electronic device. As will be described later in detail, the inverter 20 is supported with a gap between it and the upper surface of the TA 30.

  The inverter 20 has a front side supported by the front bracket 10 and a rear side supported by the rear bracket 40. A stopper 5 is provided above the front bracket 10 of the inverter 20.

  The relationship between TA 30 and inverter 20 will be described in detail with reference to FIG. 2 together with FIG. FIG. 2 is an overall view of the in-vehicle structure 2. FIG. 2 shows a side view of the TA 30 and the inverter 20. The “side surface” corresponds to a view when viewed from the vehicle width direction (H-axis direction in the drawing).

  The inverter 20 and TA 30 are connected by six power cables 21. The power cable 21 is a wire harness for sending electric power from the inverter 20 to the motor 3. Although description is omitted, the TA 30 contains two three-phase AC motors, and the six power cables transmit two sets of three-phase AC. Reference numeral 31 indicates a power cable terminal provided in the TA 30.

  As described above, the motor 30, the power distribution mechanism 6, and the differential gear 4 are accommodated in the TA 30. Inside the TA 30, the output shaft 3a of the motor 3, the main shaft 6a of the power distribution mechanism 6, and the main shaft 4a of the differential gear 4 are arranged in parallel. These three shafts extend in the vehicle width direction. As shown in FIG. 2, the three shafts are arranged so as to form a triangle when viewed from the vehicle width direction. Due to the arrangement of the three axes, the upper surface 30a of the TA 30 is inclined forward and downward. Therefore, the inverter 20 supported above the upper surface 30a is also arranged so as to be inclined forward and downward. Note that “the inverter 20 is in the front-down direction” means that the ground height at the front end of the inverter 20 is lower than the ground height at the rear end.

  The inverter 20 is supported above the TA 30 by the front bracket 10 and the rear bracket 40. The front bracket 10 is disposed in front of the inverter 20, and the rear bracket 40 is disposed behind the inverter 20. A gap G1 is secured between the inverter 20 and TA30. The gap G1 is secured by the front bracket 10 and the rear bracket 40.

  A vibration isolating bush 12 is disposed between the inverter 20 and the front bracket 10, and a vibration isolating bush 42 is disposed between the inverter 20 and the rear bracket 40. The motor 3, the power distribution mechanism 6, and the differential gear 4 vibrate vigorously during traveling. The anti-vibration bushes 12 and 42 are attached to protect the inverter 20 from vibrations of the motor 3 and the like. The reason why the inverter 20 is supported by the front bracket 10 and the rear bracket 40 with a gap G1 above the TA 30 is to isolate the inverter 20 from vibrations of the motor 3 and the like.

  The lower part of the front bracket 10 is fixed to the upper surface 30 a of the TA 30 by bolts 52, and the upper part of the front bracket 10 is connected to the front face 20 a of the inverter 20 by bolts 51. An anti-vibration bush 12 is sandwiched between the upper portion of the front bracket 10 and the front surface 20a of the inverter 20. Although not shown in FIG. 2, the front bracket 10 is fixed to the TA 30 by two bolts 52 arranged in the vehicle width direction. The front bracket 10 is connected to the inverter 20 by two bolts 51 arranged in the vehicle width direction. Refer to FIG. 6 described later for the fact that the two bolts 52 are arranged in the vehicle width direction and the two bolts 51 are arranged in the vehicle width direction. The front bracket 10 is made by pressing a metal plate (steel plate). FIG. 2 shows the shape of the front bracket 10 in a simplified manner. The detailed shape of the front bracket 10 will be described later with reference to FIG.

  Although a detailed description is omitted, the rear bracket 40 also has the same structure as the front bracket 10. The lower part of the rear bracket 40 is fixed to the upper surface 30 a of the TA 30 by bolts 54, and the upper part of the rear bracket 40 is fixed to the rear surface of the inverter 20 by bolts 53. An anti-vibration bush 42 is sandwiched between the upper portion of the rear bracket 40 and the rear surface of the inverter 20.

  Considering that the upper surface 30a of the TA 30 is inclined forward and downward, the front bracket 10 is a bracket fixed below the inverter 20 in the direction along the inclination of the inclined surface (upper surface 30a). The rear bracket 40 can be expressed as a bracket fixed on the upper side of the inclination. In the present specification, a surface excluding the upper surface and the lower surface of the inverter 20 is expressed as a side surface. That is, the front surface and the rear surface of the inverter 20 are also included in the “side surface”. In that sense, the upper part of the front bracket 10 is connected to the side surface facing the front of the inverter 20, and the rear bracket 40 can be expressed as being connected to the side surface facing the rear of the inverter 20.

  A stopper 5 is provided on the front surface 20 a of the inverter 20. The stopper 5 is provided above the front bracket 10. The stopper 5 is disposed such that the lower surface 5 a faces the upper end of the front bracket 10. As shown in FIG. 2, the stopper 5 is disposed such that the distance Ha between the stopper 5 and the upper end of the front bracket 10 is shorter than the distance Hb between the lower surface 20b of the inverter 20 and the upper surface 30a of the TA 30. Has been. The distance Ha indicates the length before the vehicle collides and the front bracket 10 is deformed. The stopper 5 is provided to alleviate the impact when the inverter 20 collides with the TA 30 when the vehicle collides forward (or obliquely collides forward).

  The function of the stopper 5 will be described with reference to FIGS. In FIG. 2, an arrow indicated by a symbol W indicates a collision load. The collision load W is a load when a forward collision is assumed, and is applied to the front end of the inverter 20. FIG. 3 shows the deformation of the front bracket 10 and the rear bracket 40 when the inverter 20 receives a collision load W. The front bracket 10 and the inverter 20 are connected by bolts 51, and a vibration isolating bush 12 is sandwiched between the front bracket 10 and the inverter 20. The anti-vibration bush 12 is made of an elastic body that absorbs vibration and is easily deformed. When the inverter 20 receives a collision load W from the front, the front bracket 10 is deformed so as to fall backward, and the bolt 51 and the vibration isolating bush 12 that fix the front bracket 10 are deformed. Get closer to. As described above, the distance Ha between the stopper 5 and the upper end of the front bracket 10 is shorter than the distance Hb between the lower surface 20b of the inverter 20 and the upper surface 30a of the TA 30. Therefore, when the front bracket 10 falls backward due to the collision load W, the stopper 5 comes into contact with the front bracket 10 before the lower surface 20b of the inverter 20 collides with the upper surface 30a of the TA 30. Thus, the impact when the lower surface 20b of the inverter 20 collides with the upper surface 30a of the TA 30 is mitigated. A point P <b> 1 in FIG. 3 is a contact portion between the stopper 5 and the upper end of the front bracket 10. As shown in FIG. 3, when the stopper 5 and the front bracket 10 come into contact with each other, a gap G2 is still secured between the lower surface 20b of the inverter 20 and the upper surface 30a of the TA 30.

  Although the detailed shape of the front bracket 10 will be described later, the shape of the upper end of the front bracket 10 is devised so that it can withstand a collision with the stopper 5 well. However, if the collision load W is large, the front bracket 10 may not withstand the collision load with the stopper 5 and the upper end of the front bracket 10 may be crushed. If the upper end of the front bracket 10 is crushed, the inverter 20 may be further lowered and collide with the TA 30. Even in that case, since the collision between the stopper 5 and the front bracket 10 absorbs a part of the collision load W, the impact received by the inverter 20 when the collision with the upper surface 30a of the TA 30 is mitigated.

  With reference to FIG. 4 and FIG. 5, the theoretical analysis of the collision load which the inverter 20 receives at the time of a front collision is demonstrated. 4 and 5, the shape of the front bracket 10 is simplified and the components and components (for example, the front bracket 10 and the inverter 20) are treated as being connected at one point.

  4 and 5 are simplified side views of the inverter 20, the front bracket 10, and the rear bracket 40. FIG. FIG. 4 shows the positional relationship of each component before the front bracket 10 is deformed, and FIG. 5 shows the positional relationship of each component when the front bracket 10 is deformed. The inverter 20 is supported by the front bracket 10 and the rear bracket 40 with a gap G between the TA 30 and the upper surface 30a. The meanings of the symbols shown in FIGS. 4 and 5 are as follows. The straight line A1 indicates the horizontal direction, and the straight line A2 is a straight line parallel to the upper surface 30a of the TA 30. An angle T1 between the straight line A1 and the straight line A2 indicates an angle formed by the upper surface 30a of the TA 30 with the horizontal direction.

  The symbol W indicates the collision load as described above, the symbol WL indicates the component force in the direction along the upper surface 30a of the collision load W (parallel component force load WL), and the symbol WH indicates the upper surface. The component force in the direction perpendicular to 30a (vertical component force load WH) is shown. Point P2 is the foremost position of the inverter 20, and is the position (load point) where the collision load W is applied. Point P <b> 3 is a connection point between the front bracket 10 and the inverter 20. Point P4 is a connection point between the front bracket 10 and TA30. Point P <b> 5 is a connection point between the rear bracket 40 and the inverter 20. Point P6 is a connection point between rear bracket 40 and TA30.

  A symbol L1 indicates a distance between the point P2 (load point) and the point P6 (a connection point between the rear bracket 40 and the inverter 20). A symbol L2 indicates a distance between the point P2 (load point) and the point P3 (a connection point between the front bracket 10 and the inverter 20). A symbol L3 indicates a distance between the point P4 (a connection point between the front bracket 10 and the TA 30) and a point P3 (a connection point between the front bracket 10 and the inverter 20). A symbol L4 indicates a distance between the point P5 (a connection point between the rear bracket 40 and the inverter 20) and a point P6 (a connection point between the rear bracket 40 and the TA 30). Symbol H1 indicates the distance between the point P3 and the point P2 (load point).

  A thick arrow Ra indicates the resistance of the front bracket 10 to the vertical component load WH at the point P3. A symbol Ma indicates a bending moment generated in the front bracket 10. A symbol Mb indicates a bending moment generated in the rear bracket 40.

  The drag Ra of the front bracket 10 is obtained by the equation Ra = (L1 / (L1 + L2)) · WH from the balance equation of the forces at the both end support beams. Here, considering that L2 is substantially zero, Ra = WH. That is, the vertical component force load WH is concentrated at the point P3 (a connection point between the front bracket 10 and the inverter 20) as it is. The bending moment generated in the front bracket 10 and the rear bracket 40 due to the parallel component load WL is WL · H1 / 2. Bending moment = WH · L3 resulting from the vertical component force load WH is also applied to the front bracket 10. From the above, Ma = WL · H1 / 2 + WH · (L2 + L3)> Mb = WL · H1 / 2−WH · (L1 + L4). Here, L2 is actually almost zero and can be ignored. Only the connection point (point P3) between the front bracket 10 and the inverter 20 takes on the vertical component force load WH. When the collision load W is received, the bending moment Ma generated in the front bracket 10 becomes larger than the bending moment Mb generated in the rear bracket 40. Therefore, when the collision load W is received, the upper part of the front bracket 10 falls rearward and downward, and the front part of the inverter 20 is lower than the rear part.

  As shown in FIGS. 4 and 5, an anti-vibration bush 12 that is an elastic body is located at a connection point (point P <b> 3) between the front bracket 10 and the inverter 20. Therefore, when the point P3 receives the vertical component load WH, the vibration isolating bush 12 is deformed, the stopper 5 approaches the front bracket 10, and the stopper 5 and the front bracket 10 finally come into contact with each other. Reference numeral P <b> 1 indicates a contact point between the stopper 5 and the front bracket 10. When the stopper 5 and the front bracket 10 abut, a resistance Rc against the vertical component load WH is generated at the point P1. Accordingly, the drag Ra applied to the point P3 is reduced. As described above, the bending moment resulting from the vertical component force load WH is “WH · L3”. The locations that oppose the vertical component force load WH are dispersed at point P3 (a connection point between the front bracket 10 and the inverter 20) and a point P1 (a contact point between the front bracket 10 and the stopper 5). The point P1 is closer to the point P4 (the connection point between the front bracket 10 and the TA 30) than the point P3. This means that the arm of the bending moment resulting from the vertical component load WH is smaller than L3. That is, when the front bracket 10 and the stopper 5 abut, the bending moment Ma generated in the front bracket 10 is reduced. As a result, the force to lower the front side of the inverter 20 is reduced. That is, when the stopper 5 comes into contact with the front bracket 10, the impact when the lower surface 20b of the inverter 20 collides with the upper surface 30a of the TA 30 is alleviated.

  When the stopper 5 comes into contact with the front bracket 10, a point that resists the vertical component load WH is a point P 3 (a connection point between the front bracket 10 and the inverter 20) and a point P 1 (a contact between the front bracket 10 and the stopper 5. Points). This means that the force applied to the anti-vibration bush 12 (that is, the drag Ra) is reduced. Since the force applied to the vibration isolating bush 12 is reduced, the possibility that the vibration isolating bush 12 is broken is reduced.

  Furthermore, the following can be said from the above consideration. The force that lowers the front portion of the inverter 20 downward is a vertical component load WH that acts on a connection point (point P3) between the front bracket 10 and the inverter 20. The vertical component force load WH is generated because the inverter 20 is supported above the inclined surface (the upper surface 30a of the TA 30). That is, the stopper 5 is effective in a situation where the inverter 20 is supported above the front-lowering inclined surface (the upper surface 30a of the TA 30) in the front compartment of the vehicle.

  When the inverter is mounted in the rear compartment, a collision load is applied to the rear end of the inverter during a rear collision. Therefore, when the inverter is mounted in the rear compartment, the inverter is supported above the inclined surface that is rearwardly lowered, and a stopper may be provided above the rear bracket of the inverter. The stopper is arranged such that when the upper part of the rear bracket is deformed so as to tilt forward (that is, above the inclined surface), the lower surface of the inverter contacts the upper end of the rear stopper before contacting the inclined surface. An example in which the inverter is mounted in the rear compartment will be described in the third embodiment.

  The shape of the front bracket 10 will be described. FIG. 6 shows a perspective view of the front bracket 10. Note that a straight line A2 parallel to the upper surface 30a of the TA 30 is added to the FHV coordinate system of FIG. 6, and an angle T1 formed by the F axis extending in the vehicle longitudinal direction and the straight line A2 is an inclination angle of the upper surface 30a with respect to the horizontal direction. Represents. The front bracket 10 includes a base plate 14 fixed to the upper surface 30 a of the TA 30, and a pair of legs 15 rising from the base plate and having an upper portion facing the front surface 20 a of the inverter 20. The base plate 14 is provided with notches 14a at two locations, and bolts 52 fix the base plate 14 to the TA 30 through the notches 14a.

  An anti-vibration bush 12 is disposed so as to penetrate the leg portion 15, and a bolt 51 passes through the anti-vibration bush 12 and connects the front bracket 10 to the front surface 20 a of the inverter 20.

  When viewed from the front of the vehicle, flanges 16 a and 16 b are provided on both sides of the upper portion of each leg portion 15. The flanges 16a and 16b are provided so as to rise from both edges of the leg portion in the vehicle width direction toward the front of the vehicle. Reference numeral 16 a indicates a flange located on the outer side when viewed from the front of the vehicle, and reference numeral 16 b indicates a flange positioned on the inner side of the pair of leg portions 15. The flanges 16 a and 16 b are located on both sides of the vibration isolating bush 12 and increase the strength of the leg portion 15 that supports the vibration isolating bush 12. The flanges 16 a and 16 b extend to the upper edge of the leg portion 15. The stopper 5 is provided on the front surface 20a of the inverter 20 so as to be positioned above the flange 16a. The stopper 5 is disposed so as to come into contact with both the upper edge of the leg portion 15 and the upper edge of the flange 16a when the front bracket 10 is deformed. Since the stopper 5 contacts both the upper edge of the leg portion 15 and the upper edge of the flange 16a, the front bracket 10 can withstand a large vertical component load WH well.

  A modification of the front bracket will be described with reference to FIGS. FIG. 7 is a perspective view of a modified front bracket 10a, and FIG. 8 is a side view of the front bracket 10a. The coordinate system shown in FIG. 7 is the same as the coordinate system shown in FIG. The front bracket 10a also has a flange 17 at the upper end of the leg portion 15. The flange 17 is provided so as to connect the upper end of the flange 16a and the upper end of the flange 16b. As shown in FIG. 8, the flange 17 is provided so as to face the front lower corner of the stopper 105. As shown in FIG. 8, also in this modification, the distance Ha between the stopper 105 and the flange 17 (front bracket 10a) is larger than the distance Hb between the lower surface 20b of the inverter 20 and the upper surface 30a of the TA 30. small. Therefore, as indicated by the arrow line B1, when the front bracket 10a is deformed, the stopper 105 comes into contact with the flange 17 (the upper end of the front bracket 10a) before the inverter 20 and TA30 come into contact with each other. The impact of the collision is reduced.

  In this modification, the flange 17 at the upper end of the front bracket is provided so as to face the front lower corner of the stopper 105. With this structure, when the leg portion 15 of the front bracket 10a is deformed in the direction indicated by the arrow line B1, the flange 17 immediately contacts the stopper 105. This means that the stopper 105 comes into contact with the flange 17 from the initial stage of deformation of the front bracket 10 at the time of collision. Since the stopper 105 prevents the inverter 20 from moving downward from the initial stage of the collision, the impact when the inverter 20 collides with the TA 30 is further alleviated.

  In this modification, a stopper 105 is provided above only one of the pair of leg portions 15 of the front bracket 10. Thus, the stopper 105 may be provided above only one of the pair of leg portions 15.

  A modified example of the stopper will be described with reference to FIG. FIG. 9 is a perspective view of the periphery of the front bracket including a modified stopper 205. The front bracket in FIG. 9 is the same as the front bracket 10a described in FIGS. In the modification of FIG. 9, a recess 204 is provided in the lower part of the front surface 220 a of the inverter 220. The ceiling of the depression 204 corresponds to the stopper 205. The upper end of the front bracket 10 a is fixed to the inverter 220 in the recess 204. The flange 17 at the upper end of the front bracket 10 a is located on the ceiling of the recess 204, that is, below the stopper 205. In other words, the ceiling of the recess 204, that is, the stopper 205 is positioned above the flange 17 at the upper end of the front bracket 10a. Also in this modification, when the front bracket 10a is deformed by the impact of the collision, the stopper 205 (the ceiling of the recess 204) abuts against the flange 17 (the upper end of the front bracket 10a) before the inverter 220 and the TA 30 abut, and the inverter 220 And the impact of the collision between TA30 is alleviated.

  (Second Embodiment) An in-vehicle structure 202 according to a second embodiment will be described with reference to FIGS. In this in-vehicle structure, the bracket is fixed to the inverter with a bolt without using a vibration isolating bush. In this embodiment, the anti-vibration bushes 12 and 42 are removed from the first embodiment. In FIG. 10, the side view of the vehicle-mounted structure 202 before a bracket deformation | transformation is shown. In FIG. 11, the side view of the vehicle-mounted structure 202 after a bracket deformation | transformation is shown. The inverter 20 is fixed to the upper surface 30a of the TA 30 via a front bracket 210 and a rear bracket 240. The inverter 20 is supported by a front bracket 210 and a rear bracket 240 with a gap G between the upper surface 30a of the TA 30 and the inverter 20.

  The upper part of the front bracket 210 is attached to the front surface 20 a of the inverter 20 with bolts 218. The rear bracket 240 is attached to the rear surface of the inverter 20 with bolts 243. A vibration isolating bush is not provided between the upper part of the front bracket 210 and the inverter 20, and the upper part of the front bracket 210 is in direct contact with the front surface 20 a of the inverter 20. No vibration isolating bush is provided between the upper part of the rear bracket 240 and the inverter 20, and the upper part of the rear bracket 240 is in direct contact with the rear surface of the inverter 20. A stopper 5 is provided above the front bracket 210 on the front surface 20 a of the inverter 20.

  As shown in FIG. 10, there is a gap between the upper end of the front bracket 210 and the stopper 5 before the collision. As shown in FIG. 11, when the collision load W is applied to the front upper corner of the inverter 20 from the front of the vehicle, the bolts 218 and 243 are plastically deformed together with the front bracket 210 and the rear bracket 240, and the upper end of the front bracket 210 is the stopper 5 Abut. An arrow Px indicates a place where the bolts 218 and 243 are plastically deformed. When the front bracket 210 and the stopper 5 abut, the impact of the collision between the lower surface of the inverter 20 and the upper surface 30a of the TA 30 is reduced.

  (Third Embodiment) An in-vehicle structure 302 according to a third embodiment will be described with reference to FIG. The third embodiment is intended for an electronic device mounted in a rear compartment (trunk room). FIG. 11 shows a rear side view of the vehicle 300. In this embodiment, the target of the in-vehicle structure 302 is the inverter 320. In FIG. 12, the vehicle 300 and the rear wheel 301 are drawn with imaginary lines in order to help understanding.

  The inverter 320 is a device that supplies power to the motor 331 that drives the rear wheel 301. The motor 331 is accommodated in the motor case 330. The motor case 330 is suspended from a rear cross member (not shown) that constitutes the frame of the vehicle. The installation target member of the inverter 320 is a motor case 330. The motor case 330 has an upper surface 330a inclined. Upper surface 330a is inclined such that the vehicle rear side is lower than the front side. The inverter 320 has a front surface supported by the front bracket 310 and a rear surface supported by the rear bracket 340. The inverter 320 is supported by the front bracket 310 and the rear bracket 340 in a backward inclined posture with a gap between the motor case 330 and the inverter 320. A stopper 305 is provided above the rear bracket 340 on the rear surface of the inverter 320. The stopper 305 contacts the upper end of the rear bracket 340 before the lower surface of the inverter 320 contacts the upper surface 330a when the upper portion of the rear bracket 340 is deformed so as to fall forward (that is, above the inclined surface). Placed in. The in-vehicle structure 302 of the third embodiment mitigates the impact when the inverter 320 hits the motor case 330 when receiving a collision load from the rear.

  Points to be noted regarding the technology described in the embodiments will be described. The inverters 20, 220, and 320 correspond to examples of electronic devices. The front lower surface 30a of TA30 and the inclined upper surface 330a of the motor case 330 correspond to an example of an inclined surface. The front bracket 10, 10a, 210 corresponds to an example of a first bracket that is fixed to the lower side of the electronic device in the direction along the inclined surface, and is an example of a second bracket that the rear bracket 40 is fixed to the upper side. Equivalent to. In the case of the third embodiment, the rear bracket 340 corresponds to an example of a first bracket fixed to the lower side of the electronic device in the direction along the inclined surface (upper surface 330a). The front bracket 310 corresponds to an example of a second bracket that is fixed to the upper side of the electronic device in a direction along the inclined surface (upper surface 330a). The TA 30 and the motor case 330 correspond to an example of a gear box that houses a traveling motor.

  The technology disclosed in this specification is not limited to the inverter, and the installation position of the inverter is not limited to the TA or the motor case. In addition to the inverter, the electronic device that is the target of the in-vehicle structure disclosed in the present specification may be, for example, an engine control unit. Further, the installation target member of the electronic device may be, for example, an inclined floor surface in the trunk room.

  The technology disclosed in this specification is a technology related to an on-vehicle structure of an electronic device, and the main features thereof can be expressed as follows. The on-vehicle position of the electronic device is above the inclined surface provided in the vehicle. The electronic device is supported with a gap between the inclined surface and the first bracket fixed to the lower side of the electronic device and the second bracket fixed to the upper side in the direction along the inclination of the inclined surface. ing. The upper part of the first bracket is connected to the side surface of the electronic device. A stopper facing the upper end of the first bracket with a gap is provided above the first bracket on the side surface. When a collision load is applied to the side where the first bracket of the electronic device is connected, the stopper is placed before the lower surface of the electronic device comes into contact with the inclined surface when the first bracket is deformed so as to tilt downward. A stopper is provided so as to contact the upper end of the first bracket. The collision load on the side where the first bracket of the electronic device is connected means the collision load applied from the front when the electronic device is arranged in the front compartment, and the electronic device is arranged in the rear compartment. If it is, it means a collision load applied from the rear.

  The collision load acts toward the center of the vehicle. Therefore, the technique disclosed in this specification is particularly effective when the surface on which the electronic device is supported via the bracket is an inclined surface whose height decreases from the side closer to the center of the vehicle to the side farther from the vehicle. It is.

  The stoppers 5 and 105 may be formed as a part of the case of the inverter 20, or may be attached to the case by bolts or the like. The stoppers 5 and 105 of the embodiment are protrusions protruding from the case (housing) of the TA 30, but the stoppers are not limited to protrusions. Like the stopper 205 shown in FIG. 9, the stopper may be a hollow ceiling provided in the front lower portion of the TA. That is, when a recess is provided in the front lower part of the inverter and the upper part of the front bracket is connected to the recess, when the upper part of the front bracket is tilted upward due to the impact of a collision, What is necessary is just to define the shape of a hollow so that an upper end and the upper surface of a hollow may contact | abut. In that case, the recessed ceiling serves as a stopper.

  Specific examples of the present invention have been described in detail above, but these are merely examples and do not limit the scope of the claims. The technology described in the claims includes various modifications and changes of the specific examples illustrated above. The technical elements described in this specification or the drawings exhibit technical usefulness alone or in various combinations, and are not limited to the combinations described in the claims at the time of filing. In addition, the technology exemplified in this specification or the drawings can achieve a plurality of objects at the same time, and has technical usefulness by achieving one of the objects.

2, 202, 302: On-vehicle structure 3, 331: Motor 4: Differential gear 5, 105, 205, 305: Stopper 6: Power distribution mechanism 10, 10a, 210, 310: Front bracket 12, 42: Anti-vibration bush 14: Base plate 15: Legs 16a, 16b, 17: Flange 20, 220, 320: Inverter (electronic equipment)
30: Transaxle 40, 240, 340: Rear brackets 51, 52, 53, 54, 218, 243: Bolt 90: Front compartment 96: Side member 98: Engine 100: Hybrid vehicle 300: Vehicle 301: Rear wheel

Claims (6)

In-vehicle structure of electronic equipment,
The electronic device is fixed to an inclined surface that is an upper surface of the installation target member,
The electronic device has a gap between the inclined surface by a first bracket fixed below the electronic device and a second bracket fixed above the electronic device in a direction along the inclination of the inclined surface. Has and is supported,
An upper portion of the first bracket is connected to a side surface of the electronic device;
A stopper is provided above the first bracket on the side surface and is opposed to the upper end of the first bracket with a gap between them.
The stopper comes into contact with the upper end of the first bracket when the first bracket is deformed so as to fall down on the upper side of the inclination due to a collision load applied to the side of the electronic device to which the first bracket is connected. In-vehicle structure characterized by this.   When the first bracket is deformed so as to fall toward the upper side of the inclination due to the collision load, the stopper contacts the upper end of the first bracket before the lower surface of the electronic device contacts the inclined surface. The in-vehicle structure according to claim 1.   The distance between the first bracket and the stopper before receiving the collision load is smaller than the distance between the lower surface of the electronic device and the inclined surface. In-vehicle structure.   The in-vehicle structure according to any one of claims 1 to 3, wherein the stopper is formed as a part of a case of the electronic device.   The in-vehicle structure according to any one of claims 1 to 4, wherein a vibration-proof bushing is provided between the first bracket and the electronic device. The installation target member is a gear box that houses a travel motor, and the electronic device is an inverter that supplies power to the travel motor,
The in-vehicle structure according to any one of claims 1 to 5, wherein the gear box and the inverter are arranged in a front compartment of a vehicle such that an upper surface of the gear box is lowered forward.

Images