JP4397879B2 - High-voltage harness wiring structure for vehicles - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To protect a strong electricity harness covered with a protector surely against damage by avoiding the high strength part of a radiator shroud positively at the time of collision while preventing damage on the strong electricity harness or deterioration in lifetime, without having impact on drive performance. <P>SOLUTION: In a vehicle, a power control unit 3 is arranged at an upper position at the left end in the car width direction of a hybrid power unit HEV-PU while supporting a parallel cross subframe 46 elastically on a body 45 and mounting the hybrid power unit HEV-PU on the parallel cross subframe 46 is connected with an electric compressor unit A/CON arranged at a lower front position at the right end in the car width direction through a strong electricity harness H2. A cabling route of the strong electricity harness H2 is a detour circuit extending in the vehicle width direction along the parallel cross subframe 46, and the strong electricity harness H2 covered with a first protector 51 has a cabling route in a range avoiding the existing range of a fan motor and the existing range of the vertical rib of a radiator shroud. <P>COPYRIGHT: (C)2007,JPO&amp;INPIT

Description

  The present invention relates to a high-voltage harness wiring structure for a vehicle in which a power distribution unit disposed at an upper position and a motor-driven auxiliary machine unit disposed at a lower position are connected via a high-voltage harness with a drive power unit interposed therebetween.

Conventionally, a power control unit (inverter) arranged at the upper position on one end side across a hybrid power unit composed of a horizontally mounted engine and a motor generator and an electric compressor unit arranged at the lower front position on the other end side through a high-voltage harness The high-voltage harness wiring structure of the hybrid vehicle connected to the rear of the vehicle along the engine intake duct from the connection end of the power control unit to the connection end of the electric compressor unit The vehicle rear side upper position of the hybrid power unit is detoured along the vehicle width direction, and then the detour path is hung down toward the connection end of the electric compressor unit disposed at the lower position in front of the vehicle (for example, Non-Patent Document 1).
TOYOTA Home>Showroom> Alphad Hybrid> Function / Mechanism> Hybrid System [October 5, 2005 search] (URL: http://toyota.jp/alphardhybrid/dynamism/hybrid/index.html)

However, the conventional high-voltage harness wiring structure for hybrid vehicles has the following problems.
(1) Since the electric compressor unit is located at the lower front position of the horizontally mounted engine, the vehicle has a frontal collision, and the radio core support that supports the upper surface of the radiator located in front of the engine room is located at the rear of the vehicle. When displaced, a strong electrical harness may be pinched between the radio core support and the front surface of the engine vehicle, and the strong electrical harness may be damaged.
(2) Since the engine intake duct exists in the middle of the detour route for routing the high-voltage harness, the cross-sectional area of the engine intake duct must be reduced to route the high-voltage harness in a situation where there is a space constraint to the vehicle body. As a result, the engine output is reduced.
(3) Since the detour route for routing the high-voltage harness includes the high-temperature part of the engine exhaust system, the high-voltage harness receives high heat from the engine exhaust system, causing thermal degradation and shortening the durable life of the high-voltage harness.

  The present invention has been made paying attention to the above problems, and by avoiding high-strength parts of the radiator shroud in the event of a collision while preventing damage to the high-voltage harness and shortening the service life without affecting the driving performance. An object of the present invention is to provide a high-voltage harness wiring structure for a vehicle that can reliably protect a high-voltage harness covered by a protector from damage.

In order to achieve the above object, in the high-voltage harness wiring structure for a vehicle according to the present invention, the subframe is elastically supported on the vehicle body, the drive power unit is mounted on the subframe, and the left and right ends of the drive power unit in the vehicle width direction are respectively provided. When the first end and the second end are referred to, a power distribution unit supported by a vehicle body is disposed at an upper position of the first end, and an electric auxiliary equipment unit supported by a driving power unit is disposed at a lower position of the second end. In a vehicle in which the power distribution unit and the electric accessory unit arranged with the drive power unit interposed therebetween are connected via a high-voltage harness,
After hanging down the wiring path from the connection end of the power distribution unit to the connection end of the electric accessory unit of the high-voltage harness along the back surface of the radiator shroud from the connection end of the power distribution unit toward the subframe, A detour route extending in the vehicle width direction along the subframe,
The portion of the high-voltage harness that hangs down toward the sub-frame covers the outer periphery of the region including the interference portion with the radiator shroud with a protector, and the protector that covers the high-voltage harness is connected to the fan motor existence range and the radiator. The routing route is a range that avoids the vertical rib existence range of the shroud.

Therefore, in the high power harness wiring structure for a vehicle according to the present invention, the wiring path from the connection end of the power distribution unit of the high power harness to the connection end of the electric auxiliary unit is directed from the connection end of the power distribution unit to the subframe. Then, after hanging down along the back surface of the radiator shroud, a detour route extending in the vehicle width direction along the subframe is formed.
Therefore, unlike the case of using a bypass route that passes through the upper position on the vehicle rear side of the conventional power unit as the high-voltage harness routing structure, the engine intake duct does not exist in the middle of the bypass route. Does not affect.
Moreover, since it is a detour route in which the high-voltage harness does not exist at a position sandwiched between the radio core support and the drive power unit, it is possible to prevent the high-voltage harness from being damaged during a frontal collision.
In addition, since the bypass path that passes through the lower gap of the drive power unit in the vehicle width direction is avoided while avoiding the vicinity of the engine exhaust system that becomes hot, it is possible to prevent the life of the high-voltage harness from being reduced.
The protector that covers the high-voltage harness in the portion of the high-voltage harness that hangs down toward the subframe has a routing route that avoids the fan motor existing range and the radiator rib shroud vertical rib existing range. .
Therefore, the protector that covers the high-voltage harness is routed actively avoiding the high-strength parts of the radiator shroud (fan motor existing range and vertical rib existing range). Even if it is displaced, the protector is not sandwiched between the high-strength portion of the radiator shroud and the drive power unit, and the high-voltage harness covered by the protector is reliably protected from damage.
As a result, the high-voltage harness covered by the protector can be reliably protected from damage by actively avoiding high-strength parts of the radiator shroud during a collision, while preventing damage to the high-voltage harness and shortening the service life without affecting the drive performance. Can be protected.

  Hereinafter, the best mode for realizing a high-voltage harness wiring structure for a vehicle according to the present invention will be described based on Example 1 shown in the drawings.

First, the configuration will be described.
[System configuration of hybrid vehicle]
FIG. 1 is an overall system diagram illustrating a drive system of a hybrid vehicle (an example of a vehicle) to which the high-voltage harness routing structure according to the first embodiment is applied.
As shown in FIG. 1, the drive system of the hybrid vehicle in the first embodiment includes an engine E, a first motor generator MG1, a second motor generator MG2, an output sprocket OS, a power split mechanism TM, and an electric compressor unit. A / CON (electric auxiliary machine unit).

  The engine E is a gasoline engine or a diesel engine, and the opening degree of a throttle valve and the like are controlled based on a control command from an engine controller 1 described later.

The first motor generator MG1 and the second motor generator MG2 are synchronous motor generators in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator. Based on a control command from the motor controller 2 described later, Each is controlled independently by applying a three-phase alternating current generated by the control unit 3.
Both of the motor generators MG1 and MG2 can operate as electric motors that are rotated by receiving power supplied from the battery 4 (hereinafter, this state is referred to as “powering”), and the rotor is rotated by an external force. If it is, the battery 4 can be charged by functioning as a generator that generates electromotive force at both ends of the stator coil (hereinafter, this state is referred to as “regeneration”).

  The power split mechanism TM is configured by a simple planetary gear having a sun gear S, a pinion P, a ring gear R, and a pinion carrier PC. And the connection relationship of the input / output member with respect to the three rotating elements (sun gear S, ring gear R, and pinion carrier PC) of the simple planetary gear will be described. The sun gear S is connected to a first motor generator MG1. A second motor generator MG2 and an output sprocket OS are connected to the ring gear R. An engine E is connected to the pinion carrier PC via an engine damper ED. The output sprocket OS is connected to the left and right front wheels via a chain belt CB, a differential and a drive shaft (not shown).

When the power split mechanism TM is represented in a collinear diagram by the above connection relationship, the first motor generator MG1 (sun gear S), the engine E (pinion carrier PC), the second motor generator MG2 and the output sprocket OS (ring gear R) It is possible to introduce a rigid lever model (a relationship in which three rotational speeds are always connected by a straight line) that can be arranged in order and that can simply express the dynamic operation of a simple planetary gear.
Here, the “collinear diagram” is a velocity diagram used in a simple and easy-to-understand method of drawing instead of the method of obtaining by equation when considering the gear ratio of the differential gear. Take the number of rotations (rotation speed) of each rotating element, take each rotating element on the horizontal axis, and determine the spacing between each rotating element based on the gear ratio λ of sun gear S and ring gear R: (S ~ PC): (PC ~ The length ratio of R) is arranged to be 1: λ.

  The electric compressor unit A / CON drives a compressor by a motor so that an air conditioner can be operated even when the engine is stopped in a vehicle that is idle-stopped, such as a hybrid vehicle. For example, a 2-way compressor consisting of a compressor assembly that combines a scroll compressor and a DC brushless motor and an inverter that drives and controls the motor. The engine is driven by a belt as usual when the engine is running, and the motor is driven by the motor when the engine is stopped. Is adopted.

Next, the control system of the hybrid vehicle will be described.
As shown in FIG. 1, the hybrid vehicle control system in the first embodiment includes an engine controller 1, a motor controller 2, a power control unit 3 (power distribution unit), a battery 4, a brake controller 5, and an integrated controller 6. And is configured.

  The integrated controller 6 includes an accelerator opening sensor 7, a vehicle speed sensor 8, an engine speed sensor 9, a first motor generator speed sensor 10, a second motor generator speed sensor 11, and a second motor generator. Torque sensor 27 provides input information. The vehicle speed sensor 8 and the second motor generator rotation speed sensor 11 are for detecting the output rotation speed of the same power split mechanism TM, so the vehicle speed sensor 8 is omitted and the second motor generator rotation speed sensor 11 The sensor signal may be used as a vehicle speed signal.

  The brake controller 5 includes a front left wheel speed sensor 12, a front right wheel speed sensor 13, a rear left wheel speed sensor 14, a rear right wheel speed sensor 15, a steering angle sensor 16, and a brake of a stroke simulator 17. Input information is provided from the brake stroke sensor 18 for detecting the stroke amount.

  The engine controller 1 responds to an engine operating point (Ne) according to a target engine torque command or the like from an integrated controller 6 that inputs an accelerator opening AP from an accelerator opening sensor 7 and an engine speed Ne from an engine speed sensor 9. , Te), for example, is output to a throttle valve actuator (not shown).

  The motor controller 2 receives the motor of the first motor generator MG1 in response to a target motor generator torque command or the like from the integrated controller 6 that inputs the motor generator rotational speeds N1 and N2 from the motor generator rotational speed sensors 10 and 11 by the resolver. A command for independently controlling the operating point (N1, T1) and the motor operating point (N2, T2) of the second motor generator MG2 is output to the power control unit 3. The motor controller 2 uses information on the battery S.O.C that indicates the state of charge of the battery 4.

The power control unit 3 constitutes a high-power unit with a high-voltage power supply system that can supply power to both motor generators MG1 and MG2 with less current, and includes a joint box, a boost converter, a drive motor inverter, And a generator generator inverter and a capacitor. A drive motor inverter is connected to the stator coil of the second motor generator MG2. A generator generator inverter is connected to the stator coil of the first motor generator MG1. The joint box is connected to a battery 4 that is discharged during power running and charged during regeneration.
In addition to the inverter function, a distribution board function for distributing the direct current supplied from the battery 4 via the high voltage harness H1 (for direct current) to the electric compressor unit A / CON via the high voltage harness H2 (for direct current). Have. H3 is a high-voltage harness (for three-phase AC) that connects the power control unit 3 and the first motor generator MG1, and H4 is a high-voltage harness (for three-phase AC) that connects the power control unit 3 and the second motor generator MG2. ).

  The brake controller 5 performs ABS control according to a control command to a brake hydraulic pressure unit 19 that independently controls the brake hydraulic pressure of the four wheels during low-μ road braking, sudden braking, and the like. At the time of braking by the brake, regenerative brake cooperative control is performed by issuing a control command to the integrated controller 6 and a control command to the brake hydraulic pressure unit 19. The brake controller 5 receives wheel speed information from the wheel speed sensors 12, 13, 14, 15, steering angle information from the steering angle sensor 16, and braking operation amount information from the brake stroke sensor 18. . And based on these input information, a predetermined calculation process is performed and the control command by the process result is output to the integrated controller 6 and the brake hydraulic pressure unit 19. FIG. A front left wheel wheel cylinder 20, a front right wheel wheel cylinder 21, a rear left wheel wheel cylinder 22, and a rear right wheel wheel cylinder 23 are connected to the brake fluid pressure unit 19.

  The integrated controller 6 manages the energy consumption of the entire vehicle and has a function for running the vehicle with the highest efficiency. The integrated controller 6 performs engine operating point control by a control command to the engine controller 1 during acceleration running. In addition, the motor generator operating point control is performed by a control command to the motor controller 2 at the time of stopping, running, braking, or the like. The integrated controller 6 includes the accelerator opening AP, the vehicle speed VSP, the engine speed Ne, the first motor generator speed N1, and the second motor generator speed N2 from the sensors 7, 8, 9, 10, and 11. Entered. And based on these input information, a predetermined calculation process is performed and the control command by the process result is output to the engine controller 1 and the motor controller 2. FIG. The integrated controller 6 and the engine controller 1, the integrated controller 6 and the motor controller 2, and the integrated controller 6 and the brake controller 5 are connected by bidirectional communication lines 24, 25, and 26, respectively, for information exchange.

  The operation of the hybrid vehicle of the first embodiment will be briefly described. At the time of start-up, when the ignition key is turned, the engine E starts, and after the engine E is warmed up, the engine E stops immediately. When starting or at light load, when starting or when going down a gentle hill that runs at a very low speed, the fuel is cut in areas where engine efficiency is poor, and the engine E stops and travels by the second motor generator MG2. . During normal travel, the driving force of the engine E is driven by the power split mechanism TM, one of which directly drives the wheels, the other drives the first motor generator MG1 (generator), and assists the second motor generator MG2. At the time of full open acceleration, power is supplied from the battery 4 and further driving force is added. At the time of deceleration or braking, the wheel drives the second motor generator MG2, and acts as a generator to perform regenerative power generation. The collected electrical energy is stored in the battery 4. When the charge amount of the battery 4 decreases, the first motor generator MG1 (generator) is driven by the engine E to start charging. When the vehicle is stopped, the engine E is automatically stopped except when the air conditioner is used or when the battery is charged.

[Hybrid system configuration to route high-voltage harness H2]
FIG. 2 is a plan view of the FF drive system layout of the hybrid vehicle to which the high-voltage harness routing structure of the first embodiment is applied. FIG. 3 is a side view of the layout of the FF drive system of the hybrid vehicle to which the high-voltage harness routing structure of the first embodiment is applied. FIG. Hereinafter, based on FIG.2 and FIG.3, the hybrid system structure which routes the high-voltage harness H2 is demonstrated.
In the first embodiment, the horizontal engine E provided as a drive source, the first motor generator MG1, and the second motor generator MG2 are collectively referred to as a hybrid power unit HEV-PU (drive power unit).

  As shown in FIGS. 2 and 3, the hybrid vehicle to which the high-voltage harness routing structure of the first embodiment is applied includes a left front wheel 41, a right front wheel 42, a left rear wheel 43, a right rear wheel 44, and a vehicle body. 45, battery 4, cross beam sub-frame 46, hybrid power unit HEV-PU, power control unit 3, electric compressor unit A / CON, radiator 47, radiator shroud 48, high-voltage harnesses H1, H2, H3 , H4.

  The hybrid vehicle shown in FIGS. 2 and 3 elastically supports a cross beam subframe 46 (subframe) on a vehicle body 45, and a hybrid power unit HEV-PU (drive power unit) is mounted on the crossbeam subframe 46. -A power control unit 3 (power distribution unit) supported by the vehicle body is placed at the upper position of the left end (first end) in the vehicle width direction of the PU, and the power unit is located at the lower front position of the right end (second end) in the vehicle width direction. An electric compressor unit A / CON (electric auxiliary machine unit) by support is arranged, and the power control unit 3 and the electric compressor unit A / CON arranged with the hybrid power unit HEV-PU sandwiched therebetween via a high-voltage harness H2. Connected.

The battery 4 is arranged at the rear position of the vehicle, and the battery 4 and the power control unit 3 are connected by a high-voltage harness H1.
The radiator 47 and the radiator shroud 48 are arranged close to each other in front of the hybrid power unit HEV-PU.

  That is, as shown in part A of FIG. 3, the high-voltage harness H2 is arranged in a very narrow and constrained space in the front end where the hybrid power unit HEV-PU of the hybrid vehicle, the radiator 47 and the radiator shroud 48 are close to the front and rear of the vehicle. It has been searched.

[Overall wiring structure of high-voltage harness H2]
FIG. 4 is a front view showing the high-voltage harness wiring structure of the first embodiment, and FIG. 5 shows the high-voltage harness H2 covered with the protector and the high-voltage harness H2 covered with the corrugated structure adopted in the high-voltage harness wiring structure of the first embodiment. FIGS. 6 and 6 are a plan view and a side view showing the second protector portion of the high-voltage harness routing structure according to the first embodiment, and FIG. 7 is a front view showing the first protector portion of the high-voltage harness routing structure according to the first embodiment. . Hereinafter, based on FIGS. 4-7, the whole wiring structure of the high-voltage harness H2 of Example 1 is demonstrated.

  In the first embodiment, as shown in FIG. 4, the wiring path from the connection end of the power control unit 3 of the high-voltage harness H2 to the connection end of the electric compressor unit A / CON is connected to the connection of the power control unit 3. A detour path extending in the vehicle width direction along the cross beam subframe 46 after hanging from the end toward the cross beam subframe 46 is provided.

  A protector that covers the outer periphery of the high-voltage harness H2 is provided along the first protector 51 that covers the outer periphery of the portion that hangs down from the connection end of the power control unit 3 toward the cross beam subframe 46, and along the cross beam subframe 46. It divides | segments into the 2nd protector 52 which covers the outer periphery of the part extended in the width direction. Here, as shown in FIG. 5 (a), the second protector 52 is made of a hard plastic and has a cross-sectional square shape having an internal space through which the high voltage harness H2 is inserted, and an engine mount 54 (drive power unit). Angles R are set on both ends of the upper surface on the mount side.

  The first protector 51 has an upper part on the power control unit 3 side fixed to the vehicle body 45 and a lower part on the cross beam subframe 46 side made free with respect to the vehicle body 45. The upper part on the power control unit 3 side is fixed to a vehicle body 45 (for example, a side member) via a bracket by a fixing point P1 and a fixing point P2.

  The part without the protector from the lower end of the first protector 51 to the second protector 52 covers the outer periphery of the high-voltage harness H2 with a corrugated 53 having a deformation following ability. Here, as shown in FIGS. 5 (b) and 5 (c), the corrugated 53 is made of a soft plastic, has a circular cross section having an internal space through which the high voltage harness H2 is inserted, and has flexibility in bending. It is made into the shape which repeats an annular unevenness | corrugation in an axial direction so that it may ensure.

  The portion of the high-voltage harness H2 covered by the corrugated 53 without the protector from the lower end of the first protector 51 to the second protector 52 is a cross beam subframe 46 as shown in FIGS. The bracket 55 is fixed to the bracket 55 at the vehicle inner position.

  When the second protector 52 is divided into the electric compressor unit A / CON side portion and the power control unit 3 side portion in the vehicle width direction as shown in FIG. 6A, the electric compressor unit A / CON side The part is directly fixed to the cross beam subframe 46, and the power control unit 3 side part is free with respect to the cross beam subframe 46. Here, the electric compressor unit A / CON side portion of the second protector 52 is directly fixed to the cross beam subframe 46 by a fixing point P4 and a fixing point P5.

  Of the portion where the high-voltage harness H2 is covered by the corrugated 53, the vehicle width direction portion along the cross beam subframe 46 is formed from the end surface of the second protector 52 as shown in FIGS. 6 (a) and 6 (b). The position in the vehicle width direction through the interval L following the deformation of the subframe 46 is set as a fixed point P3, and the corrugated 53 is fixed. The corrugated 53 is fixed by, for example, attaching a banded wiring clip at a fixed point position and inserting and fixing the corrugated 53 into a hole formed in the bracket 55.

As shown in FIG. 7, the portion where the high-voltage harness H2 is covered with the corrugated 53 is such that the portion hanging from the lower end of the first protector 51 is inclined to the vehicle outer side with respect to the vertical direction, and is inclined to the vehicle outer side. The angle θ to be set is set to have a corrugated surplus length that can be followed even if the cross beam subframe 46 moves up and down relative to each other after the collision.
Here, both end portions of the corrugated 53 are overlapped portions with respect to the protectors 51 and 52, and the overlapped portions are inserted into the protectors 51 and 52.

As shown in FIG. 4, the portion without the protector from the second protector 52 to the electric compressor unit A / CON has the outer periphery of the high-voltage harness H2 as in the portion between the protectors 51 and 52. It is covered with a corrugated 53 ′ having deformation following ability, and is fixed to the cross beam subframe 46 by a fixed point P 6 and a fixed point P 7.
Further, as shown in FIG. 4, the portion without the protector from the power control unit 3 to the first protector 51 is deformed on the outer periphery of the high-voltage harness H2 in the same manner as the portion between the protectors 51 and 52. The portion is covered with a corrugated 53 ″ having followability, and this portion is free with respect to the vehicle body 45.

[Wiring girder subframe wiring structure of high-voltage harness H2]
FIG. 8 is a plan view showing a second protector portion that is passed through the engine mount of the high-voltage harness routing structure of the first embodiment, and FIG. 9 is a second protector that is passed through the engine mount of the high-voltage harness routing structure of the first embodiment. It is the sectional view on the AA line of FIG. 8 which shows a part. Hereinafter, based on FIG.8 and FIG.9, the cross beam sub-frame wiring structure of the high-voltage harness H2 of Example 1 is demonstrated.

  Mount brackets 54a, 54b, and 54c that are fixed to the cross beam subframe 46 and a mount body 54d that is fixed to the mount brackets 54a, 54b, and 54c are provided in the middle of the cross beam subframe 46 in the vehicle width direction. Then, an engine mount 54 (drive power unit mount) in which a space S is formed by separating the mount body 54d from the upper surface of the cross beam subframe 46 is provided. The mount brackets 54a, 54b, 54c of the engine mount 54 are fixed to the upper surface of the cross beam subframe 46 by welding and fixed to a bracket 56 that protrudes toward the vehicle rear side.

  As shown in FIGS. 8 and 9, the high-voltage harness H <b> 2 in the vehicle width direction along the cross beam sub-frame 46 has a second protector 52 as an outer periphery of a region including an interference portion with the engine mount 54. The high-voltage harness H2 covered by the second protector 52 is inserted into the space S formed in the engine mount 54.

  The second protector 52 inserted into the space S formed in the engine mount 54 is fixed to the cross beam subframe 46 with the position on the longitudinal center line CL passing through the center point O of the engine mount 54 as a fixed point P4. Yes.

  When the second protector 52 inserted into the space S formed in the engine mount 54 is divided into the electric compressor unit A / CON side portion and the power control unit 3 side portion in the vehicle width direction (see FIG. 6), the power The control unit 3 side portion is made free with respect to the cross beam subframe 46, set to the vehicle inner side position in the vehicle longitudinal direction from the cross beam subframe 46, and the two high-voltage harnesses H2 in the second protector 52 Are arranged in a column (FIG. 9).

  The engine mount 54 includes a first mount bracket 54a set at a vehicle inner side position and a second mount bracket 54b and a third mount bracket 54c set at a vehicle outer side position on the outer periphery of the mount body 54d. The mount body 54d is supported at three points, and the second protector 52 is disposed at a position between the center point O of the engine mount 54 and the first mount bracket 54a.

  As shown in FIG. 9, the second protector 52 inserted through the space S formed in the engine mount 54 has an angle R set on the upper surface of the protector facing the bottom surface of the mount body 54d in the inserted state (FIG. 5 ( see a)). In FIG. 8, reference numeral 57 denotes a heat shield that shields heat from the power control unit 3.

[Radiator shroud routing structure of high-voltage harness H2]
FIG. 10 is a front view illustrating a first protector portion that is passed through the back surface of the radiator shroud of the high-voltage harness wiring structure according to the first embodiment. Hereinafter, the radiator shroud routing structure of the high-voltage harness H2 according to the first embodiment will be described with reference to FIG.

As shown in FIG. 10, the portion of the high-voltage harness H2 that hangs down toward the cross beam subframe 46 covers the outer periphery of the region including the interference portion with the radiator shroud 48 with the first protector 51 and the first protector 51. The high-voltage harness H <b> 2 covered by the one protector 51 has a range that avoids the fan motor existence range and the vertical rib existence range of the radiator shroud 48 as the routing route.
Here, the radiator shroud 48 connects an annular motor rib 48a to which a fan motor (not shown) is attached, a plurality of lateral ribs 48b extending radially from the motor rib 48a at equal intervals in the circumferential direction, and the plurality of lateral ribs 48b. Ring 48c, and a vertical rib 48d extending in the vehicle front-rear direction at an extended portion of the plurality of horizontal ribs 48b.

  As shown in FIG. 10, the high-voltage harness H2 covered by the first protector 51 is set so that the protector wiring axis PL intersects the two lateral ribs 48b of the radiator shroud 48 at an angle other than a right angle.

  As shown in FIG. 10, the high-voltage harness H2 covered by the first protector 51 is set so that the protector wiring axis PL intersects the tangent line TL of the ring 48c of the radiator shroud 48 at a right angle.

  The high-voltage harness H2 covered by the first protector 51 fixes the upper part on the power control unit 3 side to the vehicle body 45 (fixing points P1, P2), and the lower part on the cross beam subframe 46 side is free from the vehicle body 45 (see FIG. 4), the upper portion of the first protector 51 on the side of the power control unit 3 is suspended straightly, and the lower portion of the side of the cross beam subframe 46 is inclined at an angle θ to the outside of the vehicle so that the horizontal ribs of the radiator shroud 48 can be obtained. 48b is set to intersect at an angle other than a right angle and at a right angle to the tangent TL of the ring 48c of the radiator shroud 48, and the vehicle outer inclination angle θ is defined from the lower end of the first protector 51. The high-voltage harness H <b> 2 that hangs down is covered with a corrugated 53.

  The lower portion of the first protector 51 that has an angle θ that inclines to the outside of the vehicle is set at an intermediate position between the longitudinal ribs 48 b and 48 b adjacent in the circumferential direction of the radiator shroud 48.

Next, the operation will be described.
[Overall wiring action of high-voltage harness H2]
First, the entire routing action of the high-voltage harness H2 will be described with reference to FIGS.
For example, when a high-voltage harness for an electric air conditioner is routed on a cross-beam subframe in a hybrid vehicle layout and the high-voltage harness is covered with a protector to cope with a collision, as shown in FIG. I must. Along with this, the following problems occur.
Problem 1
Since the protector is fixed across both the vehicle body and the cross beam subframe as shown in FIG. 11A, the protector cannot absorb the swing of the cross beam subframe. Therefore, an excessive force is applied to the protector, and the protector is damaged.
Problem 2
As shown in FIG. 11B, the protector is fixed across both the vehicle body and the cross beam subframe, and therefore cannot be physically assembled.
Problem 3
At the time of a collision, as shown in FIG. 12, the protector on the cross beam subframe is also retracted as the cross beam subframe is largely retracted. As a result, a large relative movement with the vehicle body mounting portion occurs, and the vehicle body mounting bracket and the protector body cannot absorb the relative movement, resulting in damage.

  In contrast, in the high-voltage harness routing structure of the first embodiment, the high-voltage harness H2 routing path is a detour path extending in the vehicle width direction along the cross beam subframe 46, and a protector covering the outer periphery of the high-voltage harness H2 is provided. Damage to the high-voltage harness without affecting the driving performance by dividing the first protector 51 depending on the cross beam subframe 46 and the second protector 52 extending in the vehicle width direction along the cross beam subframe 46 In addition, it is possible to achieve both high protection performance of the high-voltage harness and vibration absorption while preventing a decrease in service life.

That is, in the high voltage harness wiring structure of the first embodiment, the wiring path from the connection end of the power control unit 3 of the high voltage harness H2 to the connection end of the electric compressor unit A / CON is connected to the power control unit 3. After hanging from the end toward the cross beam subframe 46, the detour path extends along the cross beam subframe 46 in the vehicle width direction.
Therefore, unlike the case of using a bypass route that passes through the upper position on the vehicle rear side of the conventional power unit as the high-voltage harness routing structure, the engine intake duct does not exist in the middle of the bypass route. Does not affect. In addition, since the high-voltage harness H2 is a detour route where the high-voltage harness H2 does not exist at a position between the radio core support and the hybrid power unit HEV-PU, it is possible to prevent the high-voltage harness H2 from being damaged at the time of a frontal collision. Furthermore, since the detour route that passes through the lower gap of the hybrid power unit HEV-PU in the vehicle width direction while avoiding the vicinity of the engine exhaust system that becomes hot, it is possible to prevent the life of the high-voltage harness H2 from being reduced.

And the protector which covers the outer periphery of the high-voltage harness H2 extends in the vehicle width direction along the first protector 51 which covers the outer periphery of the portion hanging from the connection end of the power control unit 3 toward the cross beam subframe 46, and the cross beam subframe 46. And a second protector 52 that covers the outer periphery of the portion extending to.
Therefore, by covering the outer periphery of the high voltage harness H2 with a protector, the high protection performance of the high voltage harness H2 is exhibited. In addition, the protector is divided into two parts, the part that is changed from the vertical direction to the horizontal direction is made without the protector, and even if there is an input for displacing the cross beam subframe 46 during traveling by giving flexibility to this part. The portion without the protector is absorbed by the relative displacement between the power control unit 3 supported by the vehicle body and the electric compressor unit A / CON supported by the hybrid power unit.

As a result, it is possible to achieve both high protection performance and vibration absorption of the high-voltage harness H2 while preventing damage to the high-voltage harness H2 and a decrease in life without affecting the drive performance.
In addition, since the protector is separated into the first protector 51 on the vehicle body 45 side and the second protector 52 on the cross beam subframe 46 side, it is different from the case where the high-voltage harness is integrated into a single protector and wired on the cross beam subframe. Can be assembled separately and physical assembly is possible.

In the high-voltage harness wiring structure according to the first embodiment, the first protector 51 fixes the upper part on the power control unit 3 side to the vehicle body 45, makes the lower part on the cross beam subframe 46 side free from the vehicle body 45, and The part without the protector from the lower end of the protector 51 to the second protector 52 covered the outer periphery of the high-voltage harness H2 with a corrugated 53 having a deformation following ability.
For example, when only the high-voltage harness H2 is exposed in the portion without the protector from the lower end of the first protector 51 to the second protector 52, the arrangement of the two strong wires (column or row, etc.) and bending deformation force Due to the relationship of the direction of the action, a flexible direction and a hard direction can be created, and the deformation force concentrates on the flexible part and partly deforms, so the deformation followability for absorbing vibration may be inferior and always the same In the case where the portion is deformed, this portion easily reaches the breaking limit and is inferior in durability.
On the other hand, by covering the outer periphery of the portion of the high-voltage harness H2 without the protector extending from the lower end of the first protector 51 to the second protector 52 with the corrugated 53, it becomes an unreasonable overall deformation by the corrugated 53 and only the high-voltage harness H2 Compared to the case of exposing, it is possible to improve the deformation follow-up property for absorbing vibration and improve the durability reliability.

In the high-voltage harness routing structure according to the first embodiment, the portion of the high-voltage harness H2 covered by the corrugated 53 without the protector from the lower end of the first protector 51 to the second protector 52 is fixed to the cross beam subframe 46. The bracket 55 was fixed at the vehicle inner position.
For example, when a high-voltage harness covered with a corrugate is directly fixed to the cross beam subframe, as shown in FIG. The harness breaks.
On the other hand, in the first embodiment, since the corrugated 53 having the high-voltage harness H2 inserted therein is fixed via the bracket 55 fixed to the cross beam subframe 46, as shown in FIG. Even when the subframe 46 collides and retreats, it is possible to prevent the bracket 55 from being bent and the high-voltage harness H2 from being cut.
That is, when the bracket 55 is bent at the time of a collision, a part of the collision energy is absorbed, and the broken bracket 55 is adjusted so as to increase the distance between the corrugated 53 and the cross beam subframe 46. 53 is not pulled beyond the limit by the crossbeam subframe 46.

When the second protector 52 is divided into the electric compressor unit A / CON side portion and the power control unit 3 side portion in the vehicle width direction in the high-voltage harness wiring structure of the first embodiment, the electric compressor unit A / CON The side part is directly fixed to the cross girder subframe 46, the side part of the power control unit 3 is made free with respect to the cross girder subframe 46, and the vehicle along the cross girder subframe 46 among the parts where the high-voltage harness H2 is covered by the corrugated 53 In the width direction portion, the corrugated 53 is fixed by setting the position in the vehicle width direction through the interval L following the deformation of the cross beam subframe 46 from the end face of the second protector 52 as a fixed point P3.
As described above, by making the power control unit 3 side portion of the second protector 52 free with respect to the cross beam subframe 46, as shown in FIG. 15A, the corrugated 53 moves to the vehicle rear side at the time of collision. Even so, the power control unit 3 side portion of the second protector 52 can follow the movement of the corrugated 53.
Further, the fixed point P3 to the cross beam subframe 46 is not the second protector 52 but the corrugated 53 side, and is positioned via an interval L that follows the deformation of the cross beam subframe 46. Even if the frame 46 is deformed, the flexible corrugated portion 53 can follow.
Therefore, when the cross beam subframe 46 is deformed and moved to the rear side of the vehicle at the time of collision, as shown by the solid line in FIG. 15, the flexible corrugated 53 follows the deformation of the cross beam subframe 46, and the corrugated 53 follows. The power control unit 3 side portion of the second protector 52 that is free with respect to movement exhibits an action of following the corrugated 53 by deformation, and can prevent the second protector 52 from being damaged.

In the high-voltage harness routing structure according to the first embodiment, the portion where the high-voltage harness H2 is covered by the corrugated 53 is inclined at the portion that hangs down from the lower end of the first protector 51 toward the vehicle outside with respect to the vertical direction, and The angle θ for inclining to the outside of the vehicle is set to have a corrugated surplus length that can follow even if the cross beam subframe 46 moves up and down after the collision.
For example, as shown in FIG. 16, when the corrugated portion hanging from the lower end of the first protector is in the vertical direction without the corrugated extra length, there is no extra length when the cross beam subframe moves relative to the lower after the collision, Corrugated cuts.
In contrast, in the first embodiment, the portion of the corrugated 53 that hangs from the lower end of the first protector 51 is set to have a corrugated extra length that can follow even if the cross beam subframe 46 moves up and down after the collision. As shown in FIG. 17A, even if the cross beam sub-frame 46 moves up and down after the collision, it is absorbed by the corrugated surplus length, and the high-voltage harness H2 can be prevented from being cut.
Since the swing input from the cross beam sub-frame 46 to the lower end of the first protector 51 is in the vertical direction, even if the lower end of the first protector 51 is not fixed, the two upper fixing points P1 and P2 are used. One protector 51 can be held. Further, since the lower end of the first protector 51 is free, the first protector 51 is not worn by the vertical input from the corrugated 53.

In the high-voltage harness wiring structure according to the first embodiment, the drive power unit is a hybrid power unit HEV-PU having a transverse engine E and two motor generators MG1 and MG2 as a drive source. An inverter function for converting a direct current from the motor generator MG1 or MG2 into an alternating current, and converting an alternating current generated by the motor generator MG1 or MG2 to a direct current to the battery 4 during regeneration, and a direct current from the battery 4 Is a power control unit 3 having a distribution board function for distributing the power to the electric auxiliary unit via the high-voltage harness H2, and the electric auxiliary unit is an electric compressor unit A / CON that drives the compressor by a motor.
Therefore, when connecting the power control unit 3 and the electric compressor unit A / CON with the high-voltage harness H2, the high-voltage harness H2 is damaged without affecting the driving performance in a very narrow space where the front end of the hybrid vehicle has many restrictions. In addition, it is possible to provide a wiring structure for the high-voltage harness H2 that achieves both high protection performance and vibration absorption of the high-voltage harness H2 while preventing a decrease in the service life.

[Wiring girder sub-frame routing of high-voltage harness H2]
Next, based on FIGS. 18-23, the cross beam sub-frame routing operation of the high voltage harness H2 will be described.
For example, in the layout of a hybrid vehicle, when a high-power harness for an electric air conditioner is routed on the cross beam subframe and a front engine mount is present on the cross beam subframe, as shown in FIG. Must be routed through the front engine mount, which is located outside the vehicle. Along with this, the following problems occur.
As shown in FIGS. 19 (a) and 19 (b), the high-voltage harness for the electric air conditioner is routed in front of the front engine mount. Therefore, as shown in FIGS. At that time, if the high-voltage harness is retracted by the front radiator, it will be cut off while being wrapped around the engine mount bracket.

  On the other hand, in the high-voltage harness routing structure of the first embodiment, the high-voltage harness H2 is routed along the cross beam subframe 46 in the vehicle width direction, and the high-voltage harness H2 covered by the second protector 52. Is inserted into the space S formed in the engine mount 54, and the second protector 52 is utilized by utilizing the engine mount 54 in the event of a collision while preventing the high-voltage harness H2 from being damaged or shortening its life without affecting the driving performance. The high-voltage harness H2 covered with can be reliably protected from damage and cutting.

That is, in the high voltage harness wiring structure of the first embodiment, the wiring path from the connection end of the power control unit 3 of the high voltage harness H2 to the connection end of the electric compressor unit A / CON is connected to the power control unit 3. After hanging from the end toward the cross beam subframe 46, the detour path extends along the cross beam subframe 46 in the vehicle width direction.
Therefore, unlike the case of using a bypass route that passes through the upper position on the vehicle rear side of the conventional power unit as the high-voltage harness routing structure, the engine intake duct does not exist in the middle of the bypass route. Does not affect. In addition, since the high-voltage harness H2 is a detour route where the high-voltage harness H2 does not exist at a position between the radio core support and the hybrid power unit HEV-PU, it is possible to prevent the high-voltage harness H2 from being damaged at the time of a frontal collision. Furthermore, since the detour route that passes through the lower gap of the hybrid power unit HEV-PU in the vehicle width direction while avoiding the vicinity of the engine exhaust system that becomes hot, it is possible to prevent the life of the high-voltage harness H2 from being reduced.

A space S is formed in the mount brackets 54a, 54b, 54c of the engine mount 54 provided in the middle of the cross beam subframe 46 in the vehicle width direction by separating the mount body 54d from the upper surface of the cross beam subframe 46. The high-voltage harness H2 covered with the second protector 52 is inserted into the space S formed in the engine mount 54.
Therefore, since the mount brackets 54a, 54b, 54c of the engine mount 54 become a rigid barrier that directly receives an impact force from the outside, even if the radiator 47 that has moved rearward and the engine mount 54 interfere with each other at the time of a frontal collision, As shown in part A of FIG. 20, the second protector 52 and the high-voltage harness H2 existing in the rigid barrier (= mount brackets 54a, 54b, 54c) are reliably protected from damage and cutting. In particular, even when the radiator 47 moves rearward at the time of a frontal collision, the radiator 47 is received by the mount bracket 54c and the second protector 52 is protected as shown in part B of FIG.

  As a result, the high-voltage harness H2 covered with the second protector 52 can be reliably protected from being damaged or cut by using the engine mount 54 in the event of a collision, while preventing the high-voltage harness H2 from being damaged or shortening its life without affecting the driving performance. Can be protected.

In the high-voltage harness routing structure according to the first embodiment, the second protector 52 inserted through the space S formed in the engine mount 54 has a position on the front-rear direction center line CL passing through the center point O of the engine mount 54 as a fixed point P4. And fixed to the cross beam subframe 46.
For example, when the high-voltage harness is routed in front of the engine mount and there is an offset input to the protector, in the case of the left offset, the protector is damaged or cut due to interference with the left mounting bracket, and the right offset If the case breaks or cuts the protector due to interference with the right mounting bracket.
On the other hand, in the first embodiment, when the second protector 52 is fixed to the cross beam subframe 46, the position on the front-rear direction center line CL passing through the center point O of the engine mount 54 is set as the fixed point P4. Even if there is an offset input or a right offset input, the second protector 52 can be reliably prevented from being damaged or cut.
<reason>
1. As the second protector 52 is strung at the fixed point P4, the second protector 52 itself is not sandwiched between the first mount brackets 54a as shown in FIG.
2. At the time of offset input, the second protector 52 and the first mount bracket 54a are in contact with each other even when the second protector 52 rotates around the fixed point P4 as shown by the solid line to the broken line in FIG. Does not break.

In the high-voltage harness wiring structure according to the first embodiment, the second protector 52 inserted into the space S formed in the engine mount 54 includes an electric compressor unit A / CON side portion and a power control unit 3 side portion in the vehicle width direction. The power control unit 3 side portion is made free with respect to the cross beam subframe 46, set to the vehicle inner side position in the vehicle front-rear direction from the cross beam subframe 46, and in the second protector 52 Two high-voltage harnesses H2 are arranged in tandem.
For example, if the power control unit side part of the 2nd protector is fixed to the cross beam subframe, and the two heavy electrical harnesses in the 2nd protector are arranged in a row, the cross beam subframe will be deformed rearward in the event of a frontal collision. In this case, the second protector is pulled along with the deformation of the cross beam subframe, and the second protector is damaged because the horizontal arrangement of the high-voltage harness is low in flexibility in deformation in the front-rear direction.
On the other hand, in Example 1, the power control unit 3 side portion of the second protector 52 is free with respect to the cross beam subframe 46, and the two high-voltage harnesses in the second protector 52 are arranged in tandem. As shown in part C, when the vehicle is not pulled at the time of collision and the high-voltage harness H2 is arranged in tandem, the second protector 52 can be prevented from being damaged by being flexible in the vehicle front-rear direction.

In the high-voltage harness routing structure according to the first embodiment, the engine mount 54 includes a first mount bracket 54a set at a vehicle inner position and a second mount set at a vehicle outer position in the outer periphery of the mount body 54d. The bracket 54b and the third mount bracket 54c support the mount body 54d at three points, and the second protector 52 is disposed at a position between the center point O of the engine mount 54 and the first mount bracket 54a. .
For example, if the position of the second protector is set to the front side of the vehicle from the center point of the engine mount, at the time of a frontal collision, as shown in FIG. 22, the cross beam subframe is crushed to change from a square cross section to a parallelogram cross section. If it is deformed, the vehicle front side from the center point of the engine mount becomes an interference range after a collision, and the second protector may be crushed and damaged.
On the other hand, as in the first embodiment, the second protector 52 is disposed at a position between the center point O of the engine mount 54 and the first mount bracket 54a, so that a solid line in FIG. As shown by the broken line, even if the cross beam subframe 46 is crushed and deformed from a square cross section to a parallelogram cross section, the region where the second protector 52 is set becomes the survival range after the collision, and the second protector 52 It is possible to reliably prevent crushing damage.

In the high-voltage harness routing structure of Example 1, the second protector 52 inserted through the space S formed in the engine mount 54 has an angle R set on the upper surface of the protector facing the bottom surface of the mount body 54d in the inserted state.
For example, when the cross-beam subframe is crushed by a more severe frontal collision and deformed from a square cross section to a parallelogram cross section, the second protector is placed behind the center point of the engine mount as shown in FIG. However, there is a possibility that the survival range is narrowed and the second protector interferes with the engine mount.
In contrast, by setting the angle R on the upper surface of the second protector 52 as in the first embodiment, the cross beam subframe 46 is crushed as shown in FIG. Even if the rectangular cross section is changed to the parallelogram cross section, as shown in FIG. 23 (b), the second protector 52 includes the bottom surface of the mount body 54d, the first mount bracket 54a, the cross beam subframe 46, It is possible to survive in the triangular space formed by the above and prevent the second protector 52 from being damaged.

In the high-voltage harness wiring structure according to the first embodiment, the drive power unit is a hybrid power unit HEV-PU having a transverse engine E and two motor generators MG1 and MG2 as a drive source. An inverter function for converting a direct current from the motor generator MG1 or MG2 into an alternating current, and converting an alternating current generated by the motor generator MG1 or MG2 to a direct current to the battery 4 during regeneration, and a direct current from the battery 4 Is a power control unit 3 having a distribution board function for distributing the power to the electric auxiliary unit via the high-voltage harness H2, and the electric auxiliary unit is an electric compressor unit A / CON that drives the compressor by a motor.
Therefore, when connecting the power control unit 3 and the electric compressor unit A / CON with the high-voltage harness H2, the high-voltage harness H2 is damaged without affecting the driving performance in a very narrow space where the front end of the hybrid vehicle has many restrictions. It is possible to provide a wiring structure for a high-voltage harness H2 that reliably protects the high-voltage harness H2 covered by the second protector 52 from being damaged or cut off by using the engine mount 54 in the event of a collision while preventing a decrease in service life. it can.

[Radiator shroud routing of high-voltage harness H2]
Next, the radiator shroud routing action of the high-voltage harness H2 will be described based on FIGS.
For example, in a hybrid vehicle layout, when a high-voltage harness for an electric air conditioner is routed on a cross beam subframe and a radiator shroud exists at the vehicle front position between the inverter and the cross beam subframe, FIG. As shown in FIG. 3, the high-voltage harness has to be routed behind the vertical ribs of the radiator shroud in terms of layout. Along with this, the following problems occur.

  As shown in FIG. 25, the high-voltage harness for the electric air conditioner is routed at the rear side position of the vertical rib of the radiator shroud. Damage to the high-voltage harness cover.

  On the other hand, in the high-voltage harness routing structure of the first embodiment, the high-voltage harness H2 is routed in the vehicle width direction along the cross beam subframe 46, and the high-voltage harness H2 covered by the first protector 51. With the routing route that avoids the fan motor existence range and the vertical rib existence range of the radiator shroud 48, while preventing the damage to the high-voltage harness H2 and the lifespan without affecting the driving performance, At the time of collision, the high-strength harness H2 covered by the first protector 51 can be reliably protected from damage by actively avoiding the high-strength portion of the radiator shroud 48.

That is, in the high voltage harness wiring structure of the first embodiment, the wiring path from the connection end of the power control unit 3 of the high voltage harness H2 to the connection end of the electric compressor unit A / CON is connected to the power control unit 3. After hanging from the end toward the cross beam subframe 46, the detour path extends along the cross beam subframe 46 in the vehicle width direction.
Therefore, unlike the case of using a bypass route that passes through the upper position on the vehicle rear side of the conventional power unit as the high-voltage harness routing structure, the engine intake duct does not exist in the middle of the bypass route. Does not affect. In addition, since the high-voltage harness H2 is a detour route where the high-voltage harness H2 does not exist at a position between the radio core support and the hybrid power unit HEV-PU, it is possible to prevent the high-voltage harness H2 from being damaged at the time of a frontal collision. Furthermore, since the detour route that passes through the lower gap of the hybrid power unit HEV-PU in the vehicle width direction while avoiding the vicinity of the engine exhaust system that becomes hot, it is possible to prevent the life of the high-voltage harness H2 from being reduced.

In the portion of the high-voltage harness H2 that hangs down toward the cross beam subframe 46, the high-voltage harness H2 covered by the first protector 51 has a range that avoids the fan motor existence range and the radiator rib shroud vertical rib existence range. It is considered as a routing route.
Therefore, as shown in FIG. 26, the high-voltage harness H2 covered by the first protector 51 is routed while actively avoiding the high-strength portions (fan motor existence range and vertical rib existence range) of the radiator shroud 48. Therefore, even if the radiator shroud 48 is displaced toward the hybrid power unit HEV-PU at the time of collision, the first protector 51 is not sandwiched between the high-strength portion of the radiator shroud 48 and the hybrid power unit HEV-PU. The high-voltage harness H2 covered by the 1 protector 51 is reliably protected from damage.

  As a result, the high-voltage harness covered by the first protector 51 by actively avoiding the high-strength portion of the radiator shroud 48 at the time of a collision while preventing damage to the high-voltage harness H2 and reducing the service life without affecting the driving performance. H2 can be reliably protected from damage.

In the high- voltage harness wiring structure according to the first embodiment, the first protector 51 covering the high-voltage harness H2 intersects the two lateral ribs 48b of the radiator shroud 48 at an angle other than a right angle. It was set.
For example, when the first protector covering the high-voltage harness is set to intersect at a right angle with the lateral rib of the radiator shroud, as shown in FIG. 27 (a), the radiator shroud lateral rib and the protector contact area A are rectangular. The cross-sectional area becomes higher and the surface pressure at the time of collision becomes higher.
On the other hand, in the first embodiment, as shown in part A of FIG. 26, the high-voltage harness H2 covered by the first protector 51 intersects the two lateral ribs 48b of the radiator shroud 48 at an angle other than a right angle. By setting, as shown in FIG. 27 (b), the radiator shroud lateral rib and the protector contact area B (> A) have a parallelogram cross-sectional area, and the surface pressure at the time of collision can be reduced. Sometimes the first protector 51 can be protected from damage and the like.

In the high- voltage harness routing structure according to the first embodiment, the first protector 51 covering the high-voltage harness H2 is set so that the protector routing axis PL intersects the tangent TL of the ring 48c of the radiator shroud 48 at a right angle. It was.
For example, when the first protector covering the high-voltage harness is set to intersect with the radiator shroud at an angle other than a right angle, as shown in FIG. 28 (b), the radiator shroud ring and the protector contact area B are It becomes a deformed arc cross-sectional area, the surface pressure becomes low at the time of collision, and the protector is easily damaged from the ring.
On the other hand, in the first embodiment, as shown in part B of FIG. 26, the first protector covering the high-voltage harness is set so as to intersect the ring 48c of the radiator shroud 48 at a right angle. As shown in (a), the radiator shroud ring and the protector contact area A (<B) are the cross-sectional area of the target arc, the surface pressure at the time of collision is increased, and the ring 48c is actively damaged, so that the first protector 51 can be protected from damage or the like.

In the high-voltage harness wiring structure according to the first embodiment, the high-voltage harness H2 covered by the first protector 51 has the upper portion on the power control unit 3 side fixed to the vehicle body 45 and the lower portion on the cross beam subframe 46 side to the vehicle body 45. The upper part of the first protector 51 on the side of the power control unit 3 is straightly suspended, and the lower part of the side of the cross beam subframe 46 is inclined to the outside of the vehicle so as to be inclined with respect to the lateral rib 48b of the radiator shroud 48. And a crossing at a right angle with respect to the ring tangent TL of the radiator shroud 48, and a strong electric power that hangs down from the lower end of the first protector 51 with a vehicle outer inclination angle θ. The harness H2 was covered with a corrugated 53.
Therefore, in the first embodiment, as shown in FIG. 26, the first protector 51 is simply defined in the shape of a hemisphere and intersects with the transverse rib 48b of the radiator shroud 48 at an angle other than a right angle, and the ring Crossing at a right angle to the tangent line TL can be achieved, and the vertical swing of the cross beam subframe 46 is absorbed by the corrugated 53 portion extending from the lower end of the first protector 51. Allow extra length.

In the high-voltage harness routing structure according to the first embodiment, the lower portion of the first protector 51 having an angle θ that is inclined toward the outside of the vehicle is the middle position of the longitudinal ribs 48b and 48b adjacent to the radiator shroud 48 in the circumferential direction. Set to.
Therefore, in the first embodiment, as shown in part B of FIG. 26, the first protector 51 is configured to actively avoid the interference between the first protector 51 and the vertical rib 48b. And the hybrid power unit HEV-PU can be surely prevented.

In the high-voltage harness wiring structure according to the first embodiment, the drive power unit is a hybrid power unit HEV-PU having a transverse engine E and two motor generators MG1 and MG2 as a drive source. An inverter function for converting a direct current from the motor generator MG1 or MG2 into an alternating current, and converting an alternating current generated by the motor generator MG1 or MG2 to a direct current to the battery 4 during regeneration, and a direct current from the battery 4 Is a power control unit 3 having a distribution board function for distributing the power to the electric auxiliary unit via the high-voltage harness H2, and the electric auxiliary unit is an electric compressor unit A / CON that drives the compressor by a motor.
Therefore, when connecting the power control unit 3 and the electric compressor unit A / CON with the high-voltage harness H2, the high-voltage harness H2 is damaged without affecting the driving performance in a very narrow space where the front end of the hybrid vehicle has many restrictions. In the event of a collision, the high-strength harness H2 routing structure that reliably protects the high-strength harness H2 covered by the first protector 51 from damage by actively avoiding the high-strength portions of the radiator shroud 48 in the event of a collision. Can be provided.

Next, the effect will be described.
In the high power harness wiring structure for a vehicle according to the first embodiment, the effects listed below can be obtained.

  (1) The cross beam 46 is elastically supported on the vehicle body 45, the hybrid power unit HEV-PU is mounted on the cross beam sub frame 46, and the power by the vehicle body support is located at the upper position of the left end of the hybrid power unit HEV-PU in the vehicle width direction. The control unit 3 is arranged, the electric compressor unit A / CON supported by the power unit is arranged at the lower front position at the right end in the vehicle width direction, and the electric power control unit 3 arranged between the hybrid power unit HEV-PU and the electric In a vehicle in which the compressor unit A / CON is connected via a high-voltage harness H2, the wiring path from the connection end of the power control unit 3 to the connection end of the electric compressor unit A / CON of the high-voltage harness H2 is From the connection end of the power control unit 3 to the cross girder subframe 4 And a portion of the high-voltage harness H2 that hangs down toward the cross beam subframe 46 interferes with the radiator shroud 48. The outer periphery of the region including the portion is covered with the first protector 51, and the high-voltage harness H2 covered with the first protector 51 is routed so as to avoid the fan motor existence range and the vertical rib existence range of the radiator shroud 48. Due to the path, the strong electric power covered by the first protector 51 is avoided by actively avoiding the high-strength portion of the radiator shroud 48 at the time of collision while preventing damage to the high electric harness H2 and shortening the life without affecting the driving performance. The harness H2 can be reliably protected from damage.

  (2) The high-voltage harness H2 covered by the first protector 51 is set so that the protector routing axis PL intersects the two lateral ribs 48b of the radiator shroud 48 at an angle other than a right angle. The pressure can be reduced, and the first protector 51 can be protected from damage or the like at the time of collision.

  (3) Since the high-voltage harness H2 covered by the first protector 51 is set so that the protector routing axis PL intersects the tangent TL of the ring 48c of the radiator shroud 48 at a right angle, the surface pressure at the time of collision Since the height of the ring 48c is positively broken, the first protector 51 can be protected from breakage and the like.

  (4) The high-voltage harness H2 covered by the first protector 51 has the upper part on the power control unit 3 side fixed to the vehicle body 45, the lower part on the cross beam subframe 46 side is free with respect to the vehicle body 45, and the first protector 51 The upper part of the power control unit 3 side is drooped straight, and the lower part of the cross beam subframe 46 side has an angle θ that inclines to the outside of the vehicle, and intersects the lateral rib 48b of the radiator shroud 48 at an angle other than a right angle. At the same time, a high-voltage harness H2 that hangs from the lower end of the first protector 51 with a vehicle outer inclination angle θ is covered with a corrugate 53 so as to intersect with the ring tangent line TL of the radiator shroud 48 at a right angle. Therefore, just defining the shape of the first protector 51 in a square shape, It is possible to achieve a setting that intersects the transverse rib 48b of the 48 at an angle other than a right angle and intersects at an angle perpendicular to the ring tangent TL, and extends from the lower end of the first protector 51. The portion of the corrugated 53 that exits can have a surplus length that absorbs the vertical swing of the cross beam subframe 46.

  (5) Since the lower portion of the first protector 51 having an angle θ inclined to the outside of the vehicle is set at the intermediate position between the longitudinal ribs 48b and 48b adjacent to the radiator shroud 48 in the circumferential direction, It is possible to reliably prevent the one protector 51 from being sandwiched between the vertical rib 48b and the hybrid power unit HEV-PU.

  (6) The drive power unit is a hybrid power unit HEV-PU having a horizontally mounted engine E and two motor generators MG1 and MG2 as a drive source, and the power distribution unit supplies direct current from the battery 4 to the motor generator MG1 during power running. Alternatively, the inverter function of converting the alternating current to MG2 to convert the alternating current generated by the motor generator MG1 or MG2 to the direct current to the battery 4 at the time of regeneration, and the direct current from the battery 4 to be electrically driven via the high-voltage harness H2. A power control unit 3 having a distribution board function for distributing to the auxiliary unit, and since the electric auxiliary unit is an electric compressor unit A / CON that drives the compressor by a motor, the power control unit 3 and the electric compressor unit To connect A / CON with high-voltage harness H2 Therefore, in a very narrow space where the front end of the hybrid vehicle has many restrictions, the high-strength part of the radiator shroud 48 is actively used in the event of a collision while preventing damage to the high-voltage harness H2 and reducing the service life without affecting the driving performance. Therefore, it is possible to provide a wiring structure for the high-voltage harness H2 that reliably protects the high-voltage harness H2 covered by the first protector 51 from damage.

  As described above, the high-voltage harness wiring structure of the vehicle according to the present invention has been described based on the first embodiment, but the specific configuration is not limited to the first embodiment, and each claim of the claims Design changes and additions are allowed without departing from the gist of the invention.

  In the first embodiment, an example of a hybrid power unit HEV-PU having a horizontal engine E as a drive source and two motor generators MG1 and MG2 as a drive power unit has been shown. However, the drive power unit includes an engine and one motor generator. A hybrid power unit, a power unit (engine vehicle) using only an engine, a power unit (electric vehicle) using only a motor generator, and the like are also included.

  In the first embodiment, as a power distribution unit, the direct current from the battery 4 is converted into alternating current to the motor generator MG1 or MG2 during power running, and the alternating current generated by the motor generator MG1 or MG2 during regeneration is direct current to the battery 4 An example of the power control unit 3 having an inverter function for converting to DC and a distribution board function for distributing the direct current from the battery 4 to the electric accessory unit via the high-voltage harness H2 is shown. A switchboard with no function is also included.

  In the first embodiment, an example of the electric compressor unit A / CON in which the compressor is driven by a motor is shown as the electric auxiliary unit. However, the electric auxiliary unit is limited to an electric compressor unit for an air conditioner as long as it is an in-vehicle electric auxiliary unit. is not.

  In Example 1, although the example by two strong electric wires which flow a direct current was shown as a high electric harness, this invention is applicable also to the case of the three strong electric wires which flow a three-phase alternating current.

  In the first embodiment, an example of application to a front-wheel drive hybrid vehicle having a drive power unit mounted on the front is shown. It can also be applied to vehicles, electric vehicles, and the like. In short, the present invention can be applied to any vehicle in which a drive power unit is mounted on a sub-frame elastically supported by a vehicle body, and a power distribution unit and an electric accessory unit arranged with the drive power unit interposed therebetween are connected via a high-voltage harness.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall system diagram illustrating a drive system of a hybrid vehicle to which a high-voltage harness routing structure according to a first embodiment is applied. It is a FF drive system layout top view of a hybrid vehicle to which the high-voltage harness wiring structure of the first embodiment is applied. It is a FF drive system layout side view of a hybrid vehicle to which the high-voltage harness wiring structure of the first embodiment is applied. It is a figure which shows the high electric harness covered with the protector employ | adopted as the high electric harness wiring structure of Example 1, and the high electric harness covered with the corrugated. It is a front view which shows the high-voltage harness wiring structure of Example 1. It is the top view and side view which show the 2nd protector part of the high-voltage harness wiring structure of Example 1. It is a front view which shows the 1st protector part of the high-voltage harness wiring structure of Example 1. It is a top view which shows the 2nd protector part passed through the engine mount of the high-voltage harness wiring structure of Example 1. It is the sectional view on the AA line of FIG. 8 which shows the 2nd protector part passed through the engine mount of the high-voltage harness wiring structure of Example 1. FIG. It is a front view which shows the 1st protector part passed through the back surface of the radiator shroud of the high-voltage harness wiring structure of Example 1. It is explanatory drawing of the example of whole wiring structure in the case of covering a high-power harness with a protector. It is explanatory drawing of the problem of the whole wiring in the case of covering a high-voltage harness with a protector. It is explanatory drawing of a problem at the time of fixing the corrugate which covers a high-voltage harness directly to a cross beam sub-frame. FIG. 6 is an explanatory diagram of a high-power harness breakage preventing action in the high-power harness wiring structure according to the first embodiment. It is a strong-electric-harness protection action explanatory drawing at the time of the collision in the high-power-harness wiring structure of Example 1. FIG. It is explanatory drawing of a problem in case there is no corrugate surplus length in a high-voltage harness wiring structure. It is a strong-electric harness wiring structure of Example 1, and is a cutting | disconnection prevention explanatory drawing at the time of the vertical movement of the cross beam sub-frame by corrugated extra length. It is explanatory drawing of the example of a whole wiring structure in the case of routing a high-voltage harness through the front of the engine mount of a cross beam sub-frame. It is explanatory drawing of a problem in the case of routing a high voltage harness through the front of the engine mount of the cross beam subframe. It is operation | movement explanatory drawing at the time of the collision in the wiring structure which passes the space formed in the engine mount of Example 1 through a high-voltage harness. It is operation | movement explanatory drawing at the time of the offset collision in the routing structure which passes the space formed in the engine mount of Example 1 through a high-voltage harness. It is operation | movement explanatory drawing at the time of the front collision in the wiring structure which passes the space formed in the engine mount of Example 1 through a high-voltage harness. It is operation | movement explanatory drawing at the time of the severe frontal collision in the wiring structure which passes the space formed in the engine mount of Example 1 through a high-voltage harness. It is explanatory drawing of the example of a wiring structure in the case of wiring a high electric harness through the back position of the vertical rib of a radiator shroud. It is explanatory drawing of the problem in the case of covering, when wiring a high electric harness through the back position of the vertical rib of a radiator shroud. It is operation | movement explanatory drawing in the wiring structure which passes the high electric harness of Example 1 avoiding the motor presence range and vertical rib presence range of a radiator shroud. It is an effect explanatory view showing the angle relation between the transverse rib and the 1st protector in the routing structure which passes the high power harness of Example 1 while avoiding the fan motor existence range and the longitudinal rib existence range of the radiator shroud. It is an effect explanatory view showing the angle relation between the ring and the 1st protector in the routing structure which passes the high power harness of Example 1 while avoiding the fan motor existence range and the longitudinal rib existence range of the radiator shroud.

Explanation of symbols

E engine (drive power unit)
MG1 1st motor generator (drive power unit)
MG2 Second motor generator (drive power unit)
OS output sprocket
TM Power split mechanism
A / CON electric compressor unit (electric auxiliary unit)
1 Engine controller 2 Motor controller 3 Power control unit (distribution unit)
4 Battery 5 Brake controller 6 Integrated controller
H2 High-voltage harness 45 Car body 46 Cross girder subframe (subframe)
47 Radiator 48 Radiator shroud 48a Motor rib 48b Horizontal rib 48c Ring 48d Vertical rib 51 First protector (protector)
52 2nd protector 53 Corrugated 54 Engine mount (drive power unit mount)
54a First mount bracket 54b Second mount bracket 54c Third mount bracket 54d Mount body 55, 56 Bracket
P1, P2, P3, P4 Fixed point O Engine mount center point S Space

Claims (4)

A sub-frame is elastically supported on the vehicle body, and a driving power unit is mounted on the sub-frame. When the left and right ends in the vehicle width direction of the driving power unit are referred to as a first end and a second end, respectively, the upper part of the first end A power distribution unit supported by a vehicle body is disposed at a position, an electric auxiliary machine unit supported by a drive power unit is disposed at a lower position of the second end portion, and the power distribution unit and the electric auxiliary machine unit disposed with the drive power unit interposed therebetween In a vehicle connected with a high-voltage harness,
After hanging down the wiring path from the connection end of the power distribution unit to the connection end of the electric accessory unit of the high-voltage harness along the back surface of the radiator shroud from the connection end of the power distribution unit toward the subframe, A detour route extending in the vehicle width direction along the subframe,
The portion of the high-voltage harness that hangs down toward the sub-frame covers the outer periphery of the region including the interference portion with the radiator shroud with a protector, and the protector that covers the high-voltage harness is connected to the fan motor existence range and the radiator. A high-voltage harness wiring structure for a vehicle characterized in that a range avoiding the vertical rib existence range of the shroud is used as a wiring route. In the high-voltage harness wiring structure for a vehicle according to claim 1,
The high- power harness wiring structure for a vehicle, wherein the protector covering the high-power harness is set so that a protector wiring axis intersects with a lateral rib of the radiator shroud at an angle other than a right angle. In the high-voltage harness wiring structure for a vehicle according to claim 1 or 2,
The high- power harness wiring structure for a vehicle, wherein the protector covering the high-power harness is set so that a protector wiring axis intersects at a right angle with respect to a tangent of the ring of the radiator shroud. In the high-voltage harness wiring structure for a vehicle according to any one of claims 1 to 3,
The protector that covers the high-voltage harness, the upper part of the power distribution unit side is fixed to the vehicle body, the lower part of the subframe side is free with respect to the vehicle body,
The upper part of the protector on the power distribution unit side is drooped straight, and the lower part on the subframe side is inclined to the outside of the vehicle so as to intersect with the transverse rib of the radiator shroud at an angle other than a right angle, and Crossing at a right angle to the ring tangent of the radiator shroud,
A high-voltage harness wiring structure for a vehicle, wherein a high-voltage harness hanging from the lower end of the protector with an inclination angle outside the vehicle is covered with a corrugate.

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