WO2013183500A1

WO2013183500A1 - High-voltage-harness connection structure for electric vehicle

Info

Publication number: WO2013183500A1
Application number: PCT/JP2013/064799
Authority: WO
Inventors: 竜介辛島
Original assignee: 日産自動車株式会社
Priority date: 2012-06-05
Filing date: 2013-05-28
Publication date: 2013-12-12

Abstract

The present invention prevents damage to a connector for a motor-side high-voltage harness in a front collision. An inverter (12) and a motor-generator (6) are disposed in a front compartment (1) of a vehicle and connected to each other via a motor-side high-voltage harness (26). In this high-voltage-harness connection structure for an FF plug-in hybrid vehicle, a plug connector (27) provided on the inverter-side end of the aforementioned motor-side high-voltage harness (26) is connected to a position on the back surface of the inverter (12). The motor-side high-voltage harness (26) is coupled to the periphery of the plug connector (27), and an air cleaner (9) that is less rigid than the plug connector (27) is disposed, towards the rear of the vehicle, so as to face the back surface of the plug connector (27).

Description

High-voltage harness connection structure for electric vehicles

The present invention relates to a high-power harness connection structure for an electric vehicle in which an inverter and a motor arranged in a front room are connected by a motor-side high-power harness.

Conventionally, a high-voltage harness connection structure for a hybrid vehicle in which a motor A and a motor B (generator) arranged in the front room (engine room) of the hybrid vehicle and an inverter are connected by a motor-side high-voltage harness is known. In this high-voltage harness connection structure, the inverter disposed above the motor A and the motor B is set in an inclined state opened in the vehicle front direction and the vehicle width direction, and connectors (connection terminals) are provided at both ends. The motor-side high-voltage harness is used for connection (see, for example, Patent Document 1).

Japanese Patent Laid-Open No. 2001-97052

However, in the conventional high-voltage harness connection structure, at the time of a collision in which an impact load is applied from the front of the vehicle (hereinafter referred to as “the occurrence of a front collision”), the inclination setting inverter rotates in a direction approaching to motor A and motor B By doing so, it is set as the structure which opens further in the vehicle front direction. For this reason, when a front collision occurs, the deformable member from the front of the vehicle accompanying the deformation of the vehicle body and the connector of the motor-side high-voltage harness connected to the inverter may directly interfere (primary interference). There was a problem that the connector was damaged by the interference.

The present invention has been made paying attention to the above problem, and an object of the present invention is to provide a high-voltage harness connection structure for an electric vehicle that can prevent damage to the connector of the motor-side high-voltage harness when a front collision occurs.

In order to achieve the above object, the present invention is based on a high-voltage harness connection structure for an electric vehicle in which an inverter and a motor are arranged in a vehicle front room, and the inverter and the motor are connected via a motor-side high-voltage harness. .
In the high-voltage harness connection structure of this electric vehicle,
The connector provided in the inverter side edge part among the both ends of the said motor side strong electric harness was connected to the back surface position of the said inverter.
The motor-side high-voltage harness was connected to the peripheral surface position of the connector.
A cushioning component having a rigidity lower than that of the connector is disposed at a vehicle rear position facing the back surface of the connector.

Therefore, the connector provided at the inverter side end of the motor side high voltage harness is connected to the back position of the inverter. In a state where the motor-side high-voltage harness is connected to the inverter, the motor-side high-voltage harness is connected to the peripheral surface of the connector, and a cushioning component having a rigidity lower than that of the connector is disposed at a vehicle rear position facing the back surface of the connector.
In other words, the configuration in which the motor-side high-voltage harness is connected to the rear position of the inverter prevents the primary interference in which the deformable member and the connector directly interfere with the connector from the front of the vehicle when the front collision occurs. When the inverter moves toward the rear of the vehicle along with the deformation of the front part of the vehicle body, the rear surface of the connector interferes with the buffer component, and the buffer component having low rigidity is deformed by the connector having high rigidity toward the rear of the vehicle. Will move. In other words, the secondary interference of the connector due to the movement of the inverter is intentionally caused to interfere with the buffer component having lower rigidity than the connector, thereby preventing the connector from being damaged.
As described above, when the front collision occurs, the buffer part is arranged at a position where the connector interferes with the rearward movement of the inverter in the vehicle, so that the connector of the motor-side high-voltage harness can be prevented from being damaged.

1 is an overall system diagram illustrating an FF plug-in hybrid vehicle to which a high-voltage harness connection structure according to a first embodiment is applied. 1 is a front view showing a power train system element arrangement structure in a front room in an FF plug-in hybrid vehicle of Example 1. FIG. 1 is a plan view showing a power train system element arrangement structure in a front room in an FF plug-in hybrid vehicle of Example 1. FIG. 1 is a side view showing a power train system element arrangement structure in a front room in an FF plug-in hybrid vehicle of Example 1. FIG. In the FF plug-in hybrid vehicle of Example 1, it is the perspective view which looked at the connection structure of the motor side heavy electric harness with respect to the inverter in a front room from diagonally forward. In the FF plug-in hybrid vehicle of Example 1, it is the perspective view which looked at the connection structure of the motor side heavy electric harness with respect to the inverter in a front room from diagonally back. In the FF plug-in hybrid vehicle of Example 1, it is the rear view which looked at the connection structure of the motor side high power harness and battery side high power harness in a front room from the vehicle rear side. FIG. 3 is a side view showing the positional relationship between the inverter and the air cleaner in the front room in the FF plug-in hybrid vehicle of the first embodiment. FIG. 5 is an operation explanatory diagram illustrating an interference operation between an inverter and an air cleaner when a front collision occurs in the FF plug-in hybrid vehicle of the first embodiment.

Hereinafter, the best mode for realizing the high-voltage harness connection structure for an electric vehicle of the present invention will be described based on Example 1 shown in the drawings.

First, the configuration will be described.
The configuration of the high-voltage harness connection structure of the FF plug-in hybrid vehicle (an example of an electric vehicle) according to the first embodiment is divided into “overall system configuration”, “power train system element arrangement configuration”, and “high-voltage harness connection configuration”. explain.

[Overall system configuration]
FIG. 1 is an overall system diagram showing an FF plug-in hybrid vehicle to which the power train element arrangement structure of the first embodiment is applied. The overall system configuration of the plug-in hybrid vehicle will be described below with reference to FIG.

As shown in FIG. 1, the FF plug-in hybrid vehicle includes a front room 1 on the front side of the vehicle on which the power train system elements are mounted, a center room 2 on which a driver and an occupant are seated, and a vehicle rear side on which the battery system elements are mounted. The rear room 3 is divided into three spaces.
Here, the “power train system element” refers to each component element that includes the electronic control system and constitutes the power train system. The “battery system element” refers to each component element that includes the electronic control system and constitutes the battery system.

As shown in FIG. 1, the front room 1 includes a horizontal engine 4, a first clutch 5, a motor / generator 6, a second clutch 7, and a belt type continuously variable transmission 8. It is arranged as a system element. The horizontal engine 4 includes an air cleaner 9 and a starter motor 10. The output shaft of the belt type continuously variable transmission 8 is drivingly connected to the left and right front wheels via a final reduction gear, a differential gear, and left and right drive shafts (not shown).

The horizontal engine 4 is an engine disposed in the front room 1 with the crankshaft direction as the vehicle width direction. In the front room 1 in which the horizontal engine 4 is arranged, an engine controller 11 that performs various controls related to the horizontal engine 4 is arranged as a component of the engine control system.

The first clutch 5 is a hydraulic single-plate friction clutch or a multi-plate friction clutch interposed between the horizontal engine 4 and the motor / generator 6, and is engaged / slip-engaged / released by the first clutch oil pressure. Is controlled.

The motor / generator 6 is a three-phase AC permanent magnet type synchronous motor connected to the transverse engine 4 through the first clutch 5. The motor / generator 6 is connected to an inverter 12 that converts a direct current to a three-phase alternating current during powering and converts a three-phase alternating current to a direct current during regeneration via a motor-side high-voltage harness 26. In the front room 1 in which the motor / generator 6 is disposed, a motor controller 13 that outputs a control command to the inverter 12 is disposed as a component of the motor control system.

The second clutch 7 is a hydraulic single-plate friction clutch or a multi-plate friction clutch interposed between the motor / generator 6 and the left and right front wheels as drive wheels. The second clutch 7 is engaged / slip by the second clutch hydraulic pressure. The fastening / release is controlled.

The belt type continuously variable transmission 8 is speed-controlled to a continuously variable transmission ratio by changing the belt winding diameter by the transmission hydraulic pressure to the primary oil chamber and the secondary oil chamber. The belt-type continuously variable transmission 8 has a control valve unit that regulates the line pressure from the pump discharge pressure and generates the first and second clutch hydraulic pressures and the transmission hydraulic pressure using the line pressure as an original pressure. In the front room 1 in which the first and second clutches 5 and 7 and the belt type continuously variable transmission 8 are arranged, a transmission controller 14 that outputs a hydraulic control command to each hydraulic actuator of the control valve unit includes a hydraulic pressure It is arranged as a component of the control system.

As typical driving modes with different driving modes by the power train system, there are “EV mode”, “HEV mode” and “WSC mode”. The “EV mode” is a mode in which the first clutch 5 is disengaged and the second clutch 7 is engaged to drive the motor. The “HEV mode” is a mode in which both the clutches 5 and 7 are engaged to travel. The “WSC mode” is a mode in which the first clutch 5 is engaged or released and the second clutch 7 is slip-engaged to travel.

In the center room 2, as shown in FIG. 1, a brake controller 21 that performs cooperative control of the regenerative braking force and the hydraulic braking force is disposed on the front side of the vehicle and at a position where the brake hydraulic pressure actuator is provided. . A fuel tank 22 that stores fuel for the horizontally mounted engine 4 is disposed at a position on the rear side of the vehicle and below the floor panel that defines the center room 2. Are connected by a fuel pipe 23.

As shown in FIG. 1, the rear room 3 includes a traveling battery 31, a first auxiliary battery 32, a second auxiliary battery 33, a junction box 34, a first DC / DC converter 35, The second DC / DC converter 36 is arranged as a battery system element. In the rear room 3, a charger 37 and a charging port 38 are additionally arranged as battery system elements in association with the plug-in hybrid vehicle.

The traveling battery 31 is a secondary battery as a traveling power source, and for example, a laminated lithium ion battery is used. The traveling battery 31 has a structure in which a large number of cells connected to each other are stacked to form a battery module, and a plurality of battery modules are arranged in the pack case via gap passages. The traveling battery 31 is discharged via the junction box 34 → the battery-side high-voltage harness 39 → the inverter 12 when the motor / generator 6 performs power running control. On the other hand, when the motor / generator 6 performs regenerative control, charging is performed via the inverter 12 → the battery-side high-voltage harness 39 → the junction box 34.

The first auxiliary battery 32 is a low-voltage battery mounted as a dedicated power source for the starter motor 10 among in-vehicle auxiliary machines. The second auxiliary battery 33 is a low voltage battery mounted as a power source for other auxiliary machines 40 excluding the starter motor 10. Here, the reason why the two

auxiliary batteries

32 and 33 are installed is to ensure engine start when the starter motor 10 requests engine start. For example, when only one auxiliary battery is mounted, a voltage drop may occur due to simultaneous use of the starter motor 10 and other auxiliary machines 40.

The junction box 34 is a distribution board in which relay circuits for supplying / cutting off / distributing strong power to the traveling battery 31 are integrated. For example, when the plug connector 41 is connected to the charging port 38 (plug-in) when the vehicle stops at a charging stand or the like (plug-in), the traveling battery 31 is externally charged via the charging port 38 → charger 37 → junction box 34. If the charge amount of the first auxiliary battery 32 is insufficient, the first auxiliary battery 32 is charged with a part of the charge amount of the traveling battery 31 via the junction box 34 → the first DC / DC converter 35. The amount is secured. Similarly, if the amount of charge of the second auxiliary battery 33 is insufficient, the second auxiliary battery 33 is connected to a part of the amount of charge of the traveling battery 31 via the junction box 34 → the second DC / DC converter 36. Charge amount is secured.

The traveling battery 31, the first DC / DC converter 35, the second DC / DC converter 36, and the charger 37 are all in a pack structure housed in a case that covers the whole, and the air

cooling fan units

51, 55, 56 and 57 are provided in each of the storage cases. In the rear room 3 in which the junction box 34 and the air

cooling fan units

51, 55, 56, 57 are arranged, capacity management and temperature management of the traveling battery 31 are performed and operation control of the air

cooling fan units

51, 55, 56, 57 is performed. A battery controller 42 for performing the above is disposed as a component of the battery control system.

In the rear room 3, an integrated controller 43 that manages the energy consumption of the entire vehicle and has a function for running the vehicle with the highest efficiency is disposed as a component of the integrated control system. Information is exchanged between the integrated controller 43 and the

controllers

11, 13, 14, 21, 42 via the CAN communication line 44.

[Configuration of powertrain elements]
2 to 4 are a front view, a plan view, and a side view showing the power train system element arrangement structure in the front room. The arrangement of power train elements will be described below with reference to FIGS.

As shown in FIGS. 2 to 4, the front room 1 includes a horizontal engine 4, a motor / generator 6, a belt type continuously variable transmission 8, an air cleaner 9, an engine controller 11, an inverter 12, and the like. A motor controller 13 and a transmission controller 14 are arranged.

The horizontal engine 4 is arranged in the vehicle width direction in the right space of the front room 1 as shown in FIGS. As shown in FIG. 2, the crankshaft of the horizontal engine 4, the motor shaft of the motor / generator 6, and the input shaft of the belt type continuously variable transmission 8 are arranged in the vehicle width direction at the crankshaft position of the horizontal engine 4. Coaxial arrangement (common axis A). In the lower position of the horizontally mounted engine 4, the cases of the motor / generator 6 and the belt type continuously variable transmission 8 are integrally fixed in the vehicle width direction to constitute a power unit mounted in the front room 1 of the FF hybrid vehicle. is doing. Thus, by arranging the power unit in an L-shape, the upper space S is formed in the upper region of the motor / generator 6 and the belt type continuously variable transmission 8 in the front room 1 which are lower than the horizontally mounted engine 4. Forming.

In the upper space S formed in the upper region of the motor / generator 6 and the belt type continuously variable transmission 8, an air cleaner 9, an engine controller 11, an inverter 12, a motor controller 13 and a transmission controller 14 are arranged.

As shown in FIG. 4, the inverter 12 is positioned below the height of the horizontal engine 4, and is an upper space that is offset from the upper position of the motor / generator 6 and the belt type continuously variable transmission 8 toward the vehicle front side. Arranged in the front region of S. On the other hand, the air cleaner 9 is a position below the height of the horizontal engine 4 and is an upper position of the motor / generator 6 and the belt-type continuously variable transmission 8, and is adjacent to the horizontal engine 4 in the vehicle width direction. Arranged in the rear region of the upper space S. That is, the inverter 12 and the air cleaner 9 are arranged in the upper space S in the vehicle front-rear direction.

The power unit (horizontal engine 4, motor / generator 6, and belt type continuously variable transmission 8) is elastically supported by the suspension member 15 via a mounting member (not shown) as shown in FIG. 2. On the other hand, the inverter 12 and the air cleaner 9 are fixed to the side member 16 via a bracket 17 in parallel with the power unit.

The air cleaner 9 is disposed at a position adjacent to the transverse engine 4 in the vehicle width direction, and has an air inlet 9a that is opened slightly obliquely toward the front of the vehicle, as shown in FIGS. Then, traveling wind or the like is introduced from a space formed between the horizontally placed engine 4 and the inverter 12. Furthermore, it is connected to the intake pipe 24 of the horizontally mounted engine 4 via a bellows pipe 25 that absorbs relative displacement.

As shown in FIG. 2, the inverter 12 integrally includes a motor controller 13, and an engine controller 11, which is an electronic control unit, and a transmission controller 14 are stacked in a hierarchical manner in a vehicle upward space of the inverter 12. Arranged. As shown in FIG. 4, a battery-side high-voltage harness 39 extending from the traveling battery 31 mounted in the rear room 3 to the vehicle front side is connected to the vehicle rear side position of the inverter 12. The inverter 12 and the motor / generator 6 are connected by a motor-side high-voltage harness 26.

Both the

controllers

11 and 14 arranged at the upper position of the inverter 12 hierarchically arrange the engine controllers 11 at the upper position in the occupied area in plan view of the inverter 12. Further, the transmission controller 14 is arranged in a hierarchy in the upper position in the occupied area in plan view of the inverter 12 and the upper position of the engine controller 11.

As shown in FIG. 4, the signal line harness 18 connected to the engine controller 11 and the transmission controller 14 is a vehicle formed between the rear surfaces of the

controllers

11 and 14 on the rear side of the vehicle and the protective plate portion 19a. Wiring is performed along the space in the width direction. As shown in FIG. 4, the protective plate portion 19a is integrally bent from the first mounting plate 19, and functions as a vertical wall that partitions between the

controllers

11, 14 and the air cleaner 9 in the vehicle width direction. To do. As shown in FIG. 2, the first attachment plate 19 is a plate that is fixed to the upper surface of the inverter 12 and sets the engine controller 11. A second mounting plate 20 for setting the transmission controller 14 is fixed to the first mounting plate 19.

[High-voltage harness connection configuration]
5 and 6 are connection configuration diagrams of the motor-side high-voltage harness 26 with respect to the inverter 12. FIG. 7 is a connection configuration diagram of the motor-side high-voltage harness 26 and the battery-side high-voltage harness 39. FIG. 8 is an arrangement relationship diagram of the inverter 12 and the air cleaner 9. Hereinafter, the connection configuration of the high-voltage harness will be described with reference to FIGS.

As shown in FIGS. 5 to 8, the high-voltage harness connected to the inverter 12 includes a motor / generator 6 (motor), an air cleaner 9 (buffer component), a motor-side high-voltage harness 26, and an inverter connection. Plug connector 27 (connector) and motor connector 28 are provided. In addition, a battery-side high-voltage harness 39 and a plug connector 45 (connector) for connecting an inverter are provided.

The inverter 12 is disposed at an upper position on the front side of the vehicle in the front room 1 and is positioned at the back side of the inverter facing in the rearward direction of the vehicle, as shown in FIGS. 6 and 7, as shown in FIGS. 6 and 7. Is set. Further, as shown in FIG. 7, the harness connection terminal portion 12 b of the battery-side high-voltage harness 39 is set at the inverter back surface position facing the vehicle rearward direction of the inverter 12. Furthermore, as shown in FIGS. 5 and 6, the harness connection terminal portion 12 c of the signal line harness 18 is set at the left side position of the inverter facing the left side of the inverter 12.

The motor / generator 6 is disposed at a lower position on the rear side of the vehicle than the inverter 12, and the harness connection terminal portion 6a of the motor-side high-voltage harness 26 is disposed on the motor upper surface facing the vehicle upward direction as shown in FIG. Is set.

Since the motor / generator 6 is a three-phase AC motor, the motor-side high-voltage harness 26 includes a U-phase wire bundle 26a, a V-phase wire bundle 26b, a W-phase wire bundle 26c, and an earth wire bundle 26d as shown in FIGS. It is configured by bundling and covering the whole of these four wire bundles with one tube. Of both ends of the motor-side high-voltage harness 26, an inverter-connecting plug connector 27 is provided at the inverter-side end, and a motor-connecting connector 28 is provided at the motor-side end. The motor-side high-voltage harness 26 is provided by connecting the plug connector 27 to the harness connection terminal portion 12 a of the inverter 12 and connecting the motor connection connector 28 to the harness connection terminal portion 6 a of the motor / generator 6. At this time, as shown in FIG. 7, the motor-side high-voltage harness 26 passes through a detour path that changes its direction downward from the plug upper surface position of the plug connector 27 while gradually bending after moving upward in the vehicle. The wiring reaching the harness connection position (harness connection terminal portion 6a) of the motor / generator 6 is used.

As shown in FIGS. 5 and 6, the plug connector 27 has a flat box shape with a hexahedron, a plug front surface Pf facing the vehicle front direction, a plug back surface Pb facing the vehicle rear direction, and the vehicle up-down and left-right directions. And plug peripheral surfaces Pu, Pd, Pl, and Pr. As shown in FIG. 5, a harness connection terminal portion 27 a connected to the harness connection terminal portion 12 a of the inverter 12 is provided on the plug front surface Pf. Of the plug peripheral surfaces Pu, Pd, Pl, and Pr, a harness connecting portion 27b that connects the motor-side high-voltage harness 26 excluding the ground wire bundle 26d is provided at the position of the plug upper surface Pu facing the vehicle upward direction. As shown in FIG. 8, the plug connector 27 is provided with an air cleaner 9 made of a resin molded product having rigidity lower than that of the plug connector 27 at a vehicle rearward separation position facing the plug back surface Pb.

Since the battery-side high-voltage harness 39 is a strong electric wire that connects the inverter 12 and the traveling battery 31 and through which the discharging direct current from the traveling battery 31 and the charging direct current from the inverter 12 flow, as shown in FIG. This is composed of the

harnesses

39a and 39b. Of both ends of the battery-side high-voltage harness 39, an inverter-connecting plug connector 45 is provided at the inverter-side end, and a battery-connecting connector (not shown) is provided at the battery-side end. The battery-side high-voltage harness 39 is provided by connecting the plug connector 45 to the harness connection terminal portion 12 b of the inverter 12 and connecting the battery connection connector to a harness connection terminal portion outside the drawing of the traveling battery 31. At this time, the harness connection position PM in the vehicle width direction of the battery-side high-voltage harness 39 is represented by the inverter-side harness connection position PL and the motor-side harness connection position PR in the vehicle-width direction of the motor-side high-voltage harness 26 as shown in FIG. The position is set between. Then, similarly to the plug connector 27, by setting the harness connecting portion 45a to the plug connector 45 having a flat box shape with a hexahedron at the lower surface position of the plug, the battery-side high-voltage harness 39 is connected to the inverter 12 from the lower side of the vehicle. It is routed toward the traveling battery 31 at the rear of the vehicle (see FIG. 4).
As shown in FIG. 5, the plug connector 45 is covered with a cover plate 46 fixed to the inverter 12 in order to avoid direct interference with surrounding members when a front collision occurs.

Next, the operation will be described.
The operation in the high-voltage harness connection structure of the FF plug-in hybrid vehicle according to the first embodiment will be described by dividing it into “the arrangement operation of the air cleaner and the inverter”, “the arrangement operation of the controller above the inverter”, and “the high-voltage harness connection operation”.

[Air cleaner and inverter arrangement]
If the overall design, vehicle width, and vehicle height are determined as the vehicle design specifications, the powertrain system elements must be used to increase the forward view from the center room 2, increase the room volume, and ensure design flexibility. It is necessary to make the front room 1 in which the space is arranged as compact as possible. Hereinafter, the arrangement | positioning effect | action of the air cleaner 9 and the inverter 12 which reflects this is demonstrated.

As described above, in the first embodiment, the air cleaner 9 disposed above the horizontal engine 4 is disposed in the upper space S formed in the upper region of the motor / generator 6 and the belt-type continuously variable transmission 8. With this configuration, the front room 1 only needs to secure a room height dimension H (see FIG. 2) that allows the height dimension of the horizontally placed engine 4.

In the first embodiment, the air cleaner 9 and the inverter 12 are arranged side by side in the vehicle front-rear direction in the upper space S formed in the upper region of the motor / generator 6 and the belt type continuously variable transmission 8. With this configuration, the width of each of the air cleaner 9 and the inverter 12 is set to a width that can be accommodated in the upper space S, and the combined width of the horizontal engine 4, the motor / generator 6, and the belt type continuously variable transmission 8 can be obtained. It is only necessary to secure the allowable room width dimension W (see FIG. 2).

Therefore, the height dimension H and the width dimension W of the front room 1 where the power train elements are arranged are not defined by the layout of the air cleaner 9 and the inverter 12, and the height dimension H and the width dimension of the front room 1 are set. W can be reduced, and the front room 1 can be made compact.

In the first embodiment, the horizontal engine 4, the motor / generator 6 and the belt type continuously variable transmission 8 are elastically supported with respect to the suspension member 15, and the inverter 12 is fixedly supported with respect to the side member 16. did.
For example, when the inverter is supported with respect to the power unit, vibrations from the engine and the motor / generator are transmitted to the inverter as they are, and the inverter is liable to malfunction, and the inverter durability is reduced.
On the other hand, the vibration from the horizontally placed engine 4 and the motor / generator 6 is transmitted to the inverter 12 through the elastic support portion → the suspension member 15 → the side member 16, and the inverter 12 is connected to the engine. Protected against vibration and motor vibration.

In the first embodiment, the inverter 12 is disposed in the front region of the upper space S that is offset from the upper position of the motor / generator 6 and the belt type continuously variable transmission 8 to the vehicle front side. And the structure which has arrange | positioned the air cleaner 9 in the rear side area | region of the upper space S which is the upper position of the motor / generator 6 and the belt-type continuously variable transmission 8, and adjoins the horizontal engine 4 in the vehicle width direction was employ | adopted.
For example, when the power unit vibrates, the relative distance between the inverter 12 and the motor / generator 6 is displaced, so that the length of the motor-side high-voltage harness 26 that connects the inverter 12 and the motor / generator 6 can be absorbed by the relative displacement. It is necessary to ensure this. On the other hand, the air cleaner 9 is connected to the intake pipe 24 of the horizontal engine 4 so that the length of the bellows pipe 25 connected to the horizontal engine 4 should be as close to the horizontal engine 4 as possible. good.
On the other hand, the length of the motor-side high-voltage harness 26 sufficient to absorb the relative displacement and prevent the harness from being cut off by increasing the distance between the inverter 12 and the motor / generator 6 due to the vehicle front-side offset arrangement. Is secured. On the other hand, the arrangement of the air cleaner 9 adjacent to the engine shortens the length of the bellows pipe 25 connected to the horizontally mounted engine 4, so that not only the space efficiency is improved but also the resistance to introducing clean air into the engine is kept low.

[Controller placement on top of inverter]
When arranging an electronic control unit as a power train system element in the front room 1, it is necessary to arrange the electronic control unit with improved space efficiency. Hereinafter, the controller placement action on the upper part of the inverter reflecting this will be described.

As described above, the first embodiment employs a configuration in which the electronic control units (the engine controller 11 and the transmission controller 14) that control the power train system are arranged in a hierarchical manner in the vehicle upper space of the inverter 12. .
By adopting this configuration, the vehicle upward space of the inverter 12 arranged in the front room 1 is utilized as an installation space for the electronic control unit. Therefore, space efficiency can be improved as compared with the case where the electronic control unit is arranged at a position independent of the inverter.

In the first embodiment, the horizontal engine 4 and the motor / generator 6 are arranged in the vehicle width direction in the front room 1 to form an upper space S in the upper region of the motor / generator 6 and the belt type continuously variable transmission 8. To do. And the structure which arrange | positions the inverter 12 in the vehicle front side area | region among the upper spaces S was employ | adopted.
When electronic control units are arranged on the inverter 12 in a layered manner, the space in which the inverter 12 is to be arranged requires a wide space in the vehicle vertical direction. On the other hand, when the upper space S is formed in the upper region of the motor / generator 6 and the belt type continuously variable transmission 8, as shown in FIG. 4, the motor / generator 6 and the belt type continuously variable transmission 8 are directly above. It is possible to secure a wider space in the vehicle front side region that deviates from the region directly above the vehicle front side than in the region.
Therefore, by arranging the inverter 12 in the vehicle front side region in the upper space S, there is enough space to arrange the electronic control units (the engine controller 11 and the transmission controller 14) on the inverter 12 in a layered manner. Secured.

In the first embodiment, the engine controller 11 is arranged at the upper position of the inverter 12, and the transmission controller 14 is arranged at the upper position of the engine controller 11.
When the number of harnesses connected to the engine controller 11 and the number of harnesses connected to the transmission controller 14 are compared, the number of harnesses connected to the engine controller 11 that performs various controls related to the horizontally placed engine 4 is determined as the transmission controller. More than the number of harnesses connected to 14. For this reason, if the connection work to the engine controller 11 having a large number of harnesses is to be performed after the connection work to the transmission controller 14, the trouble of performing the work while avoiding the harnesses of the transmission controller 14 already routed. Cost.
Therefore, when the engine controller 11 and the transmission controller 14 are assembled, the connection work to the engine controller 11 having a large number of harnesses is performed first, and then the connection work to the transmission controller 14 having a small number of harnesses is performed. Efficiency is improved.

In the first embodiment, the signal line harness 18 connected to the engine controller 11 and the transmission controller 14 is disposed in the vehicle width direction space formed between the rear surface of the both

controllers

11 and 14 on the vehicle rear side and the protective plate portion 19a. Adopted a configuration of wiring along.
For example, in the case of a frontal collision without a protective plate, the inverter 12 and both

controllers

11 and 14 move to the rear side of the vehicle, and both

controllers

11 and 14 are connected to the air cleaner 9 on the rear side of the vehicle with the signal line harness 18 interposed therebetween. have a finger in the pie. At this time, the signal line harness 18 sandwiched between the

controllers

11 and 14 and the air cleaner 9 is easily damaged.
On the other hand, even if both

controllers

11 and 14 move to the vehicle rear side at the time of a front collision, the protective plate portion 19a interferes with the air cleaner 9. For this reason, the signal line harness 18 wired along the vehicle width direction space formed between the rear surfaces of the

controllers

11 and 14 on the vehicle rear side and the protective plate portion 19a is protected from damage.

[High-voltage harness connection]
As described above, with respect to the two motor-side high-voltage harnesses 26 and the battery-side high-voltage harness 39 that are connected to the inverter 12 as a result of arranging the inverter 12 in the upper position on the front side of the vehicle in the front room 1, measures against collisions are taken. It is necessary to keep. Hereinafter, based on FIG. 9, the high-voltage harness connecting action reflecting this will be described.

In the first embodiment, the plug connector 27 provided at the inverter side end of the motor side high-voltage harness 26 is connected to the rear surface position of the inverter 12. In a state where the motor-side high-voltage harness 26 is connected to the inverter 12, the motor-side high-voltage harness 26 is connected to the plug upper surface Pu, and the air cleaner 9 is less rigid than the plug connector 27 at a vehicle rearwardly spaced position facing the plug rear surface Pb. Is placed.
That is, the motor-side high-voltage harness 26 is connected to the rear surface position of the inverter 12 to prevent primary interference in which the deformable member from the front of the vehicle and the plug connector 27 directly interfere with the deformation of the vehicle body when a front collision occurs. Is done. When the inverter 12 moves toward the rear of the vehicle as indicated by the arrow B in FIG. 9 due to the bending deformation of the side member 16, the plug back surface Pb of the plug connector 27 interferes with the air cleaner 9 and is rigid. The high-plug connector 27 moves toward the rear of the vehicle while deforming the low-rigidity air cleaner 9. In other words, the secondary interference of the plug connector 27 due to the movement of the inverter 12 is intentionally caused to interfere with the air cleaner 9 having a lower rigidity than the plug connector 27, thereby preventing the plug connector 27 from being damaged. The motor-side high-voltage harness 26 is connected to the plug upper surface Pu of the plug connector 27 so that it does not directly interfere with the air cleaner 9 even if it is pinched between the air cleaner 9.
Thus, when the front collision occurs, the air cleaner 9 is disposed at a position where the plug connector 27 interferes with the backward movement of the inverter 12 in the vehicle, so that the plug connector 27 of the motor-side high-voltage harness 26 is prevented from being damaged.

In the first embodiment, the motor / generator 6 is connected to the motor / generator 6 via a detour path in which the motor-side high-voltage harness 26 is gradually bent from the position of the plug upper surface of the plug connector 27 toward the vehicle upper direction and then gently bent. Adopted a configuration to reach the harness connection position.
For example, when traveling on a rough road, a relative displacement occurs between the inverter 12 fixed to the vehicle body and the motor / generator 6 elastically supported by the vehicle body. Further, when a front collision occurs, a large relative displacement occurs between the inverter 12 and the motor / generator 6.
On the other hand, the motor-side high-voltage harness 26 is configured not to go from the inverter 12 to the motor / generator 6 on the lower side but to temporarily draw a curved line that bends gently toward the upper side. This wiring configuration ensures a sufficient margin for bending and twisting of the motor-side high-voltage harness 26. Therefore, the relative displacement absorption between the inverter 12 and the motor / generator 6 when traveling on a rough road is of course possible. When a collision occurs, the motor-side high-voltage harness 26 is prevented from being damaged or cut even with a large relative displacement between the inverter 12 and the motor / generator 6.

In the first embodiment, the harness connection position PM in the vehicle width direction of the battery-side high-voltage harness 39 is set to a position between the inverter-side harness connection position PL and the motor-side harness connection position PR in the vehicle width direction of the motor-side high-voltage harness 26. A configuration to set was adopted.
That is, when a side collision occurs from the left side of the vehicle, the plug connector 27 or the like at the inverter side harness connection position PL serves as a protective member for the harness connection position PM, and when a side collision occurs from the right side of the vehicle, the motor side harness connection position PR changes. The motor-side high-voltage harness 26 or the like serves as a protective member at the harness connection position PM.
Therefore, when a side collision occurs from the left-right direction of the vehicle, damage to the plug connector 45 and the harness connecting portion 45a existing at the harness connection position PM is prevented.

In the first embodiment, a configuration in which the battery-side high-voltage harness 39 is routed from the vehicle lower direction of the inverter 12 toward the traveling battery 31 at the rear of the vehicle is employed.
That is, even when the inverter 12 moves toward the rear of the vehicle when a front collision occurs, the air cleaner 9 is prevented from interfering with the plug connector 45 and the battery-side high-voltage harness 39 that are set to escape downward in the vehicle.
Therefore, even if the inverter 12 moves toward the rear of the vehicle when a front collision occurs, damage to the connecting portion of the battery-side high-voltage harness 39 due to interference with the air cleaner 9 is prevented.

Next, the effect will be described.
In the high-voltage harness connection structure of the FF plug-in hybrid vehicle of the first embodiment, the effects listed below can be obtained.

(1) An electric vehicle in which an inverter 12 and a motor (motor / generator 6) are arranged in a front room 1 of the vehicle, and the inverter 12 and the motor (motor / generator 6) are connected via a motor-side high-voltage harness 26. FF plug-in hybrid vehicle)
A connector (plug connector 27) provided at an inverter side end portion of both end portions of the motor side high-voltage harness 26 is connected to a rear position of the inverter 12,
The motor-side high-voltage harness 26 is connected to the peripheral surface position of the connector (plug connector 27),
A shock absorbing component (air cleaner 9) having rigidity lower than that of the connector (plug connector 27) is disposed at a vehicle rear position facing the back surface of the connector (plug connector 27) (FIG. 8).
For this reason, it is possible to prevent damage to the connector (plug connector 27) of the motor-side high-voltage harness 26 when a front collision occurs.

(2) In the front room 1, the inverter 12 is arranged at an upper position on the front side of the vehicle,
The motor (motor / generator 6) is arranged at a lower position on the vehicle rear side than the inverter 12,
Among the peripheral surfaces (plug peripheral surfaces Pu, Pd, Pl, Pr) of the connector (plug connector 27), a harness connecting portion 27b is provided at an upper surface position (a position of the plug upper surface Pu) facing the vehicle upward direction.
The motor-side high-voltage harness 26 is routed from the upper surface position of the connector (plug connector 27) (the position of the plug upper surface Pu) via a detour path that changes its direction downward while bending toward the vehicle upward direction, It was set as the wiring which reaches | attains the harness connection position (harness connection terminal part 6a) of the said motor (motor / generator 6) (FIG. 7).
For this reason, in addition to the effect of (1), not only the relative displacement absorption of the inverter 12 and the motor (motor / generator 6) during traveling, but also the large amount of the inverter 12 and motor (motor / generator 6) when a front collision occurs. It is possible to prevent the motor-side high-voltage harness 26 from being damaged or cut even with respect to the relative displacement.

(3) The inverter 12 and the traveling battery 31 are connected via a battery-side high-voltage harness 39,
The inverter 12 is provided with a harness connection terminal portion 12b of the battery-side high-voltage harness 39,
The harness connection position PM in the vehicle width direction of the battery-side high-voltage harness 39 is set to a position between the inverter-side harness connection position PL and the motor-side harness connection position PR in the vehicle-width direction of the motor-side high-voltage harness 26 ( FIG. 7).
For this reason, in addition to the effect of (1) or (2), when a side collision occurs from the left-right direction of the vehicle, damage to the connection component (plug connector 45) existing at the harness connection position PM of the battery-side high-voltage harness 39 is prevented. be able to.

(4) A connector (plug connector 45) is provided at the inverter-side end of the battery-side high-voltage harness 39, and the harness connecting portion 45a to the connector (plug connector 45) is set at the lower surface of the plug.
The battery-side high-voltage harness 39 was routed from the vehicle lower direction of the inverter 12 toward the traveling battery 31 at the rear of the vehicle (FIG. 7).
For this reason, in addition to the effect of (3), it is possible to prevent damage to the connecting portion of the battery-side high-voltage harness 39 due to interference with the buffer member (air cleaner 9) when a front collision occurs.

(5) The buffer component is a resin molded product (air cleaner 9) disposed in the front room 1 as a power train element (FIG. 8).
For this reason, in addition to the effects of (1) to (4), the existing resin molded product (air cleaner 9) arranged in the front room 1 is used as it is, so that it is highly deformable when a front collision occurs at low cost. It can be a cushioning component.

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

In the first embodiment, an example in which the air cleaner 9 of the horizontal engine 4 disposed in the front room 1 is used as a buffer part is shown. However, the cushioning component may be an example in which a resin molded component is newly added to the front surface of the metal component arranged at the vehicle rear position facing the rear surface of the inverter in the front room. In the case of an electric vehicle, a relay box made of a resin molded product to which a motor harness is connected is arranged in the front room. Therefore, the relay box may be used as a buffer part.

In the first embodiment, an example in which electronic control units that control the power train system are arranged in a hierarchical manner in the space above the inverter 12 in the vehicle is shown. However, the example which does not arrange | position an electronic control unit in the vehicle upper direction space of the inverter 12 may be sufficient.

Example 1 shows an example in which the high-voltage harness connection structure of the present invention is applied to an FF plug-in hybrid vehicle. However, if the high-voltage harness connection structure of the present invention has a configuration in which the inverter and the motor arranged in the front room are connected via the motor-side high-voltage harness, the FF hybrid vehicle without the plug-in structure and the drive The present invention can also be applied to an electric vehicle or the like equipped with only a motor as a source.

Cross-reference of related applications

This application claims priority based on Japanese Patent Application No. 2012-127916 filed with the Japan Patent Office on June 5, 2012, the entire disclosure of which is fully incorporated herein by reference.

Claims

In a high-voltage harness connection structure for an electric vehicle in which an inverter and a motor are arranged in a front room of the vehicle, and the inverter and the motor are connected via a motor-side high-voltage harness,
The connector provided at the inverter side end of both ends of the motor side high-voltage harness is connected to the back position of the inverter,
The motor-side high-voltage harness is connected to the peripheral surface position of the connector,
A high-voltage harness connection structure for an electric vehicle, wherein a shock-absorbing component having rigidity lower than that of the connector is disposed at a vehicle rear position facing the back surface of the connector.
In the high-voltage harness connection structure for an electric vehicle according to claim 1,
In the front room, the inverter is arranged at an upper position on the vehicle front side,
The motor is arranged at a lower position on the vehicle rear side than the inverter,
Of the peripheral surface of the connector, a harness connecting portion is provided at an upper surface position facing the vehicle upward direction,
The motor-side high-voltage harness is routed from the upper surface position of the connector to reach the harness connection position of the motor via a detour path that changes the direction of the vehicle downward while bending after being directed upward of the vehicle. A structure for connecting a high-voltage harness of an electric vehicle.
In the high-voltage harness connection structure for an electric vehicle according to claim 1 or 2,
The inverter and the battery for travel are connected via a battery-side high-voltage harness,
The inverter is provided with a harness connection terminal portion of the battery-side high-voltage harness,
The harness connection position in the vehicle width direction of the battery-side high-voltage harness is set to a position between the inverter-side harness connection position and the motor-side harness connection position in the vehicle-width direction of the motor-side high-voltage harness. High-voltage harness connection structure for vehicles.
In the high-voltage harness connection structure for an electric vehicle according to claim 3,
A connector is provided at the inverter side end of the battery-side high-voltage harness, and the harness connecting portion to the connector is set at the lower surface position.
The high-voltage harness connection structure for an electric vehicle, wherein the battery-side high-voltage harness is routed from the vehicle lower direction of the inverter toward the travel battery at the rear of the vehicle.
In the high-voltage harness connection structure for an electric vehicle according to any one of claims 1 to 4,
The shock-absorbing component is a resin molded product that is disposed in the front room as a power train element.