JP2019038444A - Connection structure - Google Patents

Abstract

Disclosed is a connection structure between a housing and a connector of an electric device mounted in a front compartment of an automobile. In the connection structure 2, a ridge 42 having a flat top surface is provided on the rear surface 11a of the casing 11 of the power control unit 10 at a position facing the DC power connector 15. When the vehicle collides, other devices in the front compartment move (or the power control unit 10 connected to the connector itself moves), and when other devices interfere with the DC power connector 15, A flat top surface supports the connector. Since the load applied to the DC power connector 15 is dispersed by surface contact on the flat top surface, the connector is less likely to be damaged. [Selection] Figure 4

Description

  The technology disclosed in this specification relates to a connection structure between a housing and a connector of an electric device mounted on a front compartment of an automobile.

  In recent years, automobiles have been digitized and various electric devices have been installed in the front compartment of vehicles. In particular, electric vehicles include a power converter that converts the power of a DC power source into an AC power source that drives a driving motor, and many electric devices are mounted in a narrow front compartment (for example, Patent Document 1).

Japanese Patent Laying-Open No. 2015-204688

  A connector of a cable for communication with another electric device or a connector of a cable for power transmission is connected to the casing of the electric device. When the vehicle collides, the device in the front compartment moves, and the connector of the electrical device may interfere with other devices and the connector may be damaged. In particular, when the connector through which the power of the DC power source for the motor for traveling is broken, the metal terminals to which a high voltage is applied may be short-circuited. The present specification provides a connector connection structure that is resistant to interference with other devices.

  This specification discloses the connection structure of the housing | casing and connector of the electric equipment mounted in the front compartment of a motor vehicle. In the connection structure, a ridge with a flat top surface is provided on the rear surface of the housing of the electric device and at a position facing the connector. When the vehicle collides, the equipment in the front compartment moves (or the electrical equipment connected to the connector itself moves), and when other equipment interferes with the connector, the flat top surface of the ridge supports the connector. . Since the load applied to the connector is dispersed by the surface contact on the flat top surface, the connector is difficult to break. Details and further improvements of the technology disclosed in this specification will be described in the following “DETAILED DESCRIPTION”.

It is a perspective view which shows the device layout in the front compartment of a hybrid vehicle. It is a block diagram of the electric power control unit of a hybrid vehicle, and its peripheral device. It is a side view which shows the positional relationship of an electric power control unit and a brake actuator. It is a fragmentary perspective view containing the rear surface of an electric power control unit.

  The connection structure of the embodiment will be described with reference to the drawings. The connection structure of the embodiment is applied to a hybrid vehicle including an engine and a motor for traveling. FIG. 1 is a perspective view showing a device layout in the front compartment 90 of the hybrid vehicle 100. In the coordinate system in the figure, the positive direction of the F axis indicates the front of the vehicle, and the positive direction of the V axis indicates the upper side of the vehicle. The positive direction of the H-axis indicates the left side of the vehicle. In FIG. 1, a device mounted in the front compartment 90 is schematically illustrated.

  The front compartment 90 houses the engine 95, the transaxle 30, the power control unit 10, the auxiliary battery 5, and the brake actuator 91. Although various other devices are accommodated in the front compartment 90, their illustration and description are omitted.

  The hybrid vehicle 100 includes two motors 7a and 7b and an engine 95 for traveling. The two motors 7 a and 7 b are accommodated in the casing of the transaxle 30. The transaxle 30 includes a power distribution mechanism and a differential gear in addition to the two motors 7a and 7b for traveling. The transaxle 30 and the engine 95 are connected, and the power distribution mechanism is a gear set that combines / distributes the output torque of the engine 95 and the output torque of the motors 7a and 7b. When a high torque is required, the power distribution mechanism combines the output torque of the engine 95 and the output torque of the motors 7a and 7b and transmits the resultant to the differential gear. Further, the power distribution mechanism divides the output torque of the engine 95 according to the situation and transmits it to the differential gear and the one motor 7a. In that case, the hybrid vehicle 100 generates electric power with the motor 7a while traveling with engine torque. The other motor 7 b also functions as a cell motor that starts the engine 95.

  The engine 95 and the transaxle 30 are connected to be adjacent in the vehicle width direction. The engine 95 and the transaxle 30 are suspended by two side members 92 that ensure the structural strength of the vehicle. In FIG. 1, one side member is not visible.

  The power control unit 10 is fixed on the upper surface of the transaxle 30. The power control unit 10 is a device that boosts DC power of a main battery (not shown) and converts the boosted DC power into AC power suitable for driving a motor.

  FIG. 2 shows a block diagram of the inside of the power control unit 10 and peripheral devices connected to the power control unit 10. The power control unit 10 includes therein a converter circuit 12, two inverter circuits 13a and 13b, and a control board 14 for controlling the converter circuit 12 and the inverter circuits 13a and 13b.

  The power control unit 10 is connected to the main battery 3 via the DC power cable 25. Reference numeral 15 denotes a connector (DC power connector) attached to the tip of the DC power cable 25. The output of the main battery 3 is 100 volts or more, and the motors 7a and 7b are driven by the power of the main battery 3. The output power of the main battery 3 is input to the converter circuit 12. Converter circuit 12 boosts the output voltage of main battery 3 and supplies it to inverter circuits 13a and 13b. The inverter circuits 13a and 13b convert the boosted DC power into AC power suitable for driving the motor. The outputs of the inverter circuits 13a and 13b are supplied to the motors 7a and 7b via the motor connector 17 and the motor power cable 27, respectively.

  The converter circuit 12 and the inverter circuits 13a and 13b are controlled by a control circuit mounted on the control board 14. The control circuit of the control board 14 operates by receiving power supply from the auxiliary battery 5. The control circuit of the control board 14 operates in response to a command from the external host controller 6. The auxiliary battery 5 and the host controller 6 are connected to the control board 14 of the power control unit 10 via a communication cable and a communication connector 18.

  The auxiliary battery 5 supplies power to the control board 14 in the power control unit 10 and other devices operating at 12 volts. Among the devices mounted on the hybrid vehicle 100, devices that operate at 12 volts are collectively referred to as auxiliary machines. The auxiliary battery 5 is mounted in the front compartment 90 (see FIG. 1).

  The casing of the power control unit 10 also serves as a power relay between the main battery 3 and the air conditioner compressor 4. The power of the main battery 3 is supplied from the power control unit 10 to the air conditioner compressor 4 via the air conditioner cable 26 and the air conditioner connector 16.

  Returning to FIG. 1, the description of the device layout in the front compartment 90 will be continued. The power control unit 10 is supported above the transaxle 30 via a front bracket 93 and a rear bracket 94. Two connectors (a DC power connector 15 and an air conditioner connector 16) are connected to the rear surface of the casing 11 of the power control unit 10. A brake actuator 91 is disposed behind the power control unit 10.

  FIG. 3 is a side view showing the positional relationship between the power control unit 10 and the brake actuator 91. Also in FIG. 3, the F axis positive direction of the coordinate system represents the front of the vehicle, and the V axis positive direction represents the upper side. The positive direction of the H-axis points to the left side of the vehicle. 3 is a coordinate system based on the casing 11 of the power control unit 10, and the X-axis extends in a direction parallel to the bottom surface of the casing 11, and the Z-axis is the rear surface of the casing. Extends in a direction parallel to The XYZ coordinate system is drawn for easy understanding of the perspective view of FIG. 4 to be referred to later.

  As described above, the power control unit 10 is supported on the upper surface 30 a of the transaxle 30 via the front bracket 93 and the rear bracket 94. A gap SP is secured between the power control unit 10 and the transaxle 30. The reason why the power control unit 10 is not directly fixed to the upper surface 30 a of the transaxle 30 is to block vibration from the transaxle 30. An anti-vibration bush (not shown) is sandwiched between the front bracket 93 and the casing 11 of the power control unit 10. An anti-vibration bush (not shown) is also sandwiched between the rear bracket 94 and the casing 11 of the power control unit 10.

  A motor connector 17 is connected to the left side surface of the housing 11, and a DC power connector 15 and an air conditioner connector 16 are connected to the rear surface of the housing 11. In FIG. 3, the air conditioner connector 16 is located behind the DC power connector 15 and is not visible. A communication connector 18 (see FIG. 2) is connected to the upper surface of the housing 11, but the communication connector 18 is not shown in the figure.

  The power control unit 10 is supported above the transaxle 30 by two brackets 93 and 94. When the hybrid vehicle 100 collides forward, the brackets 93 and 94 may be deformed or broken, and the power control unit 10 may move backward. Two connectors (a DC power connector 15 and an air conditioner connector 16) are connected to the rear surface of the power control unit 10, and a brake actuator 91 is disposed behind the connectors. When the power control unit 10 moves backward, the two connectors (the DC power connector 15 and the air conditioner connector 16) interfere with the brake actuator 91. If the impact at the time of interference is strong, any connector may be damaged. Both the DC power connector 15 and the air conditioner connector 16 are connected to the main battery, and a high voltage of 100 volts or more is applied to the terminals inside the connector. It is not preferable that the connector is damaged and the internal terminals are short-circuited or exposed. A ridge 42 having a flat top surface is provided on the rear surface of the housing 11. In FIG. 3, the ridges 42 are shown in gray to help understanding. The DC power connector 15 and the casing 11 are in surface contact with the top surface of the ridge 42, and the load applied to the DC power connector 15 is dispersed. This makes it difficult for the DC power connector 15 to be damaged when interfering with another device (brake actuator 91). The air conditioner connector 16 is also provided with a protrusion, and the air conditioner connector 16 is also less likely to be damaged by interference.

  With reference to FIG. 4, the connection structure 2 (connection structure of the housing | casing 11 and a connector) of an Example is demonstrated. FIG. 4 is a partial perspective view showing the rear surface 11 a of the housing 11 of the power control unit 10. In FIG. 4, the DC power connector 15 is drawn removed. As described above, the communication connector 18 is connected to the upper surface of the housing 11, but the illustration thereof is omitted.

  A flange 44 extending in the horizontal direction is provided on the rear surface 11 a of the housing 11. The flange 44 is provided with a through hole 44a. On the other hand, a bolt hole 15 c is provided on the upper surface of the DC power connector 15. The DC power connector 15 is disposed such that the upper surface thereof is in contact with the lower surface of the flange 44 of the housing 11 and is fixed by the bolt 41 through the through hole 44a. Reference numeral 43 in the drawing is an opening provided in the housing 11, and a metal terminal (not shown) on the housing side is disposed inside the opening 43. Reference numeral 15a in the drawing is an opening provided in the DC power connector 15, and a metal terminal (not shown) on the connector side is disposed inside the opening 15a. When the connector 15 is attached to the housing 11, the metal terminal on the housing side and the metal terminal on the connector side come into contact with each other and become conductive.

  On the rear surface 11a of the housing 11, two ridges 42 having a flat top surface are provided. The ridge 42 is provided at a position facing the DC power connector 15. When the DC power connector 15 is attached to the housing 11, the flat top surface of the ridge 42 comes into contact with the surface of the DC power connector 15 facing the housing 11. A broken-line rectangle indicated by reference numeral 15b in the drawing indicates a contact range in contact with the top surface of the ridge 42. The air conditioner connector 16 is also connected by the same connection structure 2.

  When the vehicle collides with the front and the power control unit 10 moves backward, the rear brake actuator 91 and the DC power connector 15 may interfere with each other. The DC power connector 15 is sandwiched between the casing 11 and the brake actuator 91 and receives a load. The contact range 15b of the DC power connector 15 and the top surface of the ridge 42 on the housing side are in surface contact, and the load is dispersed. Since the load is distributed, the DC power connector 15 is not easily damaged. The same effect can be expected for the air conditioner connector 16.

  Points to be noted regarding the technology described in the embodiments will be described. The ridges 42 provided on the housing not only increase the strength at the time of a connector collision, but also increase the strength of the housing 11 itself. Therefore, the ridge 42 contributes to the improvement of the vibration characteristics of the housing.

  In the connection structure 2 of the embodiment, two ridges 42 are provided in the housing 11 for one connector (DC power connector 15). The number of ridges is not limited to two. The larger the total area of the top surface, the better.

  The connection structure of the embodiment may be applied to electric devices other than the power control unit 10. Further, the connection structure of the embodiment may be applied to another connector, for example, the motor connector 17. The connection structure disclosed in this specification can be applied to various connectors, and is particularly suitable for a connector to which a high voltage of 100 volts or more is applied.

  Specific examples of the present invention have been described in detail above, but these are merely examples and do not limit the scope of the claims. The technology described in the claims includes various modifications and changes of the specific examples illustrated above. The technical elements described in this specification or the drawings exhibit technical usefulness alone or in various combinations, and are not limited to the combinations described in the claims at the time of filing. In addition, the technology exemplified in this specification or the drawings can achieve a plurality of objects at the same time, and has technical usefulness by achieving one of the objects.

2: Connection structure 3: Main battery 4: Air conditioner compressor 5: Auxiliary battery 6: Host controller 7a, 7b: Motor 10: Power control unit 11: Housing 11a: Rear surface 12: Converter circuit 13a, 13b: Inverter circuit 14 Control board 15: DC power connector 16: air conditioner connector 17: motor connector 18: communication connector 25: DC power cable 26: air conditioner cable 27: motor power cable 30: transaxle 30a: upper surface 41: bolt 42: ridge 43: Opening 44: Flange 44a: Through hole 90: Front compartment 91: Brake actuator 92: Side member 95: Engine 100: Hybrid vehicle SP: Clearance

Claims (1)

It is a connection structure of the housing and connector of the electrical equipment mounted on the front compartment of the automobile,
A connection structure, wherein a convex strip having a flat top surface is provided at a position on the rear surface of the housing and facing the connector.

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