JP2020026220A - Vehicle front part structure - Google Patents

Abstract

To obtain a vehicle front part structure which can protect a wire harness from a motor during a frontal collision.SOLUTION: A vehicle front part structure includes: a motor 20 which is disposed at the vehicle front relative to a dash panel 26; a wire harness 38 electrically connecting the motor 20 with a battery 34 and arranged along a front surface of the dash panel 26; and a pair of reinforcement members 36, 37 provided at the vehicle rear relative to the motor 20 and at left and right sides sandwiching the wire harness 38.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a vehicle front structure.

  Patent Literature 1 discloses a structure in which a traveling device including a motor is provided at a front portion of a vehicle, and a battery is disposed under a floor of the vehicle. Further, in Patent Literature 1, a battery reinforcement is provided on an outer peripheral portion of a battery case, and a projection is provided on a connection portion to which a wire harness is connected in the battery reinforcement. Thus, even when the suspension member moves to the rear of the vehicle at the time of a frontal collision, the protrusion comes into contact with the suspension member, thereby avoiding or suppressing damage to the connection portion.

JP 2017-197018 A

  However, in the structure described in Patent Literature 1, the interference between the motor and the wire harness provided above the vehicle with respect to the suspension member is not considered, and the interference between the motor and the wire harness during a frontal collision is suppressed. There is room for improvement in terms of doing so.

  The present invention has been made in view of the above circumstances, and has as its object to obtain a vehicle front structure capable of protecting a wire harness from a motor at the time of a frontal collision.

  The vehicle front structure according to claim 1, wherein the motor disposed on the vehicle front side of the dash panel, the motor and the battery are electrically connected, and the motor is arranged along a front surface of the dash panel. A wire harness, and a pair of reinforcing members provided on the left and right sides of the wire harness on the vehicle rear side of the motor.

  In the vehicle front structure according 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 wire harness behind the motor so as to sandwich the wire harness. By providing a pair of reinforcing members on the left and right in this way, the dash panel can be reinforced.

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

  According to a second aspect of the present invention, in the vehicle front structure according to the first aspect, at least one of the pair of reinforcing members extends in a vehicle vertical direction along the dash panel and forms a closed cross section with the dash panel. Dash reinforcement.

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

  According to a third aspect of the present invention, in the vehicle front structure according to the first or second aspect, the pair of the reinforcing members have the same protrusion amount toward the vehicle front side with respect to the dash panel.

  In the vehicle front structure according to the third aspect, the amount of protrusion of the pair of reinforcing members toward the front of the vehicle is the same. Thus, the timing at which the pair of reinforcing members and the motor come into contact with each other at the time of a frontal collision can be made substantially the same. As a result, the collision load can be distributed to the pair of reinforcing members. In addition, it is possible to suppress the rotation of the motor in plan view due to the one of the reinforcing members being in contact with the first. Here, the “same projection amount” is not limited to a structure in which the projection amounts of the pair of reinforcing members are exactly the same. In other words, the concept broadly includes a structure in which the protrusion amounts of the reinforcing member and the motor are slightly different within a range that does not greatly deviate from the contact timing.

  As described above, according to the vehicle front structure according to the first aspect, the wire harness can be protected from the motor at the time of a frontal collision.

  According to the vehicle front structure according to the second aspect, it is possible to prevent the dash panel from deforming and entering the cabin at the time of a frontal collision.

  According to the vehicle front structure according to the third aspect, the wire harness can be effectively protected as compared with a structure in which the pair of reinforcing members have different protrusion amounts.

It is a perspective view showing an important section of a vehicle front structure concerning an embodiment. It is a top view showing the important section of the vehicle front structure concerning an embodiment, and is a figure showing the usual state before a frontal collision. FIG. 2 is a plan view illustrating a main part of the vehicle front structure according to the embodiment, and is a diagram illustrating a state before a frontal collision.

  A vehicle front structure according to an embodiment will be described with reference to the drawings. Arrows FR, UP, and RH, which are appropriately shown in each drawing, indicate the front, upper, and right directions of the sheet, respectively. Hereinafter, when simply described using front and rear, up and down, and left and right directions, unless otherwise noted, the front and rear in the seat front and rear direction, the up and down in the seat vertical direction, and the left and right when facing the seat front direction are indicated .

  As shown in FIG. 1, a pair of left and right front side members 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 members 12 each extend in the front-rear direction of the vehicle, and are skeleton members having a closed cross-sectional structure formed by extrusion molding, press working, or the like.

  The front end of the front side member 12 is connected to the bumper reinforcement 14. The bumper reinforcement 14 includes a bumper main body 14A extending in the vehicle width direction, and a connecting portion 14B extending rearward from the rear surface of both ends of the bumper main body 14A. . The front end of the front side member 12 is connected to the connection portion 14B.

  On the vehicle rear side of the bumper reinforcement 14, a radiator 18 as a heat exchanger is provided. The radiator 18 is arranged on the rear side of the vehicle in the vehicle width direction central portion of the bumper main body 14A, and is configured to be able to exchange heat with a refrigerant (not shown).

  The rear end of the front side member 12 is connected to the connecting member 16. As shown in FIG. 2, the rear end of the connecting member 16 is formed wider than the front end, and the rear end of the connecting member 16 is joined to the dash panel 26. For this reason, the rear end of the front side member 12 is connected to the dash panel 26 via the connecting member 16.

  The dash panel 26 extends in the vehicle vertical direction and the vehicle width direction with the vehicle front-rear direction being the plate thickness direction. The dash panel 26 allows the vehicle interior (cabin) on the vehicle rear side and the power unit room on the vehicle front side to be formed. It is partitioned.

  Rockers 28 are connected to both ends of the dash panel 26 in the vehicle width direction. The lockers 28 are skeletal members having a closed cross-section structure extending in the vehicle front-rear direction, and are provided in a pair on the left and right. The front ends of these rockers 28 are connected to the dash panel 26.

  A battery unit 30 is arranged between the left and right rockers 28. The battery unit 30 is disposed below the floor of the vehicle 10 and includes a battery case 32 serving as an outer shell and a battery 34 mounted inside the battery case 32.

  Here, a dash reinforcement 36 (hereinafter, appropriately referred to as “dash RF 36”) as a reinforcing member and a dash reinforcement 37 (hereinafter, appropriately, “dash RF 37”) are provided on the front surface (the front surface of the vehicle) of the dash panel 26. . "). Details of the dash RF 36 and the dash RF 37 will be described later.

  On the front side of the dash panel 26, a wire harness 38 is provided. The wire harness 38 is a high-voltage wire harness configured to electrically connect the motor 20 and the battery 34 to supply power, and extends in the vehicle vertical direction along the dash panel 26. (See FIG. 1).

  The wire harness 38 is routed between the dash RF 36 and the dash RF 37. In the present embodiment, the wire harness 38 is routed at the center of the vehicle 10 in the vehicle width direction. Further, the wire harness 38 is fixed to the dash panel 26 by a mounting member such as a clip (not shown), and suppresses interference with the dash panel 26 and peripheral components during traveling.

  The transaxle 19 is arranged on the vehicle front side of the dash panel 26. The transaxle 19 mainly includes a motor 20, a speed reduction mechanism 22, and a differential gear 24.

  The motor 20 is a drive 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) disposed below the front side member 12 in the vehicle.

  A speed reduction mechanism 22 is connected to the motor 20. The speed 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 speed reduction mechanism 22. That is, the differential gear 24 is connected to the motor 20 via the speed 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 protrudes forward of the motor 20 from the vehicle. Further, the differential gear 24 in the present embodiment is provided at a position slightly offset to the right of the vehicle from the center of the vehicle 10 in the vehicle width direction.

  Next, the dash RF 36 and the dash RF 37 will be described. The dash RF 36 is provided at a position slightly offset to the left of the vehicle from the center in the vehicle width direction, and has a substantially hat shape whose cross-sectional shape as viewed from above the vehicle is convex toward the front of the vehicle. The dash RF 36 is joined by welding or the like in a state where the flange portions at both ends in the vehicle width direction are overlapped on the dash panel 26.

  The dash RF 37 is provided at a position slightly offset to the right of the vehicle from the center in the vehicle width direction, and has a substantially hat shape whose cross-sectional shape as viewed from above the vehicle is convex toward the front of the vehicle. The dash RF 37 has substantially the same shape as the dash RF 36, and has a substantially hat shape whose cross-sectional shape as viewed from above the vehicle is convex toward the front of the vehicle. The dash RF 37 is joined by welding or the like in a state where the flange portions at both ends in the vehicle width direction are overlapped on the dash panel 26.

  As described above, the dash RF 36 and the dash RF 37 are provided on the left and right so as to sandwich the wire harness 38, and the dash RF 36 and the dash panel 26 form a closed section, and the dash RF 37 and the dash panel 26 form a closed section. Is configured.

  Further, the dash RF 36 and the dash RF 37 have substantially the same amount of protrusion in the vehicle front-rear direction. That is, the amount of projection of the dash RF 36 toward the front of the vehicle and the amount of projection of the dash RF 37 toward the front of the vehicle are substantially the same.

  Furthermore, as shown in FIG. 1, the dash RF 36 and the dash RF 37 extend in the vehicle vertical direction along the dash panel 26, and in the present embodiment, as an example, the dash panel 26 extends from the upper end of the dash panel 26. 26 to the lower end. A dash cross member (not shown) is provided below the dash panel 26 in the vehicle.

(Action)
Next, the operation of the present embodiment will be described.

  In the vehicle front structure of the present embodiment, a dash RF 36 and a dash RF 37 are provided on the front of the dash panel 26. The dash RF 36 and the dash panel 26 form a closed cross section, and the dash RF 37 and the dash panel 26 form a closed cross section. In this manner, the dash panel 26 can be reinforced by forming a closed cross section by the dash RF 36 and the dash RF 37 and the dash panel 26.

  In particular, in the present embodiment, since the dash RF 36 and the dash RF 37 extend in the vehicle vertical direction along the dash panel 26, respectively, the dash RF 36 and the dash RF 37 are compared with the structure in which the dash RF 36 and the dash RF 37 are locally provided. The rigidity of the panel 26 can be improved. As a result, it is possible to prevent the dash panel 26 from deforming and entering the cabin at the time of a frontal collision.

  Further, in the present embodiment, since the pair of dashes RF36 and dash RF37 are provided so as to sandwich the wire harness 38, even when the transaxle 19 including the motor 20 moves to the rear of the vehicle at the time of a frontal collision. , The dash RF 36 and the dash RF 37 can receive the transaxle 19. As a result, a space can be secured between the motor 20 and the dash panel 26, and it is possible to prevent the wire harness 38 from being pinched between the motor 20 and the dash panel 26 during a frontal collision. This operation will be described in detail below.

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

  In this state, when the vehicle 10 has a frontal collision, the transaxle 19 may move rearward due to a collision load from the front side of the vehicle, as indicated by an arrow in FIG. At this time, the right side of the vehicle of the transaxle 19 contacts the dash RF 37 before the speed reduction mechanism 22 contacts the dash panel 26. That is, the speed reduction mechanism 22 is received by the dash RF37.

  On the other hand, on the vehicle left side of the transaxle 19, the dash RF 36 contacts the motor 20 before the motor 20 contacts the dash panel 26. That is, the motor 20 is received by the dash RF36. Thereby, a space is secured between the motor 20 (transaxle 19) and the dash panel 26 in a plan view, and the wire harness 38 is routed in this 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 of the wire harness 38 is formed by using the dash RF 36 and the dash RF 37 provided to increase the rigidity of the dash panel 26. Thus, the number of parts can be reduced as compared with a structure in which the wire harness 38 is protected by attaching another dedicated member to the transaxle 19 or the like.

  Further, in the present embodiment, the projection amounts of the dash RF 36 and the dash RF 37 toward the vehicle front side are substantially the same. Thus, the timing at which the dash RF 36 contacts the motor 20 and the timing at which the dash RF 37 contacts the motor 20 at the time of a frontal collision can be made substantially the same. As a result, the collision load can be distributed to the dash RF 36 and the dash RF 37.

  Further, when one of the dash RF 36 and the dash RF 37 comes in contact with the first, the transaxle 19 may rotate in a plan view, but in the present embodiment, the dash RF 36 and the dash RF 37 contact the transaxle 19 at the same timing. Since the configuration is such that the transaxle 19 includes the motor 20, the rotation of the transaxle 19 including the motor 20 in plan view can be suppressed.

  The embodiments have been described above, but it goes without saying that the embodiments can be implemented in various modes without departing from the gist of the present invention. For example, in the above embodiment, the differential gear 24 is provided on the transaxle 19 on the right side of the vehicle, but the present invention is not limited to this. That is, the differential gear 24 may be provided on the left side of the transaxle 19 on the vehicle.

  In the above-described embodiment, the differential gear 24 is provided on the vehicle front side of the transaxle 19; however, the present invention is not limited to this. For example, a differential gear 24 may be provided on the vehicle rear side of the transaxle 19. In this case, by providing the differential gear 24 at a position that does not overlap with the dash RF 36 and the dash RF 37 when viewed from the vehicle front-rear direction, even when the transaxle 19 moves to the vehicle rear side, the differential gear 24, the dash RF 36 and the dash RF 36 This is preferable because it does not come into contact with the RF37.

  Further, in the above embodiment, the dash RF 36 and the dash RF 37 extend from the upper end to the lower end of the dash panel 26, but the invention is not limited to this. For example, a reinforcing member may be provided only in a part of the dash panel 26 from the upper end to the lower end. Even 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. Further, for example, the dash RF 36 and the dash RF 37 may have different lengths in the vehicle vertical direction.

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

  Furthermore, in the above-described embodiment, the dash RF 36 and the dash RF 37 that form a closed cross section with the dash panel 26 are provided as the reinforcing members, but are not limited thereto. 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.

20 motor 26 dash panel 34 battery 36 dash reinforcement (reinforcing member)
37 Dash reinforcement (reinforcing member)
38 wire harness

Claims (3)

A motor arranged on the vehicle front side from the dash panel,
While electrically connecting the motor and the battery, a wire harness routed along the front of the dash panel,
A pair of reinforcing members provided on the left and right so as to sandwich the wire harness on the vehicle rear side of the motor,
A vehicle front structure having a vehicle.   2. The vehicle front structure according to claim 1, wherein at least one of the pair of reinforcing members is a dash reinforcement that extends in a vehicle vertical direction along the dash panel and forms a closed cross section with the dash panel. 3.   The vehicle front structure according to claim 1, wherein the pair of reinforcing members have the same amount of protrusion toward the vehicle front side with respect to the dash panel.