JP2019166918A - Front part unit mounting structure of electric vehicle - Google Patents

Abstract

To inhibit a harness from being damaged by contact with a vehicle body component located at the rear side during a frontal collision in an electric vehicle in which the harness is connected to a rear surface of an electric unit stacked on a motor in a motor room.SOLUTION: A front part unit mounting structure of an electric vehicle includes an electric unit 30 and a motor unit 20, which is supplied with electric power from the electric unit 30, in a motor room 1 with the electric unit 30 and the motor unit 20 respectively attached to upper and lower parts of a cross member 8 extending in a vehicle width direction. A protruding tunnel part 13 is connected to a lower end part of a dash panel 2. A battery harness 70 extending from a battery 11 and connected to the electric unit 30 through the tunnel part 13 has: a harness upper part 71 which extends downward in a curving manner; a harness intermediate part 72 which curves so as to protrude forward; and a harness lower part 73 extending rearward. The harness intermediate part 72 is located corresponding to an upper portion of an input opening 14 of the tunnel part 13.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a front unit mounting structure for an electric vehicle.

  For example, an electric vehicle, a hybrid vehicle, and a fuel cell vehicle are known as an electric vehicle provided with a traveling electric motor (hereinafter simply referred to as a motor) in a motor room formed in the front part of the vehicle body. For example, Patent Literature 1 discloses an electric vehicle having a motor for driving and an electric unit for driving the motor in a motor room provided at the front of the vehicle.

  The electric unit is connected to a battery as a DC power source provided under the floor via a battery harness, and is connected to a motor as a drive source via a motor harness. The battery harness extends forward from the battery under the floor through the floor tunnel portion and is routed in the motor room.

JP 2017-30424 A

  In the motor room, an electric unit is stacked above the motor, and the battery harness routed in the motor room from the floor tunnel portion is routed so as to extend upward in the front-rear direction between the dash panel and the electric unit. At the same time, it may be connected to the rear surface of the electric unit. In some cases, a motor harness that connects the electric unit and the motor is routed on the rear side of the electric unit. In this case, for example, when the electric unit moves rearward at the time of a collision, the high voltage harness such as the battery harness and the motor harness moves rearward together with the electric unit and comes into contact with the vehicle body parts located behind the electric unit. There is a risk of being pinched and damaged between parts.

  The present invention relates to an electric vehicle in which a harness is connected to a rear surface of an electric unit stacked above a motor in a motor room provided at a front portion of the vehicle, and in contact with a vehicle body component located rearward at the time of a front collision. It is an object of the present invention to provide a front unit structure that can suppress damage to the harness caused by the above.

  In order to solve the above problems, the present invention is configured as follows.

  According to a first aspect of the present invention, a motor room formed in a front portion of a vehicle includes a cross member extending in a vehicle width direction, an electric unit mounted on the cross member, and a lower side of the cross member. And a traveling motor that is fed from the electric unit, and has an upward convex tunnel portion extending rearward at a lower end portion of a dash panel extending in a vertical direction that defines a rear end portion of the motor room. A unit mounting structure of the front part of an electric vehicle connected to a central part in the vehicle width direction, which is routed from a battery arranged behind the motor room to the motor room through the tunnel part. A battery harness connected to the electric unit, the battery harness extending rearward from the rear end surface of the electric unit and curved downward. A harness upper portion, a harness intermediate portion that is curved so as to protrude forward and connected to the harness upper portion, and a harness lower portion that extends rearward and is connected to the harness intermediate portion, wherein the harness intermediate portion is the tunnel portion The front unit mounting structure of the electric vehicle is located corresponding to the upper part of the entrance opening of the vehicle.

  The invention according to claim 2 is characterized in that the harness intermediate portion is supported by the cross member.

  According to a third aspect of the present invention, the harness intermediate portion is inserted into a cylindrical harness holder that is curved so as to protrude forward, and the harness holder is attached to the cross member. It is characterized by that.

  According to a fourth aspect of the present invention, the upper part of the harness is inserted into a pipe member that extends rearward and curves downward.

  The invention according to claim 5 further includes a guard body attached to the electrical unit, and the guard body is opposed to a harness connection portion connected to the electrical unit in the upper part of the harness from the rear. It has the harness protector part located in the position.

  The invention according to claim 6 further includes a sub-frame extending in the vehicle width direction behind the motor and supporting the motor, and the lower portion of the harness is supported by the sub-frame. Features.

  According to the invention of each claim of the present application, the following effects can be obtained by the above configuration.

  First, according to the first aspect of the present invention, the battery harness is curved so as to protrude forward at the upper portion of the entrance opening of the tunnel portion. It is easy to secure the distance between the front and rear directions. Further, the lower part of the harness faces the tunnel part. Thus, for example, even if the electric unit and the motor are retracted at the time of a collision, the battery harness is unlikely to contact the dash panel at the upper part of the harness and the middle part of the harness, and easily moves backward inside the tunnel part at the lower part of the harness. Damage to the battery harness is suppressed.

  Moreover, according to the invention of Claim 2, the distance between the front-back direction of a battery harness and a dash panel can be ensured more reliably.

  Further, according to the invention described in claim 3, the wiring of the battery harness can be regulated and can be easily bent so as to protrude forward in the harness middle portion.

  In addition, according to the invention of the fourth aspect, the wiring of the battery harness can be restricted and can be easily bent downward in the upper part of the harness. Thereby, since the protrusion amount of the harness upper part from the electrical unit to the rear is reduced, it is easy to secure a gap between the harness upper part and a vehicle body part (for example, a dash panel or a cowl top) located behind the harness. Therefore, at the time of a collision, it is difficult for the upper part of the harness to come into contact with the vehicle body part, and damage to the battery harness is suppressed.

  According to the fifth aspect of the present invention, the harness protector portion can be brought into contact with the vehicle body part before the upper portion of the harness at the time of collision. Thereby, the contact of the battery harness to the vehicle body parts is further suppressed.

  According to the invention described in claim 6, since the lower part of the harness is supported by the subframe, it is suppressed that the lower part of the harness is greatly bent and contacts the vehicle body part at the time of collision.

  That is, according to the front unit mounting structure of the electric vehicle according to the present invention, in the motor room provided in the front part of the vehicle, in the electric vehicle in which the harness is connected to the rear surface of the electric unit stacked above the motor, It is possible to suppress damage to the harness due to contact with the vehicle body parts located rearward at the time of the front collision.

The perspective view which shows the front part unit mounting structure of the electric vehicle which concerns on one Embodiment of this invention. The top view of FIG. The rear perspective view of FIG. The left view of FIG. The right view of FIG. Sectional drawing in the VI-VI line of FIG. Sectional drawing in the VII-VII line of FIG. The top view which shows the inside of a junction box.

  Embodiments according to the present invention will be described below with reference to the accompanying drawings. In addition, the following description is only illustrations essentially and does not intend restrict | limiting this invention, its application thing, or its use. Further, the drawings are schematic, and the ratio of each distance is different from the actual one.

  An electric vehicle according to an embodiment of the present invention is an electric motor for traveling that is fed from a high-voltage battery disposed under the floor of a passenger compartment through an electric unit in a motor room formed at the front of the vehicle ( Hereinafter, the electric vehicle is configured to be able to run using a motor as a drive source.

  FIG. 1 is a perspective view showing a front unit mounting structure of an electric vehicle according to an embodiment of the present invention. 2 is a top view of the motor room 1, FIG. 3 is a rear perspective view of the front unit mounting structure, and FIGS. 4 and 5 are a right side view and a left side view of the front unit mounting structure, respectively. In each figure, exterior parts such as a bonnet, a fender, and a bumper are omitted.

(overall structure)
As shown in FIG. 1, the motor room 1 is set as a space partitioned on the front side by a dash panel 2 extending in the vertical direction. A cowl top panel 3 extending in the vehicle width direction is provided at the upper end of the dash panel 2, and the cowl top panel 3 constitutes the rear end upper portion of the motor room 1. As shown in FIGS. 2 and 4, the lower end of the dash panel 2 has a tunnel portion 13 extending rearward at the center in the vehicle width direction and formed in a convex shape above the passenger compartment floor. Is connected.

  As shown in FIGS. 4 and 5, the motor room 1 is formed as a space below the bonnet 12 that is inclined downward and extends forward.

  As shown in FIG. 1, a pair of left and right side frames 4 extend forward from the dash panel 2 on both sides of the motor room 1 in the vehicle width direction. The side frame 4 is formed in a rectangular closed cross section. The front end portions of the pair of left and right side frames 4 are respectively connected to both side portions of a bumper rain 6 extending in the vehicle width direction via a crash can 5 extending in the front-rear direction.

  Mount brackets 7 are bolted to the upper surfaces of the pair of left and right side frames 4, respectively. The mount bracket 7 extends from the upper surface of the side frame 4 to the inside in the vehicle width direction. Both side portions of the cross member 8 extending in the vehicle width direction are attached to the lower surfaces of the pair of left and right mounting brackets 7. Therefore, the cross member 8 is bridged between the pair of left and right side frames 4 via the mount bracket 7 in the vehicle width direction.

  An electric unit 30 is attached to the upper side of the cross member 8, and a motor unit 20 fed from the electric unit 30 is attached to the lower side of the cross member 8. In this specification, the electric unit 30, the motor unit 20, and related components (cooling device, harness, etc.) disposed in the motor room 1 are referred to as a front unit.

  The motor unit 20 is suspended from the cross member 8 via a pair of left and right suspension brackets 9 and 10 (see also FIG. 3). The motor unit 20 includes a vehicle driving three-phase AC motor 21 (hereinafter referred to as a motor 21) located on the right side of the vehicle and a gear box 22 connected to the left side of the vehicle. The motor 21 is arranged with an output shaft (not shown) directed in the vehicle width direction.

  As shown in FIG. 3, the gear box 22 is connected to the output shaft of the motor 21 so as to be able to transmit power, a reduction mechanism that reduces the driving force input from the motor 21 at a predetermined reduction ratio, A differential mechanism that distributes torque to the driving wheels, and outputs driving force from the rear output unit 23. A pair of left and right drive shafts (not shown) are assembled to the output portion 23 of the gear box 22, and a pair of left and right front wheels (not shown) are rotationally driven via the drive shaft.

  The electrical unit 30 includes a plurality of high-voltage electrical components, specifically, an inverter 40, a junction box 50 (harness connector), an in-vehicle charger 31, and a DC-C converter 35. The inverter 40 is located on the vehicle left side of the cross member 8, and a junction box 50 is stacked on the upper side. The in-vehicle charger 31 is located on the right side of the cross member 8 in the vehicle, and a DC-DC converter 35 is stacked on the upper side.

  Therefore, the electrical unit 30 is configured to be compact in the front-rear and up-down directions by adopting a structure in which a plurality of electrical components are divided into two rows in the vehicle width direction and stacked in two stages.

  Here, in this specification, the high-voltage electrical component is applied by a voltage (for example, 100 V or more) exceeding the rated voltage of general vehicle-mounted electrical components (12 V for passenger cars, 24 V for commercial vehicles such as trucks and buses). Means an electrical component.

  The inverter 40 and the in-vehicle charger 31 stacked in the lower stage have substantially the same vertical dimension, but the DC-DC converter 35 stacked in the upper stage has a smaller vertical dimension than the junction box 50. That is, the left electric unit 30L including the inverter 40 and the junction box 50 stacked on the left side of the vehicle is higher in the vertical direction than the right electric unit 30R including the on-vehicle charger 31 and the DC-DC converter 35 stacked on the right side of the vehicle. .

  The inverter 40 converts the high voltage (for example, 300V) DC power from the main battery 11 (FIG. 2) disposed under the floor of the passenger compartment into three-phase AC power and supplies it to the motor 21. It is an electrical component and has an inverter circuit.

  The junction box 50 is a so-called junction box for protecting terminals and terminals used when connecting, branching, and relaying harnesses, and has a relay circuit. As shown in FIG. 2 and FIG. 3, in the present embodiment, the junction box 50 is connected to the main battery 11 via two battery harnesses 70. The junction box 50 is connected to the motor 21 via three motor harnesses 75 corresponding to three-phase AC power. As will be described later, the inverter 40 and the junction box 50 are connected to each other via a bus bar 80 (FIGS. 6 to 8) that is inserted up and down.

  As shown in FIG. 5, a guard body 65 having a reverse L-shape in a side view is fixed to the rear portion of the junction box 50 with a fastening bolt. The guard body 65 includes a guard body horizontal plane portion 66 extending rearward from the upper surface of the junction box 50, a guard body rear surface portion 67 (harness protector portion) extending downward from the rear end portion, and downward or forward from both sides thereof. It has a guard body side flange 68 that extends.

  The guard body rear surface portion 67 is located between the upper part of each of the battery harness 70 and the motor harness 75 and the cowl top panel 3, and the rear side of the connection portion of the harnesses 70, 75 to the junction box 50. Opposite from.

  As shown in FIG. 3, the in-vehicle charger 31 has a charging circuit and charges the main battery 11 with power from an external power source (for example, 100 V or 200 V) connected via a charging cable. Thus, the in-vehicle charger 31 and the main battery 11 are connected by a power cable (not shown). The DC-DC converter 35 is a converter that converts a high voltage into a low voltage (for example, 12 V) for driving an in-vehicle device.

  Here, in order to prevent overheating of the motor unit 20 including the high-voltage electrical components and the electric unit 30 during running and charging, a cooling device is further provided in the motor room 1. Specifically, the motor 21 of the motor unit 20, the inverter 40 of the electric unit 30, the in-vehicle charger 31, and the DC-DC converter 35 are cooled by a cooling device during traveling and charging. On the other hand, the junction box 50 is configured as an uncooled electrical component that is not cooled.

(Cooling system)
As shown in FIG. 3, the cooling device includes a radiator 91 for dissipating heat disposed on the front side of the motor room 1, an electric water pump 92 for circulating cooling water disposed behind the cross member 8, A degas tank 93 that separates gas from water, and a cooling path through which the cooling water circulates are connected between these cooling devices and the motor unit 20 and the electric unit 30.

  The cooling path includes a motor cooling pipe 101, a radiator inlet pipe 102 (see FIG. 2), a charger cooling pipe 103, an inverter cooling pipe 104, a DC-DC converter cooling pipe 105, a degas tank inlet pipe 106, And a water pump inlet pipe 107. Each of the cooling pipes and the inlet pipes 101 to 107 is configured by appropriately combining a rubber hose and a metal or resin pipe. The cooling path has a water jacket (not shown) formed in each of the motor 21, the in-vehicle charger 31, the inverter 40, and the DC-DC converter 35.

  As described above, the motor 21, the on-vehicle charger 31, the inverter 40, and the DC-DC converter 35 have a water jacket through which cooling water flows. That is, the cooling path includes the electric water pump 92, the motor 21, the radiator 91, the in-vehicle charger 31, the inverter 40, the DC-DC converter 35, and the degas tank 93 together with the water jacket formed therein and the cooling pipe and the inlet pipe 101. To 107 are configured as a path connected in series in this order.

(Junction box)
6 is a vertical cross-sectional view taken along the line VI-VI in FIG. 2, and is a cross-sectional view passing through the axial center of the base end portion of the battery harness 70 connected to the junction box 50. FIG. 7 is a longitudinal sectional view taken along line VII-VII in FIG. 2, and is a sectional view passing through the axial center of the proximal end portion of the motor harness 75 connected to the junction box 50.

  As shown in FIGS. 6 and 7, the junction box 50 is obtained by bolting a box upper part 51 located on the upper side and a box lower part 61 located on the lower side. The casing 52 of the box upper part 51 is formed in a box shape whose bottom is opened by, for example, aluminum die casting. Similarly, the housing 62 of the box lower part 61 is formed in a box shape whose upper side is opened by, for example, aluminum die casting.

  The box upper casing 52 includes an upper opening 53 that opens in the vertical direction on the upper surface. The upper opening 53 is detachably covered with a lid member 55 that is bolted. The box upper housing 52 includes a rear opening 54 that penetrates the rear surface portion 52a in the front-rear direction. The rear opening 54 is configured with a harness connecting portion 57 into which the battery harness 70 and the motor harness 75 are inserted and assembled from the rear to the front. Further, a rear flange 56 extending rearward from the lower end portion is formed on the rear surface portion 52 a of the box upper housing 52.

  The box lower housing 62 has a rear surface portion 62 a located behind the rear surface portion 52 a of the box upper housing 52, and from the rear surface portion 52 a of the box upper housing 52 in the upper end opening of the box lower housing 62. The rear part is covered by a rear flange 56. In other words, the junction box 50 protrudes rearward from the harness connecting portion 57 provided in the box upper casing 52 by the rear portion of the box lower casing 62 and the rear flange 56 of the box upper casing 52. Part 69 is configured.

  A bus bar insertion hole 63 penetrating in the vertical direction is formed in a portion corresponding to the protruding portion 69 in the lower surface portion of the box lower housing 62. FIG. 8 is a top view showing the periphery of the junction box 50, in which the lid member 55 and the guard body 65 are removed. As shown in FIG. 8, the bus bar insertion hole 63 has a right bus bar insertion hole 63R located on the right side of the vehicle and a left bus bar insertion hole 63L located on the left side of the vehicle.

  The right bus bar insertion hole 63R and the left bus bar insertion hole 63L are formed as long holes in the vehicle width direction. The right bus bar insertion hole 63R is provided so that the three bus bars 80 connected to the three motor harnesses 75 can be inserted vertically. The left bus bar insertion hole 63L is provided so as to allow the bus bar 80 connected to the two battery harnesses 70 to be inserted vertically.

  A boss portion 64 projecting rearward is formed at the left end portion of the vehicle on the rear surface portion 62 a of the box lower housing 62. The boss portion 64 is provided with a pin 64a extending further rearward from the rear end portion.

  As shown in FIG. 6, the guard body 65 has a front end portion of the guard body horizontal surface portion 66 fixed to a rear end of the upper surface portion of the box upper housing 52 by bolts. Further, as shown in FIG. 3, the guard body 65 has a left side lower portion of the guard body rear surface portion 67 and a positioning hole 67 a formed in the left side with the pin 64 a of the box lower case 62 engaged. The guard body side flange 68 is bolted to the boss portion 64 of the box lower housing 62.

  That is, in the guard body 65, a space between the guard body rear surface portion 67 and the rear surface portion 62a of the box lower housing 62 is secured by the boss portion 64, and the battery harness 70 and the motor harness 75 are placed in the space. It has been routed.

  Further, as shown in FIG. 8, a harness guide 78 is bolted to the rear part of the junction box 50. The harness guide 78 includes a guide bracket 78a that is fixed to the junction box 50 by bolts, and a guide main body 78b that is fixed to the guide bracket 78a by welding, for example, and extends in a downwardly inclined direction. ing.

  The guide bracket 78a extends in the vehicle width direction so as to cover the corner at the rear upper end of the box lower housing 62 from the rear upper side over substantially the entire region in the vehicle width direction. Referring also to FIG. 3, the guide main body 78 b is configured to hold the three motor harnesses 75 via a harness clamp 78 c provided at the lower end portion and regulate these routing paths. .

(Inverter)
As shown in FIGS. 6 and 7, the casing 41 of the inverter 40 is formed in a box shape. The inverter housing 41 is formed by, for example, aluminum die casting. The inverter housing 41 is provided with a rear opening 42 on the rear surface portion 41a, and a partition wall 44 for forming a space portion 43 communicating with the rear opening 42 is integrally formed. . The rear opening 42 is detachably covered with a lid member 46 that is bolted.

  Referring also to FIG. 8, a bus bar insertion hole 45 communicating with the space 43 in the vertical direction is formed in the rear portion of the upper surface of the inverter housing 41. The bus bar insertion hole 45 includes a right bus bar insertion hole 45R located on the right side of the vehicle and a left bus bar insertion hole 45L located on the left side of the vehicle.

  The right bus bar insertion hole 45R and the left bus bar insertion hole 45L are formed as long holes in the vehicle width direction. The right bus bar insertion hole 45R is provided at the same position as the right bus bar insertion hole 63R of the box lower housing 62 so that the three bus bars 80 connected to the three motor harnesses 75 can be inserted vertically. ing. The left bus bar insertion hole 63L is provided corresponding to the same position as the left bus bar insertion hole 63L of the box lower housing 62 so that the bus bar 80 connected to the two battery harnesses 70 is inserted vertically.

  In the space portion 43, an inverter input portion 47 shown in FIG. 6 and an inverter output portion 48 shown in FIG. 7 are provided. The inverter input unit 47 is supplied with DC power from the main battery 11. The supplied DC power is converted into three-phase AC power by the inverter circuit and output to the inverter output unit 48.

  Further, the rear surface portion 41 a of the inverter housing 41 is located behind the rear surface portion 52 a of the box upper housing 52 and is located forward of the rear surface portion 62 a of the box lower housing 62.

(Bus bar)
As shown in FIG. 6 and FIG. 7, a bus bar 80 is disposed as a conductor that is inserted through the inverter 40 and the junction box 50 between the upper and lower sides. The bus bar 80 is a plate-shaped member made of, for example, a copper ingot.

  The bus bar 80 connects the input bus bar (input conductor) 81 that connects the battery harness 70 and the inverter input unit 47 shown in FIG. 6, and the motor harness 75 and the inverter output unit 48 shown in FIG. 7. And an output bus bar (output conductor) 82. As shown in FIG. 8, two input bus bars 81 are provided corresponding to the number of battery harnesses 70, and three output bus bars 82 are provided corresponding to three-phase alternating current.

  Each of the bus bars 81 and 82 is formed in a stepped shape that decreases stepwise toward the rear. Referring to FIG. 6, the input bus bar 81 will be described as an example. The input bus bar 81 includes an upper end horizontal portion 81 a that extends horizontally, an intermediate vertical portion 81 b that is bent from the rear end portion and extends downward, and It has an intermediate horizontal portion 81c that is bent from the lower end portion and extends rearward, and a lower end vertical portion 81d that extends downward from the rear end portion.

  The upper horizontal portion 81a and the intermediate horizontal portion 81c extend in the front-rear direction with the posture in which the thickness direction is directed in the vertical direction. The intermediate vertical portion 81b and the lower end vertical portion 81d extend in the vertical direction with the posture in which the thickness direction is in the front-rear direction.

  The upper end horizontal portion 81 a is a substantially central portion in the front-rear direction of the box upper housing 52, and is located in a substantially central portion in the vertical direction of the harness connection portion 57. The intermediate vertical portion 81 b extends from the box upper housing 52 to the box lower housing 62. The intermediate horizontal portion 81c extends rearward from the rear surface portion 52a of the box upper housing 52 and overlaps with the rear flange 56 in the front-rear direction.

  The lower end vertical portion 81d extends vertically between the box lower housing 62 and the space portion 43 of the inverter 40 so as to vertically pass through the upper and lower bus bar insertion holes 45, 63. It is connected to the input part 47 by a fastening bolt. The outer periphery of the lower end vertical portion 81 d is covered with an insulating member 83. As shown in FIG. 7, the output bus bar 82 is similarly connected to the inverter output portion 48 by a fastening bolt at the lower end portion of the lower end vertical portion 82d.

  As shown in FIG. 8, the input bus bar 81 located on the right side of the vehicle is offset to the left side of the vehicle in the intermediate vertical portion 81b. Further, the output bus bar 82 located on the left side of the vehicle is offset to the left side of the vehicle in the intermediate vertical portion 82b, and the output bus bar 82 is offset to the right side of the vehicle in the intermediate vertical portion 82b.

(Battery harness)
As shown in FIGS. 2 and 3, the battery harness 70 extends from the one end connected to the main battery 11 disposed under the floor of the passenger compartment through the tunnel portion 13 to the front in the motor room 1. And connected to the junction box 50.

  As shown in FIGS. 4 and 5, the battery harness 70 is connected to the battery harness upper portion 71 that extends backward and extends downward from the harness connection portion 57 of the junction box 50, and the battery harness upper portion 71 in a side view. The battery harness intermediate portion 72 is curved so as to be convex forward, and the battery harness lower portion 73 is connected to the battery harness intermediate portion 72 and extends rearward, and is S-shaped in the left side view shown in FIG. Has been routed to.

  As shown in FIG. 6, the battery harness upper portion 71 includes a pipe member 71 a bent downward, and a harness body 71 b inserted through the inside and covered with rubber. The battery harness upper portion 71 extends forward so as to be orthogonal to the harness connection portion 57 of the junction box 50, and is connected to the tip of the harness body 71 b introduced inside the junction box 50 via the seal member 58. A terminal 74 is provided. The connection terminal 74 is coupled to the upper horizontal portion 81a of the input bus bar 81 by fastening bolts.

  The pipe member 71a is configured by a member (for example, made of metal or resin) having such rigidity that the wiring of the upper part of the battery harness 71 can be regulated and bent downward. For example, the pipe member 71a is reduced in diameter at the harness connecting portion 57 and fixed to the outer periphery of the harness body 71b by caulking.

  The pipe member 71 a is provided in front of the guard body rear surface portion 67. For this reason, when the part not protected from the rear side by the guard body 65 comes into contact with the vehicle body part located at the rear, for example, at the time of a front collision, the load input from the vehicle body part is easy to bend and escape easily. It has come to be.

  Since the battery harness upper portion 71 is routed so as to be bent downward by the pipe member 71a, the rear end portion is connected to the pipe while the base end portion is configured to be orthogonal to the harness connecting portion 57. When the member 71a is not provided, it is easy to bend downward with a small bending radius compared to the bending radius in the case of being bent downward naturally (that is, according to the suspension curve), and the rearward protrusion amount of the battery harness upper portion 71 is reduced. Has been. Furthermore, since the protrusion amount to the rear of the battery harness upper part 71 is reduced, the battery harness intermediate part 72 connected to the upper part can be easily curved so as to be convex forward.

  As shown in FIG. 4, the battery harness intermediate portion 72 is positioned corresponding to the upper portion of the entrance opening 14 of the tunnel portion 13. Referring also to FIG. 3, the battery harness intermediate portion 72 is supported on the rear surface of the cross member 8 via the harness holder 72a. The apex that protrudes forward of the battery harness middle portion 72 is located between the cross member 8 and the motor 21 in the up-down direction. Thereby, the portion of the battery harness 70 that faces the dash panel 2 is placed close to the motor 21 and the cross member 8, and is easily routed away from the dash panel 2.

  The harness holder 72a is formed in a curved shape that protrudes forward, and has a rigidity (for example, a member that can be bent so as to protrude forward by restricting the wiring of the battery harness intermediate portion 72) (Made of metal and resin). Moreover, the harness holder 72a is comprised by the half shape which can be opened and closed in the front-back direction so that the battery harness intermediate part 72 can be hold | gripped.

  The harness holder 72a has a pair of upper and lower grommets 72b on the front side. A harness holder bracket 15 is fixed to the rear surface of the cross member 8 with fastening bolts. The harness holder 72 a is attached to the harness holder bracket 15 by inserting and engaging the grommet portion 72 b into an engagement hole formed in the harness holder bracket 15.

  As shown in FIG. 4, the battery harness lower portion 73 is located in a range that can be accommodated in the tunnel portion 13 in the vertical direction. The rear portion of the battery harness lower portion 73 is supported by the subframe 16 via a harness clamp 73a. The sub frame 16 extends in the vehicle width direction behind the motor unit and is supported by the pair of left and right side frames 4. The sub frame 16 is connected to the motor unit 20 via the rod 17.

  The subframe 16 supports a suspension mechanism and a steering mechanism (not shown), and is also configured as a suspension cross member. The subframe 16 is provided with a harness bracket 16a protruding upward, and a harness clamp 73a is attached to the harness bracket 16a using, for example, a grommet. Further, the battery harness 70 is covered with an orange harness cover 70a so as to indicate that it is a high voltage harness.

(Motor harness)
As shown in FIGS. 3 and 8, the motor harness 75 includes a motor harness upper portion 76 that extends rearward and extends downward from the harness connection portion 57 of the junction box 50, and a motor that extends curvedly forward at the lower portion. And a harness lower portion 77.

  As shown in FIG. 7, the motor harness upper portion 76 extends forward so as to be orthogonal to the harness connection portion 57 of the junction box 50, and is introduced into the junction box 50 via the seal member 59. A connection terminal 74 is provided at the tip of the harness body. The connection terminal 74 is connected to the upper horizontal portion 82a of the output bus bar 82 by fastening bolts. Further, as described above, the motor harness upper portion 76 is gripped by the harness guide 78 and the routing route is restricted.

  Although not shown, the motor harness lower portion 77 is inserted and connected to the motor 21 from the rear.

  The harness connection portion 57 is provided in the junction box 50 on the rear surface portion 52a of the box upper housing 52 positioned in front of the rear surface portion 62a of the box lower housing 62 and the rear surface portion 41a of the inverter housing 41. Yes. As a result, the battery harness upper portion 71 and the motor harness upper portion 76 can be more easily routed to the front side, so that the rearward protrusion amount thereof is reduced.

  As a result, it is easy to route the battery harness 70 and the motor harness 75 while securing a distance in the front-rear direction between the vehicle body parts located behind this, specifically, the dash panel 2 and the cowl top panel 3.

  Further, in the junction box 50, a corner portion at the upper rear end of the box lower housing 62 protruding rearward from the harness connecting portion 57 is covered from the rear upper side by a guide bracket 78a. As a result, even if the battery harness 70 and the motor harness 75 come into contact with a vehicle body part located rearward at the time of a front collision and bend forward, for example, the battery harness 70 and the motor harness 75 come into contact with the corner at the upper rear end of the box lower housing 62. Is suppressed. Thereby, damage to the battery harness 70 and the motor harness 75 is suppressed.

  According to the front unit mounting structure of the electric vehicle according to the above embodiment, the following effects are obtained.

(1) Since the junction box 50 has the protrusion part 69 which protrudes back rather than the harness connection part 57, the electric unit 30 moves back at the time of front collision, for example, and the junction box 50 is located in this back Even if the vehicle body part (for example, the cowl top panel 3) is touched, the protrusion 69 is more likely to contact the vehicle body part first than the harness connection part 57. Here, since the connection part of the battery harness 70 and the motor harness 75 connected to the junction box extends rearward from the harness connection part 57, it receives a load in the axial direction when receiving a forward collision load in the front-rear direction. Therefore, it is difficult to absorb the impact by bending and is easily damaged. In particular, a high voltage harness to which a high voltage (for example, 300 V) is applied is more difficult to bend because of its thick wire diameter, and is easily damaged when subjected to a load in the axial direction. However, in the present embodiment, the protrusion 69 comes into contact with the vehicle body part before the connecting portion of the harness at the time of the front collision, so that the impact on the connecting portion of the harness is reduced.

(2) In the junction box 50, the protruding portion 69 extends in the direction over the lower side of the harness connecting portion 57, so that the protruding portion 69 is ahead of the connecting portion of the battery harness 70 and the motor harness 75 at the time of the front collision. It is easy to be sure to contact with the body parts.

(3) The guard body rear surface portion 67 can be brought into contact with the vehicle body part before the connection portion of the battery harness 70 and the motor harness 75 in addition to the protruding portion 69 at the time of the front collision. Thereby, the contact of the connection part of the harnesses 70 and 75 to the vehicle body parts is further suppressed.

(4) Since the battery harness 70 and the motor harness 75 are routed between the protruding portion 69 and the guard body 65 in the front-rear direction, the harnesses 70 and 75 are connected to the protruding portion 69 and the vehicle body part at the time of the front collision. It is suppressed that it is pinched between.

(5) Since the guard body 65 is supported by the boss portion 64 at the guard body rear surface portion 67, the support rigidity of the guard body 65 can be improved, whereby the battery harness 70 and the motor harness by the guard body 65 can be improved. The 75 protection performance can be further enhanced.

(6) Since the junction box 50 and the inverter 40 are connected via the bus bar 80 inserted between the inner upper and lower sides, the connection harness connecting them is not exposed in the motor room 1. Thereby, the connection harness can be protected by the casing of the junction box 50 and the inverter 40 without requiring a separate protective structure. Furthermore, since the junction box 50 is disposed further upward, the battery harness 70 and the motor harness 75 are configured to be long in the vertical direction. As a result, the harnesses 70 and 75 are easily bent and arranged easily. It is also advantageous for flooding.

(7) By removing the lid member 55 of the junction box 50, the upper end horizontal portions 81a and 82a of the bus bar 80 are easily accessible, and the connection terminals 74 of the battery harness 70 and the motor harness 75 are connected to the upper end horizontal portion of the bus bar 80. Easy to connect to 81a and 82a. Similarly, by removing the lid member 46 of the inverter 40, the lower end vertical portions 81d and 82d of the bus bar 80 can be easily accessed, and these can be easily connected to the inverter input portion 47 and the inverter output portion 48.

(8) Since the battery harness 70 is curved so as to protrude forward at the upper portion of the entrance opening 14 of the tunnel portion 13, the battery harness 70 is front and rear with the dash panel 2 at the battery harness upper portion 71 and the battery harness intermediate portion 72. Easy to secure distance between directions. In addition, the battery harness lower portion 73 faces the tunnel portion 13. Thereby, for example, even if the electric unit 30 and the motor unit 20 are retracted at the time of a front collision, the battery harness 70 is difficult to contact the dash panel 2 at the battery harness upper portion 71 and the battery harness middle portion 72. Since it is easy to move back inside the tunnel part 13, damage to the battery harness 70 is suppressed.

(9) Since the battery harness intermediate portion 72 is supported on the rear surface of the cross member 8, the distance between the battery harness 70 and the dash panel 2 in the front-rear direction can be more reliably ensured.

(10) The battery harness intermediate portion 72 is inserted into a cylindrical harness holder 72a that is curved so as to protrude forward, and the harness holder 72a is attached to the rear surface of the cross member 8. Thereby, the wiring of the battery harness 70 can be regulated and easily bent so as to protrude forward at the battery harness intermediate portion 72.

(11) Since the battery harness upper portion 71 extends rearward and is inserted into a pipe member that curves downward, the battery harness 70 is restricted from being routed and easily bent downward in the battery harness upper portion 71. Can do. Thereby, since the protrusion amount of the battery harness upper part 71 from the electric unit 30 to back is reduced, the clearance gap between the battery harness upper part 71 and the vehicle body components (for example, dash panel 2, cowl top panel 3) located behind this Easy to secure. Therefore, at the time of the front collision, the battery harness upper portion 71 is difficult to contact the vehicle body part, and damage to the battery harness 70 is suppressed.

(12) Since the battery harness lower portion 73 is supported by the sub-frame 16, it is possible to suppress the battery harness lower portion 73 from being greatly bent and coming into contact with the vehicle body part at the time of the front collision.

  Although the said embodiment demonstrated the electric vehicle as an example, it is not restricted to this, What is necessary is just an electric vehicle which makes an electric motor a drive source, for example, it can apply suitably also to a hybrid vehicle and a fuel cell vehicle.

  As described above, according to the front unit mounting structure for an electric vehicle according to the present invention, in the motor room provided in the front part of the vehicle, the electric motor has a harness connected to the rear surface of the electric unit stacked above the motor. In a vehicle, since damage to the harness due to contact with a vehicle body part located at the rear at the time of a front collision can be suppressed, the vehicle may be suitably used in the field of electric vehicle manufacturing technology.

DESCRIPTION OF SYMBOLS 1 Motor room 2 Dash panel 3 Cowl top panel 8 Cross member 11 Main battery 12 Bonnet 13 Tunnel part 20 Motor unit 21 Motor 30 Electric unit 31 Car-mounted charger 35 DC-DC converter 40 Inverter 50 Junction box 51 Box upper part 57 Harness connection part 61 Box lower part 65 Guard body 67 Guard body rear surface part 69 Projection part 70 Battery harness 80 Motor harness 91 Radiator 92 Electric water pump 93 Degas tank

Claims (6)

A motor room formed in the front part of the vehicle has a cross member extending in the vehicle width direction, an electric unit mounted on the cross member, and attached to the lower side of the cross member to be fed from the electric unit. An upwardly projecting tunnel portion extending rearward to the lower end portion of the dash panel extending in the vertical direction that defines the rear end portion of the motor room, and connected to the center portion in the vehicle width direction. A unit mounting structure at the front of the body of an electric vehicle,
From the battery arranged behind the motor room, the battery harness is arranged in the motor room through the tunnel portion and connected to the electric unit,
The battery harness includes a harness upper portion extending rearward and extending downward from the rear end surface of the electric unit, a harness intermediate portion curved to protrude forward and connected to the harness upper portion, and the harness intermediate portion And a harness lower portion extending rearward and connected to
The front unit mounting structure for an electric vehicle, wherein the harness middle portion is located corresponding to an upper portion of the entrance opening of the tunnel portion. The harness middle part is supported by the cross member,
The front unit mounting structure for an electric vehicle according to claim 1. The harness middle part is inserted into a cylindrical harness holder that is curved to be convex forward,
The harness holder is attached to the cross member;
The front unit mounting structure for an electric vehicle according to claim 2. The upper part of the harness extends rearward and is inserted into a pipe member curved downward.
The front unit mounting structure for an electric vehicle according to any one of claims 1 to 3. A guard body attached to the electrical unit;
The guard body has a harness protector portion that is positioned to face the harness connecting portion connected to the electrical unit in the upper portion of the harness from behind.
The front unit mounting structure for an electric vehicle according to any one of claims 1 to 4. A sub-frame extending in the vehicle width direction behind the motor and supporting the motor;
The lower part of the harness is supported by the subframe.
The front unit mounting structure for an electric vehicle according to any one of claims 1 to 5.

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