JP4943494B2 - Auxiliary guide structure at the time of vehicle collision - Google Patents

Description

  The present invention relates to an auxiliary equipment guide structure at the time of a vehicle collision for preventing an auxiliary equipment mounted on a vehicle that has caused a collision accident from entering a passenger compartment.

  The auxiliary machine needs to be mounted on the vehicle so that the passenger and the surroundings are not affected even if a collision accident occurs in the vehicle. In particular, with respect to hybrid vehicles, since many auxiliary machines are mounted, the mounting method is important. In this regard, Patent Document 1 states that “the inverter of the hybrid vehicle is arranged on the left side of the vehicle in the front engine room, and the bottom surface of the inverter 51 extends in the vehicle front-rear direction on the vehicle body side (not shown). In general, a configuration in which the vehicle is fastened via a flat inverter tray (not shown) has been adopted .... However, in such a configuration, as shown by a two-dot chain line in FIG. When the radiator core support 54 forming the skeleton of the vehicle body is displaced rearward of the vehicle, the radiator core support 54 moves rearward as shown by a two-dot chain line in FIG. 54, there is a problem that the case of the inverter 51 and internal equipment are damaged due to interference. In particular, the voltage of the inverter mounted on the hybrid vehicle is higher than that of the on-vehicle 12V battery. For this reason, if the inverter is damaged, a secondary disaster such as a leakage accident may occur. In order to prevent such secondary disasters, there are some countries that are regulated by legal systems so that the inverter will not be damaged even if a collision occurs.

  As an example of an invention that prevents an auxiliary device such as an inverter from being broken even if a collision accident occurs, Patent Document 1 discloses a vehicle body at the time of a frontal collision between a front surface of the inverter and a radiator core support that forms a skeleton of the vehicle body. It is described that a buffer member for reducing input is provided.

JP 2006-117051 A

  However, even if the invention described in Patent Document 1 is used, if a load that can be absorbed by the cushioning member is input to the body (vehicle body) at the time of a collision, this load will be used as an auxiliary machine mounted on the vehicle (for example, , Inverter), and this auxiliary machine will be damaged. Further, depending on the magnitude and direction of the load applied to the auxiliary machine, the auxiliary machine may be detached from the body without being damaged. Even in this case, the auxiliary machine that is out of the body jumps into the passenger cabin and injures the passenger.

  Furthermore, in recent years, engine rooms have become smaller due to demands for smaller vehicles. For this reason, in the event of a collision accident, the bumper or bonnet cannot absorb the load at the time of the collision, and the load is easily input to the auxiliary machine.

  In addition, an auxiliary machine may be installed in front of the driver's seat due to vehicle design. Even if a collision accident occurs in such a vehicle and the load at the time of collision is input to the auxiliary machine and the auxiliary machine is not damaged and comes off the body, the auxiliary machine jumps out to the passenger compartment and pushes the steering wheel. The driver is seriously injured.

  An object of the present invention is to evacuate an auxiliary machine without breaking it and entering a passenger cabin in the event of a vehicle collision accident.

  An auxiliary machine guide structure at the time of a vehicle collision according to the present invention is (a) formed of a single metal plate, and fixedly arranged with respect to the vehicle in an engine room located between a vehicle end and a passenger cabin. An inclined portion extending in an inclined manner so as to rise toward the passenger compartment side with respect to the auxiliary equipment disposed in the engine room, and both edges of the inclined portion A tray having a rail portion that protrudes upward from the portion and forms a U-shaped storage space together with the inclined portion; (b) a protrusion that is attached to the auxiliary device and extends downward; and (c) the auxiliary device. Is fixed to the vehicle, and the protrusion is made to be contained in the U-shaped storage space when a predetermined force or more is input to the auxiliary machine from the vehicle end side. An auxiliary machine holding mechanism for removing the auxiliary machine in a direction. That.

  According to the present invention, in a normal state where no collision accident has occurred, the auxiliary machine is fixedly held with respect to the vehicle, and when a collision accident occurs and a load is applied to the auxiliary machine, the auxiliary machine is not in the passenger compartment. The projecting part enters the storage space having a U-shaped cross section, and the auxiliary machine moves along the rail part and moves obliquely upward. Therefore, in the event of a vehicle collision, the auxiliary equipment can be retracted without breaking and entering the passenger compartment.

It is a side view which shows the internal structure of a vehicle. It is a side view which shows the structure in an engine room. It is a side view of the inverter of the state attached to the tray. It is a perspective view which shows a tray and an auxiliary machinery holding mechanism. Both (a) and (b) are perspective views of the accessory fixing bracket. (A) And (b) is a side view for demonstrating the motion of the inverter when a vehicle collides head-on with an obstacle. It is a side view which shows the modification of the structure in an engine room.

  One embodiment will be described with reference to FIGS. For convenience of explanation, this embodiment is referred to as a first embodiment. FIG. 1 is a side view showing the internal structure of the vehicle 101. The vehicle 101 has a passenger cabin 102 in which passengers (not shown) are accommodated. An engine room 103 is provided in front of the passenger cabin 102 in the vehicle 101. A bumper 104 is attached to a location that is in front of the vehicle 101 and is the front end of the vehicle 101 with respect to the engine room 103. The vehicle 101 also has a front side frame 105. The front side frame 105 is disposed adjacent to the engine room 103 in the width direction of the vehicle 101, extends in the horizontal direction as shown in FIG. The rear end portion of the front side frame 105 is connected to a passenger cabin frame 106 that forms the skeleton of the passenger cabin 102. On the other hand, the front end portion of the front side frame 105 is connected to the bumper 104 via a reinforcement 107. The lean reinforcement 107 absorbs the impact force input to the bumper 104.

  The engine room 103 is covered with a hood 108. The bonnet 108 forms a slope that gently rises from the front end of the vehicle 101 toward the rear. A reinforcement 109 is attached to the lower surface of the bonnet 108.

  The engine room 103 and the passenger compartment 102 are partitioned by a partition wall 110. The partition wall 110 includes various members such as a dash panel, a silencer, and a cowl. An electronic control brake system ECB (Electric Control Braking System) is attached to the partition wall 110. A steering shaft 111 projects from the partition wall 110 toward the passenger compartment 102. The steering shaft 111 is inclined so that the rear side of the vehicle 101 faces upward, and a steering wheel 112 is attached to the tip thereof.

  FIG. 2 is a side view showing the structure inside the engine room 103. This will be described with reference to FIGS. In the engine room 103, an inverter 201 as an auxiliary machine is arranged. The inverter 201 has a substantially rectangular parallelepiped shape. The inverter 201 is inclined obliquely so that the upper surface thereof is separated from the bonnet 108 and faces the bonnet 108 substantially in parallel. This is due to a design requirement that the space in the engine room 103 should be used as efficiently as possible, and that auxiliary equipment such as the inverter 201 must be located at a predetermined distance or more from the hood 108. It is.

  A tray 202 is disposed in the engine room 103. The tray 202 is fixedly attached to the vehicle 101. The tray 202 is formed by pressing from a single metal plate, and forms an inclined portion 203 and a plate surface portion 204. The inclined portion 203 is arranged side by side on the passenger cabin 102 (see FIG. 1) side with respect to the inverter 201. The inclined portion 203 extends so as to rise as it goes toward the passenger compartment 102 side. The plate surface portion 204 is a flat member extending from the edge of the inclined portion 203 on the bonnet 108 (see FIG. 1) side to the front side of the vehicle 101, and is located below the inverter 201. The inclined portion 203 and the plate surface portion 204 form an obtuse angle, and the corner portion formed at these intersections faces downward. Therefore, as shown in FIG. 2, the tray 202 appears as if the character “he” is inverted upside down in a side view.

  A fixed attachment member 205 attached by welding or the like is provided on the lower surface of the plate surface portion 204. The fixing attachment member 205 has a substantially triangular shape in side view, and is fixedly attached to the front side frame 105 by bolts and nuts (not shown). As a result, the tray 202 is fixedly attached to the vehicle 101. The plate surface portion 204 is inclined so as to rise from the front to the rear of the vehicle 101. The inclined portion 203 is inclined with a steeper slope than the plate surface portion 204.

  As described above, the electronically controlled brake system ECB is positioned above the front side frame 105 and behind the inclined portion 203 with respect to the tray 202 disposed in the engine room 103 as described above. An engine mount 206 is disposed in a substantially triangular space formed between the front side frame 105 and the fixed mounting member 205 in a side view.

  FIG. 3 is a side view of the inverter 201 attached to the tray 202. FIG. 4 is a perspective view showing the tray 202 and the first auxiliary machine holding mechanism 250. FIG. 5A is a perspective view of the first accessory fixing bracket 251. FIG. FIG. 5B is a perspective view of the first accessory fixing bracket 251 viewed from a direction different from that in FIG. For the sake of explanation, the inverter 201 is omitted in FIG.

  At both edge portions of the inclined portion 203 of the tray 202, rail portions 213 formed by bending project out upward. In addition, a bead 214 extending in parallel with the rail portion 213 is formed at the approximate center in the width direction of the inclined portion 203. This bead 214 is also formed by bending. The rail part 213 and the bead 214 increase the rigidity of the inclined part 203 and prevent the inclined part 203 from being bent by an impact force applied to the inclined part 203. The inclined portion 203 and the rail portion 213 form a storage space 215 having a U-shaped cross section having a size capable of containing a first accessory fixing bracket 251 (described later).

  A first base portion 207 is formed at a bent portion between the inclined portion 203 and the plate surface portion 204. Further, a second base 208 and a third base 209 are formed at the end of the plate surface portion 204 on the bumper 104 side so as to be separated side by side in the width direction of the tray 202.

  By the way, the first auxiliary machine fixing bracket 251, the second auxiliary machine fixing bracket 252 and the third auxiliary machine fixing bracket 253 as projections are attached to the inverter 201 by bolts and nuts (not shown). Are both protruding downward. The first accessory fixing bracket 251 is attached to the passenger cabin 102 side of the inverter 201. The second accessory fixing bracket 252 and the third accessory fixing bracket 253 are attached to the bumper 104 side of the inverter 201.

  The first accessory fixing bracket 251 has a triangular shape in which the passenger cabin 102 side is tapered in plan view. The first accessory fixing bracket 251 has a flat portion 254 that is in contact with the upper surface of the first base portion 207 on the bumper 104 side. The flat portion 254 is provided with a U-shaped notch 255 that opens to the bumper 104 side. Further, a contact portion 256 that inclines so as to rise from the plane portion 254 extends from the plane portion 254 to the passenger compartment 102 side. The contact portion 256 is inclined at the same angle as the inclined portion 203 of the tray 202.

  A portion extending from the flat surface portion 254 to the contact portion 256 at the approximate center in the width direction of the first accessory fixing bracket 251 is raised in a trapezoidal shape to become an accessory side area 257 attached to the inverter 201. Bolt holes 257a for fastening to the inverter 201 by bolts and nuts (not shown) are formed in the accessory side area 257. Furthermore, wall portions 258 are formed in the both end regions from the flat surface portion 254 to the contact portion 256 by bending work upward.

  As shown in FIG. 4, the first base portion 207 is provided with a bolt hole 210 at a location corresponding to the U-shaped notch 255 of the first accessory fixing bracket 251. Bolts 211 are inserted from below the bolt holes 210 and protrude upward from the tray 202 as shown in FIG. The bolt 211 enters the U-shaped notch 255 of the first accessory fixing bracket 251 positioned on the upper surface of the first base portion 207. The nut 212 is screwed to the bolt 211 and firmly holds the flat surface portion 254. At this time, the nut 212 is screwed into the bolt 211 so that the bolt 211 does not come out from the opening side of the U-shaped notch 255 unless a load input to the inverter 201 is applied in the event of a collision, and the first auxiliary member together with the bolt 211 is screwed. The machine fixing bracket 251 is fastened and fixed. Here, the flat surface portion 254, the bolt 211, and the nut 212 provided in the first accessory fixing bracket 251 constitute a first accessory holding mechanism 250. When the bolt 211 and the nut 212 fasten and fix the first accessory fixing bracket 251, the flat surface portion 254 comes into contact with the first base portion 207 and the contact portion 256 comes into contact with the inclined portion 203.

  The second accessory fixing bracket 252 and the third accessory fixing bracket 253 basically have the same structure as the first accessory fixing bracket 251, but do not form the contact portion 256. This is different from the first accessory fixing bracket 251 in that respect. Each of the second accessory fixing bracket 252 and the third accessory fixing bracket 253 has a flat portion 254 provided with a U-shaped notch 255. Here, the second accessory fixing bracket 252 is positioned on the upper surface of the second base portion 208. The third accessory fixing bracket 253 is positioned on the upper surface of the third base portion 209. The second accessory fixing bracket 252 and the third accessory fixing bracket 253 are inserted into the U-shaped notch 255 and inserted into the U-shaped notch 255 from below the plate surface portion 204, and a nut 212 that is screwed to the bolt 211. And is clamped and fixed to the area on the bumper 104 side in the plate surface portion 204. Here, the flat portion 254, the bolt 211, and the nut 212 provided in the second accessory fixing bracket 252 or the third accessory fixing bracket 253 constitute a second accessory holding mechanism 250a.

  FIGS. 6A and 6B are side views for explaining the movement of the inverter 201 when the vehicle 101 collides head-on with the obstacle Z (see FIG. 1). In the present embodiment, the tray 202 is fixedly arranged with respect to the vehicle 101 in the engine room 103 by the fixed attachment member 205 being supported by the front side frame 105. Then, the first accessory fixing bracket 251 attached to the inverter 201 is fixed to the first base portion 207 of the tray 202 by the first accessory holding mechanism 250. Further, the second accessory fixing bracket 252 attached to the inverter 201 is fixed to the second base portion 208 of the tray 202 by the second accessory holding mechanism 250a. Further, the third accessory fixing bracket 253 attached to the inverter 201 is fixed to the third base 209 of the tray 202 by the second accessory holding mechanism 250a. In this way, the position of the inverter 201 with respect to the vehicle 101 is fixed in a normal state where no collision accident has occurred.

  Consider a case where the vehicle 101 collides frontally with an obstacle Z (see FIG. 1). In this case, first, the bumper 104 (see FIG. 1) contacts the obstacle Z, and the bumper 104 receives an impact force from the obstacle Z. This impact force is weakened by the reinforcement 107 (see FIG. 1). However, when the vehicle 101 collides with the obstacle Z at high speed, as shown in FIG. 6A, the impact force F due to the collision is input to the most bumper 104 side of the inverter 201. When the inverter 201 receives an impact force F and a force directed toward the passenger cabin 102 having a predetermined size or more is applied to the first auxiliary machine holding mechanism 250 and the second auxiliary machine holding mechanism 250a, the first auxiliary machine is fixed. The metal fittings 251, the second auxiliary machine fixing metal fittings 252 and the third auxiliary machine fixing metal fittings 253 move to the passenger cabin 102 side to move to the first base part 207, the second base part 208 and the third base. The unit 209 leaves. Thereby, as shown in FIG.6 (b), the inverter 201 moves to the passenger compartment 102 side. As a result, the first accessory fixing bracket 251 enters the storage space 215 (see FIG. 4), and the contact portion 256 (see FIG. 5A, etc.) of the first accessory fixing bracket 251 becomes the tray 202. It slides along the inclined part 203. At this time, the bottom portion of the inverter 201 may be in contact with the upper surface of the rail portion 213 so that the inverter 201 slides on the rail portion 213. Here, since the wall portion 258 (see FIGS. 5A and 5B) is formed on both side portions of the first accessory fixing bracket 251, the first accessory has been formed. When the fixing bracket 251 slides, it does not pierce the inclined portion 203. Then, the first accessory fixing bracket 251 is sandwiched between the rail portions 213, and the movement of the vehicle 101 in the width direction is restricted. As a result, the inverter 201 moves obliquely upward along the rail portion 213, and the inverter 201 does not collide with the partition wall portion 110 (see FIG. 1).

  As described above, according to the auxiliary machine guide structure at the time of the vehicle collision employed in the vehicle 101 of the present embodiment, the inverter 201 (auxiliary machine) is fixed to the vehicle 101 in a normal state where no collision accident has occurred. If the inverter 201 (auxiliary machine) is applied with a load due to a collision accident, the inverter 201 (auxiliary machine) leaves the passenger cabin 102 side. For this reason, even if a collision accident occurs, the inverter 201 (auxiliary machine) does not break. Further, in the vehicle 101 of the present embodiment, the first auxiliary equipment fixing bracket 251 enters the storage space 215 having a U-shaped cross section, and the inverter 201 (auxiliary equipment) moves along the rail portion 213 and moves obliquely upward. Moving. For this reason, the inverter 201 (auxiliary machine) can be retreated without entering the passenger compartment 102 in the event of a collision of the vehicle 101.

  Further, in the vehicle 101 of the present embodiment, the tray 202 is formed from a single metal plate and has an inclined portion 203 and a plate surface portion 204, and the inverter 201 (auxiliary machine) is attached to such a tray 202. ing. Therefore, even if the vehicle 101 travels and the body including the front side frame 105 vibrates, the distance between the first auxiliary machine holding mechanism 250 and the second auxiliary machine holding mechanism 250a does not change, The first auxiliary machine holding mechanism 250 and the second auxiliary machine holding mechanism 250a are not loosened so that the inverter 201 (auxiliary machine) does not fall off.

  Further, in the vehicle 101 of the present embodiment, the bead 214 is formed on the inclined portion 203 and the rigidity of the tray 202 is increased, so that even if the inverter 201 (auxiliary machine) collides with the tray 202 due to a collision accident. The tray 202 is not easily deformed.

  Further, in the vehicle 101 according to the present embodiment, the contact portion 256 is formed on the first accessory fixing bracket 251, and the contact portion 256 contacts the inclined portion 203 after the inverter 201 (auxiliary device) is detached. Since the first accessory fixing bracket 251 slides as it is, the inverter 201 (auxiliary device) can be reliably guided in the direction along the rail portion 213.

  FIG. 7 is a side view showing a modified example of the structure in the engine room 103. In this modification, the inverter 201 is arranged in the engine room 103 (see FIG. 1) so that the upper surface and the lower surface thereof are horizontal. Further, in this modification, the fixing attachment member 205 (see FIG. 2) is not provided on the lower surface of the plate surface portion 204. For this reason, in this modification, the engine mount 206 (see FIG. 2) is disposed in the engine room 103 at a location different from the location shown in FIGS. As a result, the plate surface portion 204 of the tray 202 is oriented horizontally, and the inclined portion 203 is inclined with respect to the horizontal plane.

  In this modification, when the vehicle 101 collides head-on with the obstacle Z (see FIG. 1), the impact force due to the collision is received by the entire front surface 201a of the inverter 201. As a result, the component force Pv in the direction orthogonal to the inclined portion 203 out of the force P applied to the first base portion 207 and the inclined portion 203 from the first accessory fixing bracket 251 is arranged by inclining the inverter 201 obliquely. This is smaller than the case (see FIG. 2). For this reason, in this modification, even if the inverter 201 collides with the tray 202, the tray 202 is more difficult to deform, and the inverter 201 (auxiliary machine) is reliably guided along the rail portion 213.

  In the above description, the case where the inverter 201 is adopted as an auxiliary machine installed in the tray 202 has been described. However, in addition to the inverter 201, various auxiliary machines such as a battery can be installed in the tray 202. Needless to say.

  In the above description, the auxiliary equipment guide structure at the time of a vehicle collision with respect to the inverter 201 disposed in the engine room 103 located between the passenger compartment 102 and the bumper 104 has been described. However, the passenger compartment 102 and the rear bumper (see FIG. The auxiliary machine guide structure described above is applied to the auxiliary machine arranged between the vehicle 101 and the auxiliary machine, and the auxiliary machine is prevented from entering the engine room 103 when it is bumped from the rear of the vehicle 101. It may be.

101 Vehicle 102 Passenger cabin 103 Engine room 104 Bumper (vehicle end)
201 Inverter (auxiliary machine)
202 Tray 203 Inclined portion 204 Plate surface portion 211 Bolt 212 Nut 213 Rail portion 214 Bead 215 Storage space 250 Auxiliary machinery holding mechanism (first auxiliary machinery holding mechanism)
250a Auxiliary machine holding mechanism (second auxiliary machine holding mechanism)
251 First accessory fixing bracket (protrusion)
254 Plane part 255 U-shaped notch 256 Contact part

Claims (5)

A tray that is formed from a single metal plate and is fixedly arranged with respect to the vehicle in an engine room located between the vehicle end and the passenger compartment, and is a tray that is arranged in the engine room. An inclined portion that is inclined and extends so as to rise toward the passenger cabin side along the passenger compartment side with respect to the aircraft, and a storage space that protrudes upward from both edges of the inclined portion and has a U-shaped cross section together with the inclined portion A rail portion that forms a tray, and
A protrusion attached to the auxiliary machine and extending downward;
A storage space having a U-shaped cross section when the auxiliary device is fixedly held with respect to the vehicle and a force of a predetermined level or more is input to the auxiliary device from the vehicle end side. An auxiliary machine holding mechanism for detaching the auxiliary machine in a direction to be contained in
Auxiliary machinery guide structure at the time of vehicle collision. The tray has a plate surface portion that extends from an edge of the inclined portion on the vehicle end side to the vehicle end portion side and is positioned below the auxiliary machine,
The auxiliary machine holding mechanism is
A first auxiliary machine holding mechanism for holding the protrusion on the inclined surface;
A second auxiliary machine holding mechanism for holding the auxiliary machine in a region of the plate surface portion on the vehicle end side;
including,
The auxiliary machine guide structure at the time of the vehicle collision of Claim 1. The inclined portion has a bead extending in parallel with the rail.
The auxiliary machine guide structure at the time of the vehicle collision of Claim 1 or 2. The auxiliary machine holding mechanism is
A flat surface portion that is included in the protrusion and forms a U-shaped notch that opens to the vehicle end side;
A bolt protruding upward from the tray and entering the U-shaped notch;
A nut that is screwed into the bolt and sandwiches the flat portion;
including,
The auxiliary machine guide structure at the time of the vehicle collision as described in any one of Claim 1 to 3. The protrusion has a contact portion that slides along the inclined portion after the auxiliary machine is detached.
The auxiliary machine guide structure at the time of the vehicle collision as described in any one of Claim 1 to 4.

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