CN103373240A - Power control unit - Google Patents

Abstract

The present invention provides a power control unit capable of downsizing even when a noise removing device for suppressing noise is provided in the power control unit. The power control unit (30) includes a snubber capacitor module (100) provided on the DC connection terminal portion (120a, 120b) side of the power conversion module (40), and is provided on the power conversion module (40) via the snubber capacitor module (100). ), the length of the common iron core (102) in the longitudinal direction is shorter than the length of the snubber capacitor module (100), and the snubber capacitor module (100 ) and the common iron core (102) are arranged in parallel to each other in the longitudinal direction, and arranged in such a way that one end of the snubber capacitor module (100) and the common iron core (102) in the longitudinal direction are aligned, the DC connection terminal parts (120a, 120b ) is arranged on the other end side of the common iron core (102) in the longitudinal direction.

Description

power control unit

technical field

The present invention relates to a power control unit capable of downsizing even when a noise removing device for suppressing noise is provided in the power control unit.

Background technique

As shown in Patent Document 1 described below, there is known a technique of shielding the whole by making the frame body metal to prevent noise from leaking from the power conversion device to the outside.

【Prior technical literature】

【Patent Literature】

[Patent Document 1] Japanese National Publication No. 2005-516570

【Summary of Invention】

【Problems to be solved by the invention】

However, in recent years, a large number of electronic devices and the like that are easily affected by noise are installed in vehicles, and vehicles using large electric power such as EV vehicles and plug-in hybrid vehicles are increasing, and noise suppression needs to be suppressed more than ever.

In addition, as a method of suppressing noise, a technology using a noise removing device such as a snubber capacitor or a common core (common core) has been known for a long time, but when using a noise removing device, the noise removing device occupies the power conversion device (power control The space in the unit) has a problem of increasing the size of the power conversion device.

In particular, since many components are mixed in a vehicle, it is desirable that the power conversion device be as compact as possible in order to be in a dense state.

Contents of the invention

Therefore, an object of the present invention is to provide a power control unit that can be downsized even when a noise canceling device for suppressing noise is provided in the power control unit.

【Means used to solve the problem】

The present invention provides a power control unit mounted on a vehicle, characterized by comprising: a power conversion module for converting direct current of a battery into alternating current; a heat sink for disposing the power conversion module on the upper surface side; A DC connection terminal portion composed of a positive electrode and a negative electrode provided at the end of the conversion module; a snubber capacitor module provided on the upper surface side of the heat sink and on the side of the DC connection terminal portion of the power conversion module; On the upper surface side of the heat sink, the common iron core provided on the side of the DC connection terminal portion of the power conversion module via the snubber capacitor module, wherein the length of the common iron core in the longitudinal direction is larger than the The length of the length direction of the snubber capacitor module is short, the snubber capacitor module and the common iron core are arranged in parallel to each other in the length direction, and one end of the length direction of the snubber capacitor module and the common iron core is aligned The DC connection terminal part is provided at least on the other end side in the longitudinal direction of the common iron core, the connection terminal of the snubber capacitor module is connected to the DC connection terminal part, and the connection terminal from the The one end side is directed toward the other end side and passes through the bus bar inside the common iron core.

In the power control unit, the power control unit has a capacitor accommodating portion for accommodating the snubber capacitor module and an iron core accommodating portion for accommodating the common iron core, the capacitor accommodating portion and the iron core accommodating portion are integrated form.

In the power control unit, a height of the DC connection terminal portion from the radiator is higher than a height of the snubber capacitor module.

In the power control unit, the common iron core is higher in height than the snubber capacitor module.

【Invention effect】

According to the present invention, since the snubber capacitor module and the common iron core are arranged in parallel to each other in the longitudinal direction, the arrangement area of the snubber capacitor module and the common iron core can be reduced, the power control unit can be miniaturized, and at the same time, it can be more effectively Suppresses surge voltage and radiated noise. In addition, since the snubber capacitor module and the common iron core are arranged so that one end in the longitudinal direction thereof is aligned, and the DC connection terminal is provided on the other end side of the common iron core, the bus bar penetrating through the common iron core and the The connectivity of the DC connection terminal portion is improved, the shape of the bus bar can be simplified, and the size of the power control unit can be reduced. In addition, since the DC connection terminal portion of the power conversion module and the connection terminal of the snubber capacitor module are directly connected, the snubber capacitor module can be connected closer to the power conversion module side, and the power control unit can be miniaturized and more compact. Effectively suppress surge voltage.

According to the present invention, since the capacitor accommodating portion for accommodating the snubber capacitor module and the core accommodating portion for accommodating the common core are integrally formed as one unit, mountability of the snubber capacitor module and the common core is improved.

According to the present invention, since the height of the DC connection terminal portion from the radiator is higher than that of the snubber capacitor module, the snubber capacitor module does not become an obstacle when connecting the bus bar penetrating the common iron core to the DC connection terminal portion. The connectivity of the DC connection terminal portion is improved, the shape of the bus bar can be simplified, and the power control unit can be downsized.

According to the present invention, since the height of the common iron core is higher than that of the snubber capacitor module, the bus bar passing through the common iron core can easily pass through the snubber capacitor module, and the connectivity between the bus bar and the DC connection terminal portion can be improved, and the bus bar can be The shape is simplified, and the power control unit can be miniaturized.

Description of drawings

FIG. 1 is a schematic perspective view of the schematic structure of an electric vehicle.

Fig. 2 is a schematic side view showing the schematic structure of the electric vehicle according to the embodiment.

Fig. 3 is an external perspective view of the power control unit shown in Fig. 1 .

Fig. 4 is an exploded perspective view of the power control unit shown in Fig. 3 .

FIG. 5 is a top view of the heat sink shown in FIG. 4 .

Fig. 6 is an enlarged plan view of main parts of the heat sink shown in Fig. 5 .

Fig. 7 is a bottom view of the lower case shown in Fig. 4 .

FIG. 8 is a circuit diagram of the power control unit shown in FIG. 1 .

Fig. 9 is a cross-sectional view of main parts viewed along line IX-IX of Fig. 6 .

Fig. 10 is a perspective view of the core built-in snubber capacitor shown in Fig. 5 .

Fig. 11 is a cross-sectional view of the core built-in snubber capacitor shown in Fig. 10 .

Fig. 12 is a plan view when an upper case is placed above the heat sink of Fig. 5 .

Fig. 13 is a diagram showing the transmission to the battery, fuse, fast charging equipment, charger, and DC/DC converter in the case where the snubber capacitor module and the common core are not installed and when the snubber capacitor module and the common core are provided. A graph showing an example of surge voltage and radiated noise.

【Symbol Description】

10...electric car 12...body

18...Battery 28...Electric motor for driving

30...power control unit 34...power cable

36, 38...power connector 40...power conversion module

42…ECU 44…Three-phase cable

46, 48...power connector 50...radiator

52…Upper shell 54…Upper cover

56...Lower shell 58...Lower cover

60...quick charging equipment 62a, 62b...fuse

64a, 64b, 64c...Three-phase terminal 66...Three-phase terminal block

72...Charging equipment room 74...Fuse room

76...Power conversion room 78...Three-phase terminal room

80...Smoothing capacitor module 82...Smoothing capacitor storage unit

84…Charger 86…DC/DC Converter

100...Snubber capacitor module 102...Common core

104...diode 106...first main contactor

108...Second main contactor 110...Pre-contactor

120a, 120b...DC connection terminal part 122...Core built-in snubber capacitor part

124a...Capacitor storage unit 124b...Iron core storage unit

126a, 126b, 128a, 128b... Connection terminal part

130...First opening part 132, 136...Resin member

134...Second opening part 138...Shock buffer

150, 152, 156, 158, 160, 162, 174, 175, 176, 178, 180, 182, 186, 190, 192, 194, 222, 224... busbar

164…Current sensor

Detailed ways

Hereinafter, preferred embodiments are shown, and an electric vehicle including a power control unit according to the present invention will be described in detail with reference to the drawings.

FIG. 1 is a schematic perspective view showing the schematic structure of an electric vehicle (vehicle) 10 , and FIG. 2 is a schematic side view showing the schematic structure of the electric vehicle 10 .

The electric vehicle 10 is equipped with inside the body 12: between the front wheels 14L, 14R and the rear wheels 16L, 16R, and at the bottom of the body 12, a battery 18 with a plurality of battery cells outputting high voltage; a vehicle compartment 22 provided above the battery 18; a motor compartment 24 partitioned in front of the vehicle body 12 by being separated from the compartment 22; a dash panel 26 covering the motor compartment 24; below the dash panel 26, and A power control unit (Power Control Unit) 30 is placed above a travel motor (external electric device) 28 which is a type of rotating electric machine provided in the motor room 24 . The dash panel 26 has a dash lower portion 26 a and a dash upper 26 b. The dash panel 26 is a member that partitions the motor compartment 24 and the vehicle compartment 22 , and has a structure to prevent intrusion of dirt, water, odor, etc. from the motor compartment 24 . In addition, the dash panel 26 has a water discharge function to prevent the intrusion of water from the outside into the A/C (air conditioner) piping.

The power cable 34 is a member for transmitting the electric power stored in the battery 18 to the power control unit 30 , one end of the power cable 34 is connected to the power connector 36 of the battery 18 , and the other end is connected to the power source of the power control unit 30 38 (refer to FIG. 8 ) connection. The power control unit 30 converts the DC power supplied from the battery 18 into a three-phase (U, V, W phase) AC power, and supplies the converted three-phase AC power to the running motor 28 , thereby powering the running motor 28 . Perform drive control.

The power control unit 30 has a power conversion module 40 (see FIG. 4 , FIG. 5 , and FIG. 8 ) for converting DC power into three-phase AC power, and an ECU 42 ( Refer to Figure 4, Figure 8). The running motor 28 is connected to the power control unit 30 via a three-phase cable (power supply line) 44, one end of the three-phase cable 44 is connected to the power connector 46 of the running motor 28, and the other end of the three-phase cable 44 is connected to the power connector 46 of the running motor 28. The power connector 48 (power connectors 48a, 48b, 48c) of the power control unit 30 is connected. Since the power control unit 30 is arranged above the traveling electric motor 28, the high-voltage three-phase cable 44 can be shortened.

FIG. 3 shows an external perspective view of the power control unit 30 , and FIG. 4 shows an exploded perspective view of the power control unit 30 . It should be noted that, in order to make the invention easier to understand, unless otherwise specified, the description after FIG. 3 will be based on the directions of the arrows shown in FIG.

The power control unit 30 has a radiator 50, an upper case 52 provided on top of the radiator 50, an upper cover 54 covering the upper part of the upper case 52, a lower case 56 provided under the radiator 50, and a cover lower case. The lower cover 58 of the lower part of the body 56. The radiator 50 , the upper case 52 , the upper cover 54 , the lower case 56 , and the lower cover 58 constitute a housing of the power control unit 30 .

The power conversion module 40 is provided approximately in the center of the upper surface of the heat sink 50, and the fast charging device 60 and fuses 62a, 62b (refer to 5 ), etc., three-phase terminals 64a, 64b, 64c (hereinafter referred to collectively as In the case of three-phase terminal 64). The power conversion module 40 converts the DC power of the battery 18 into three-phase (U, V, W phase) AC power, and outputs the converted AC power of each phase to the three-phase terminals 64a, 64b, and 64c. Intermediate portions of the three-phase terminals 64 a , 64 b , and 64 c are supported from below by a three-phase terminal base 66 provided on the left side of the upper surface of the heat sink 50 . The three-phase terminal block 66 includes a thermally conductive member, and transfers heat from the three-phase terminals 64 a , 64 b , and 64 c to the heat sink 50 .

In the power conversion module 40, a switching module including a plurality of switching elements is built in the housing. The plurality of switching elements have switching elements for each phase (for example, U phase, V phase, W phase). By turning on and off these switching elements, the power conversion module 40 converts the DC power from the battery 18 into three-phase AC power, or converts the three-phase AC power from the running motor 28 into DC power.

The heat sink 50 and the upper case 52 form a charging device room 72 for storing the quick charging device 60, a fuse room 74 for storing the fuses 62a and 62b, a power conversion room 76 for storing the power conversion module 40, and three-phase terminals. Three-phase terminal compartment 78 of 64a, 64b, 64c. The charging device chamber 72 has a charging device chamber opening 72 a formed on the upper surface of the upper case 52 that can enter into the charging device chamber 72 , and the fuse chamber 74 has an opening 72 a that can enter into the fuse chamber 74 in the upper case 52 . The fuse chamber opening 74a formed on the upper surface of the power conversion chamber 76 has a power conversion chamber opening 76a formed on the upper surface of the upper housing 52 that can enter the power conversion chamber 76, and the three-phase terminal chamber 78 has a power conversion chamber opening 76a that can enter the power conversion chamber 76. The three-phase terminal chamber opening 78a formed on the upper surface of the upper case 52 to enter the three-phase terminal chamber 78 (see FIGS. 4 and 12 ). An ECU (control unit) 42 that controls the power conversion module 40 is provided in the charging equipment room 72 above the quick charging equipment 60 .

The upper cover 54 has a first upper cover 54a covering the charging equipment compartment opening 72a, a second upper cover 54b covering the fuse compartment opening 74a, a third upper cover 54c covering the power conversion compartment opening 76a, and a three-phase terminal cover. The fourth upper cover 54d of the chamber opening 78a. The charging equipment room 72 is formed higher than the fuse room 74, the power conversion room 76, and the three-phase terminal room 78, so the charging equipment room opening 72a and the fuse room opening 74a, the power conversion room opening 76a, and the three-phase terminal room The opening 78a is formed at a higher position than the opening 78a.

Above the power conversion module 40 and below the opening 76a of the power conversion chamber, a smoothing capacitor housing section 82 for housing a smoothing capacitor module 80 (see FIG. 8 ) composed of a plurality of smoothing capacitors is suspended from the upper portion. On the inner wall of the housing 52. The smoothing capacitor module 80 is electrically connected to the power conversion module 40 and smoothes the power from the battery 18 .

A charger 84 for charging the battery 18 is provided on the bottom surface of the lower case 56, and the voltage of the battery 18 is reduced in order to supply low-voltage power to equipment (electrical components) of the low-voltage system mounted on the electric vehicle 10. Voltage DC/DC converter 86. The DC/DC converter 86 and the charger 84 are accommodated in a rectangular frame, and the number of components is larger than that of the DC/DC converter 86, so that the frame of the charger 84 is larger than the frame of the DC/DC converter 86. big body.

The radiator 50 has an inflow portion 88 through which fluid flows in and an outflow portion 90 through which the fluid flows out. A flow path (not shown) through which the fluid flows is formed by the bottom surface of the radiator 50 and the upper surface of the lower case 56 . The fluid that has flowed in from the inflow portion 88 flows out from the outflow portion 90 through the flow path formed by the radiator 50 and the lower case 56 . Thus, the heat sink 50 can make the power conversion module 40 and the quick charging device 60 etc. installed on the upper surface side of the heat sink 50 and the charger 84 and the DC/DC converter installed on the lower surface side of the heat sink 50 86 to dissipate heat to cool them.

5 is a top view of the radiator 50, FIG. 6 is an enlarged top view of the main part of the radiator 50 shown in FIG. 5, FIG. 7 is a bottom view of the lower housing 56, and FIG.

As shown in FIG. 8 , the power conversion module 40 is connected to the power connector 38 , and the battery 18 is connected to the power connector 38 through the power cable 34 , so that the power conversion module 40 and the battery 18 are connected via the smoothing capacitor module 80 , which will be described later. The snubber capacitor module 100 and the common iron core 102 are connected. The fuses 62a, 62b, the fast charging device 60, the charger 84, and the DC/DC converter 86 are connected to the battery 18 through bus bars (connecting lines), and are connected via the smoothing capacitor module 80, the snubber capacitor module 100, and the common iron core 102. It is connected to the power conversion module 40 . The bus bar is formed by punching a metal plate such as a copper plate. It should be noted that the fast charging device 60 has a diode 104 , a first main contactor 106 , a second main contactor 108 , a resistor R, and a pre-contactor 110 .

The power conversion module 40 has DC connection terminal portions 120a, 120b composed of three positive and negative electrodes arranged in a row at the rear end, the positive DC connection terminal portions 120a are electrically connected to each other, and the negative DC connection terminal portions 120b are connected to each other. conduction. The positive DC connection terminal portions 120 a and the negative DC connection terminal portions 120 b are arranged alternately.

On the side of the DC connection terminal portions 120 a and 120 b of the power conversion module 40 , an iron core built-in snubber capacitor portion 122 is provided. As shown in FIG. 6 , the core built-in snubber capacitor unit 122 has: a snubber capacitor module 100 composed of a plurality of snubber capacitors; a capacitor housing portion 124a for accommodating the snubber capacitor module 100; The long common iron core 102; the iron core accommodating part 124b which accommodates this common iron core 102. The capacitor housing part 124a and the iron core housing part 124b are integrally formed. Although not shown, the plurality of snubber capacitors are aligned in a fixed direction and connected in parallel. The snubber capacitor module 100 is disposed on the side of the DC connection terminal portions 120 a and 120 b , and the common core 102 is disposed on the side of the DC connection terminal portions 120 a and 120 b of the power conversion module 40 via the snubber capacitor module 100 . That is, snubber capacitor module 100 is arranged between common iron core 102 and power conversion module 40 .

The snubber capacitor module 100 and the common core 102 are arranged such that the longitudinal direction of the snubber capacitor module 100 and the common core 102 is parallel to the end of the power conversion module 40 provided with the three DC connection terminal portions 120a, 120b. In addition, the snubber capacitor module 100 and the common iron core are arranged such that one end of the snubber capacitor module 100 on the fuse 62a, 62b side in the longitudinal direction is substantially aligned with one end of the common iron core 102 on the fuse 62a, 62b side in the longitudinal direction. 102. The length in the longitudinal direction of the snubber capacitor module 100 is formed longer than the length in the longitudinal direction of the common core 102 .

On the side of the power conversion module 40 of the snubber capacitor module 100, connection terminal portions 126a, 126b are provided. The connection terminal portions 126a, 126b are composed of three positive and negative electrodes connected to the three positive and negative DC connection terminal portions 120a, 120b. . The positive connection terminal portion 126a is connected to one end of the plurality of snubber capacitors connected in parallel, and the negative connection terminal portion 126b is connected to the other end of the plurality of snubber capacitors connected in parallel (not shown).

In addition, at the end portion on the rear side of the smoothing capacitor housing portion 82, connection terminal portions 128a, 128b are provided. and the negative electrode. The connection terminal portions 128 a and 128 b are connected to the smoothing capacitor module 80 , the positive connection terminal portion 128 a is connected to one end side of the smoothing capacitor module 80 , and the negative connection terminal portion 128 b is connected to the other end side of the smoothing capacitor module 80 .

The three DC connection terminal portions 120a, 120b, the three connection terminal portions 126a, 126b of the snubber capacitor module 100, and the three connection terminal portions 128a, 128b of the smoothing capacitor module 80 are connected to each other. As shown in FIG. 9, the connection terminal portion 128a of the smoothing capacitor module 80 is connected to the DC connection terminal portion 120a, and the connection terminal portion 126a of the snubber capacitor module 100 is connected to the connection terminal portion 128a of the smoothing capacitor module 80. Bolt B secures the above connection. Since the connection of the DC connection terminal part 120b, the connection terminal part 128b, and the connection terminal part 126b is also the same as that of FIG. 9, description thereof will be omitted. It should be noted that, as shown in FIG. 9, the height of the snubber capacitor module 100 and the capacitor housing portion 124a is the same as the height from the radiator 50 to the DC connection terminal portions 120a, 120b, or higher than the height from the radiator 50 to the DC connection terminal portion. The height of 120a, 120b is formed low.

FIG. 10 is a perspective view of snubber capacitor unit 122 with built-in core, and FIG. 11 is a cross-sectional view of snubber capacitor unit with built-in core 122 .

The capacitor housing portion 124 a is a case capable of housing the snubber capacitor module 100 , and has a first opening 130 on a surface in the longitudinal direction and on a surface facing the power conversion module 40 . The snubber capacitor module 100 is inserted into the capacitor housing portion 124a through the first opening 130 so that the connection terminal portions 126a, 126b are positioned outside, and the resin member 132 is put into the capacitor housing portion 124a, whereby the snubber capacitor The module 100 is fixed to the capacitor housing portion 124a. At this time, the resin member 132 is put into the resin member 132 so that the snubber capacitor module 100 is buried and a part of the connection terminal portions 126 a and 126 b are not buried. After inserting the resin member 132 and fixing the snubber capacitor module 100 to the capacitor housing portion 124a, the insulating sheet 130a covering the first opening 130 is attached (see FIG. 11 ). The insulating sheet 130a covers a part of the connection terminal portions 126a, 126b.

The iron core housing part 124b is a case which can accommodate a part of the common iron core 102, and has the 2nd opening part 134 in the upper surface. The common iron core 102 has an elliptical shape, and is inserted into the iron core accommodating portion 124b from the second opening 134 of the iron core accommodating portion 124b so that the long axis of the common iron core 102 is in the vertical direction and the short axis is in the planar direction of the heat sink 50 . and put the resin member 136 into the core accommodating portion 124b, whereby the common iron core 102 is fixed to the core accommodating portion 124b. At this time, the resin member 136 is injected so as to bury at least a part of the inner periphery of the common iron core 102 .

A shock absorber 138 is provided between the common iron core 102 and the capacitor housing portion 124a. The impact buffer 138 is provided near the center of gravity of the common iron core 102 or at a position higher than the center of gravity of the common iron core 102 . Between the common iron core 102 and the capacitor accommodating portion 124a, the impact buffer 138 is provided at a position whose height is above the center of gravity, and the lower side of the common iron core 102 is fixed by the resin member 136, thereby making the common iron core 102 The balance and shock resistance are improved. As shown in FIG. 11 , the height of the common iron core 102 is higher than the height of the snubber capacitor module 100 and the capacitor housing portion 124 a. Moreover, although not shown in figure, the height of the common iron core 102 is higher than the height from the heat sink 50 to the DC connection terminal part 120a, 120b.

As shown in FIG. 5 , one end of a bus bar 150 is connected to the DC connection terminal portion 120a of the positive pole closest to the three-phase terminals 64a, 64b, 64c of the power conversion module 40, and the bus bar 150 is directed from the three-phase terminals 64a, 64b, 64c to The fuses 62a and 62b side penetrate the inside of the common iron core 102 .

The branch point J1 which is the other end of the bus bar 150 is connected to the bus bar 152, and this bus bar 152 is connected to the power supply connector 38 via the power supply cable 154a, as shown in FIG.5, FIG.7. In addition, one end of a bus bar 156 passing through the inside of the common core 102 from the three-phase terminals 64a, 64b, and 64c toward the fuses 62a and 62b is connected to the DC connection terminal portion 120b of the negative pole located in the middle. .

The branch point J2 which is the other end of the bus bar 156 is connected to the bus bar 158 , and as shown in FIGS. 5 and 7 , the bus bar 158 is connected to the power connector 38 via the power cable 154 b. Thus, the positive DC connection terminal portion 120 a is connected to the positive side of the battery 18 , and the negative DC connection terminal portion 120 b is connected to the negative side of the battery 18 . Since the common iron core 102 is arranged on the side of the fuses 62a and 62b, the common iron core 102 will not hinder the connection between the bus bar 150 and the DC connection terminal part 120a and the connection between the bus bar 156 and the DC connection terminal part 120b. Connection of the DC connection terminal portions 120a and 120b is facilitated, thereby improving connectivity. Furthermore, the shapes of the bus bars 150 and 156 can be simplified.

The power supply cables 154a, 154b are inserted into the power control unit 30 through the through-holes 50a, 50b formed in the heat sink 50 from below, and are connected to the ends of the bus bars 152, 158 .

One end of the fuses 62a, 62b is connected to the branch point J1, which is the other end of the bus bar 150, through the bus bar 160 having a predetermined distance, and the junction point J3 of the bus bar 160 to the fuses 62a, 62b, which is the junction point J3, and the cathode of the diode 104 pass through The bus bar 162 is connected. A current sensor 164 using a Hall element for detecting a charging current is provided on the bus bar 160 . The other end of the fuse 62a is connected to the positive terminal of the air conditioner compressor 168, which is a kind of power supply compressor, via the normal mode coil 166, and the other end of the fuse 62b is connected to the positive terminal of the heater 170 (see FIGS. 5 and 8 ). ). By providing the normal mode coil 166 , the resonance frequency of the air conditioner compressor 168 can be shifted from the resonance frequency band of the power control unit 30 , and the occurrence of resonance between the air conditioner compressor 168 and the power control unit 30 can be suppressed. The fuses 62 a , 62 b and the normal mode coil 166 are installed in the coil housing portion 172 .

The cathode of the diode 104 is connected to one end of the first main contactor 106 via the resistor R and the pre-contactor 110 , and the anode of the diode 104 is connected to the one end of the first main contactor 106 through the bus bar 174 .

The bus bar 175 provided in the coil storage part 172 for connecting the negative terminal of the air conditioner compressor 168 and the heater 170 is connected to the branch point J2 as the other end of the bus bar 156 through the bus bar 176, and the bus bar 175 is connected to the second main contactor 108. One end of is connected by a bus bar 178.

The branch point J3 is connected to one end of the bus 180. As shown in FIG. The positive terminal 188a is connected. The end of the bus bar 158 connected to the power supply cable 154b is connected to one end of the bus bar 190. As shown in FIG. The first negative terminal 188b of the DC/DC converter 86 is connected.

The second positive terminal 200a and the second negative terminal 200b of the charger 84 are connected to the connector 204 (refer to FIG. The external cable 208 of the power control unit 30 is connected. Accordingly, the electric power decompressed by the DC/DC converter 86 is supplied to devices of the low-voltage system mounted on the electric vehicle 10 through the cable 208 .

In addition, as shown in FIG. 5, the power conversion module 40 has a U-phase terminal 210a, a V-phase terminal 210b, and a W-phase terminal 210c. The U-phase terminal 210a is connected to the three-phase terminal 64a, and the V-phase terminal 210b is connected to the three-phase terminal. 64b, and connect the three-phase terminal 64c to the W-phase terminal 210c.

As shown in FIG. 7 , DC/DC converter 86 and charger 84 are arranged such that their longitudinal directions are perpendicular to each other, and the long side of DC/DC converter 86 is adjacent to the short side of charger 84 .

By connecting the plug 212 connected to the connector 204 to an unillustrated commercial outlet (external power), 100V or 200V AC power is supplied to the charger 84, so that the charger 84 normally charges the battery 18 (see FIG. 8).

FIG. 12 is a plan view when the upper case 52 is disposed above the radiator 50 in FIG. 5 . It should be noted that, in FIG. 12 , illustration of the smoothing capacitor module 80 is omitted. A quick charging connector 220 is provided on the upper case 52 , and the other end of the first main contactor 106 and the other end of the second main contactor 108 are connected to the quick charging connector 220 via bus bars 222 , 224 . Connector 228 is connected to connector 220 for quick charging, and this connector 228 is connected to charger side connector 226 of a quick charger (external power) not shown in the figure that supplies high-voltage DC power provided at a power supply station (refer to Figure 8). By connecting the charger-side connector 226 and the connector 228 of the quick charger, the quick charger quickly charges the battery 18 .

The power control unit 30 having such a configuration supplies a DC discharge current from the battery 18 to the power conversion module 40 through the branch point J1 when running, and the power conversion module 40 converts the supplied DC power into three-phase AC power for driving. It is supplied by the electric motor 28 . In addition, at the time of charging, a charging current is supplied from the charger 84 or the fast charging device 60 to the battery 18 through the junction points J3 and J1, and the battery 18 is charged.

Therefore, in the bus bar 160 provided between the branch point J1 (first branch point) and the branch point J3 (second branch point), the discharged power supplied to the power conversion module 40 does not flow during running, and flows during charging. The DC charging current supplied from the charger 84 or the device 60 for fast charging to the battery 18, wherein the branch point J1 is branched from the battery 18 to the side of the power conversion module 40 and the side of the charger 84 and the device 60 for fast charging. The branch point J3 is branched from the branch point J1 to the side of the charger 84 and the side of the quick charging device 60. Therefore, by providing the current sensor 164 on the bus bar 160, the charging current can be accurately detected, and the heat generation of the current sensor 164 can be suppressed, so that The lifetime of the current sensor 164 is improved. In addition, the charging current from the charger 84 and the charging current from the fast charging device 60 can be detected by a single current sensor. It should be noted that the ECU 42 calculates the state of charge (how much is charged) of the normal charging and the quick charging based on the detection result of the current sensor 164 .

In addition, since the DC/DC converter 86, the air conditioner compressor 168, and the heater 170 are loads that are also driven during charging, the DC/DC converter 86, the air conditioner compressor 168, and the heater 170 (hereinafter, (referred to as load) driving, current from charger 84 or fast charging device 60 is supplied to DC/DC converter 86 , air conditioner compressor 168 and heater 170 .

However, the branch point J3 is also a branch point (third branch point) that first branches the current from the battery 18 to the charger 84 and the fast charging device 60 side and the load side (the third branch point). The current supplied to the load does not flow through the bus bar 160 provided between the branch points J1 provided on the battery 18 side, but only the charging current flows. Therefore, the current sensor 164 can accurately detect only the charging current supplied to the battery 18, thereby improving the detection accuracy of the charging current.

It should be noted that the branch point J3 functions as the second branch point and the third branch point, but the second branch point and the third branch point may be independently provided at different positions. In this case, a third branch point is provided between the branch point J1 (first branch point) and the second branch point.

As described above, the battery 18 and the power conversion module 40 are connected by the bus bars 150 , 152 , 156 , and 158 , and the smoothing capacitor module 80 , the snubber capacitor module 100 , and the common iron core 102 are interposed between the battery 18 and the power conversion module 40 . . In addition, the fuses 62a, 62b, the fast charging device 60, the charger 84, and the DC/DC converter 86 are connected to the The battery 18 is connected and communicated with The power conversion module 40 is connected. Therefore, it is possible to suppress transmission of surge voltage and radiated noise generated by power conversion module 40 to battery 18 , fuses 62 a , 62 b , fast charging device 60 , charger 84 , and DC/DC converter 86 .

13 is a diagram showing the charging of the battery 18, the fuses 62a, 62b, the fast charging device 60, and the battery 18 when the snubber capacitor module 100 and the shared iron core 102 are not installed and when the snubber capacitor module 100 and the shared iron core 102 are provided. A diagram showing an example of the surge voltage and radiation noise transmitted by the converter 84 and the DC/DC converter 86.

Area O represents the surge voltage and the Radiation noise.

Region P represents surge voltage and radiation noise transmitted to battery 18 , fuses 62 a , 62 b , fast charging device 60 , charger 84 , and DC/DC converter 86 when only snubber capacitor module 100 is provided. Comparing the area O and the area P, it can be seen that when the snubber capacitor module 100 is provided, the surge voltage is reduced compared to the case where the snubber capacitor module 100 and the common core 102 are not provided. It should be noted that radiation noise is hardly reduced.

Region Q represents surge voltage and radiation noise transmitted to battery 18 , fuses 62 a , 62 b , fast charging device 60 , charger 84 , and DC/DC converter 86 when only common core 102 is provided. Comparing the area O and the area Q, it can be seen that when the common iron core 102 is provided, the radiation noise is reduced compared to the case where the snubber capacitor module 100 and the common iron core 102 are not provided. It should be noted that the surge voltage hardly decreased.

The region R represents the surge voltage transmitted to the battery 18, the fuses 62a, 62b, the device 60 for quick charging, the charger 84, and the DC/DC converter 86 when the snubber capacitor module 100 and the common core 102 are provided, and Radiation noise.

Comparing the area O with the area R, it can be seen that when the snubber capacitor block 100 and the common iron core 102 are installed, both the surge voltage and the radiation noise are reduced compared to the case where the snubber capacitor block 100 and the common iron core 102 are not installed. . In addition, comparing the region P and the region R, it can be seen that providing both the snubber capacitor module 100 and the common iron core 102 further reduces the surge voltage compared to the case where only the snubber capacitor module 100 is provided. In addition, comparing the area Q and the area R, it can be seen that providing both the snubber capacitor module 100 and the common iron core 102 reduces radiation noise more than when only the common iron core 102 is provided.

In addition, since the snubber capacitor module 100 and the common iron core 102 are arranged in parallel to each other in the longitudinal direction, the arrangement area of the snubber capacitor module 100 and the common iron core 102 can be reduced, and the useless space in the power control unit 30 can be effectively used. Therefore, it is possible to reduce the size of the power control unit 30 .

In addition, since the snubber capacitor module 100 and the common iron core 102 are arranged in such a manner that one end of their longitudinal direction is aligned, and the DC connection terminal portions 120a, 120b provided on the other end side of the common iron core 102 are connected to the common iron core. 102 bus bars 150, 156, so the connectivity between the bus bars 150, 156 and the DC connection terminal parts 120a, 120b is improved, the shape of the bus bars 150, 156 can be simplified, and the power control unit 30 can be miniaturized. In addition, since the DC connection terminal portions 120a, 120b and the connection terminal portions 126a, 126b of the snubber capacitor module 100 are directly connected without via bus bars, the snubber capacitor module 100 can be connected closer to the power conversion module 40 side, thereby enabling Miniaturization of the power control unit 30 is achieved, and surge voltage can be suppressed more effectively.

In addition, since the capacitor housing portion 124a housing the snubber capacitor module 100 and the core housing portion 124b housing the common core 102 are integrally formed as one unit, the mountability of the snubber capacitor module 100 and the common core 102 is improved.

In addition, a first opening 130 for inserting the snubber capacitor module 100 is provided on the surface of the capacitor housing portion 124a in the longitudinal direction facing the power conversion module 40, and a first opening 130 for inserting the snubber capacitor module 100 is provided on the upper surface of the core housing portion 124b. The buffer capacitor module 100 and the common iron core 102 are fixed by inserting the resin members 132 and 136 from the first opening 130 and the second opening 134 into the second opening 134 for inserting the common iron core 102, so that the buffer capacitor module 100 and the common iron core 102 can be fixed. The arrangement area in the front-back direction of the capacitor module 100 and the common iron core 102 is narrowed, and the power control unit 30 can be downsized. That is, compared with the case where the snubber capacitor module 100 and the common iron core 102 are inserted from one opening and the resin member is put in from the one opening, the snubber capacitor module 100 and the common iron core 102 can be tightened on the power conversion module 40 side. Depending on the configuration, the configuration area can be reduced.

The common iron core 102 has an elliptical shape, and the common iron core 102 is inserted into the iron core accommodating portion 124b so that the long axis becomes the up-down direction and the short axis becomes the planar direction of the heat sink 50, so that the front-rear direction of the common iron core 102 can be adjusted. The mounting area on the top is narrowed, and the power control unit 30 can be miniaturized.

In addition, since at least a part of the inner circumference of the common iron core 102 is buried with a resin member, the balance and shock resistance of the common iron core 102 are improved, and the inner circumference of the common iron core 102 can be prevented from being connected to the bus bars 150 , 156 cases of exposure. Moreover, since the impact buffer 138 is provided between the common iron core 102 and the capacitor housing part 124a, the vibration resistance of the common iron core 102 improves.

Since the height of the DC connection terminal parts 120a, 120b from the radiator 50 is higher than the height of the snubber capacitor module 100 and the capacitor housing part 124a, it is necessary to connect the bus bars 150, 156 passing through the common iron core 102 to the DC connection terminal parts 120a, 120b. When the snubber capacitor module 100 and the capacitor accommodating part 124a do not become an obstacle, the connectivity between the bus bars 150, 156 and the DC connection terminal parts 120a, 120b is improved, and the shape of the bus bars 150, 156 can be simplified, so that power can be realized. Miniaturization of the control unit 30 .

Since the height of the common iron core 102 is higher than that of the snubber capacitor module 100, the bus bars 150, 156 passing through the common iron core 102 can easily pass through the snubber capacitor module 100 and the capacitor housing portion 124a, thereby connecting the bus bars 150, 156 to the DC. The connectivity of the terminal portions 120 a and 120 b is improved, and the shapes of the bus bars 150 and 156 can be simplified, thereby enabling miniaturization of the power control unit 30 .

As mentioned above, although this invention was demonstrated using preferable embodiment, the technical scope of this invention is not limited to the range described in the said embodiment. It is self-evident for those skilled in the art that various modifications and improvements can be added to the above-described embodiments. It is clear from the description of the claims that such modifications and improvements are also included in the technical scope of the present invention.

Claims (4)

1. power control unit, it is equipped on vehicle, it is characterized in that, possesses:

The direct current (DC) of battery is converted to the power switching module of alternating current;

Dispose the radiator of described power switching module in upper surface side;

The sub-section of DC connecting end that is consisted of by positive pole and negative pole that arranges in the end of described power switching module;

In the upper surface side of described radiator and the buffer condenser module that arranges in the sub-section of the described DC connecting end side of described power switching module;

In the upper surface side of described radiator, be arranged on the shared iron core of the sub-section of the described DC connecting end side of described power switching module across described buffer condenser module,

The length of the length direction of the described buffer condenser module of the Length Ratio of the length direction of described shared iron core is short, described buffer condenser module and described shared iron core arrange in the mode that length direction is parallel to each other, and the mode with the end alignment of the length direction of described buffer condenser module and described shared iron core disposes, it is distolateral that the sub-section of described DC connecting end is arranged on another of length direction of described shared iron core at least, sub-section is connected with the splicing ear of described buffer condenser module in described DC connecting end, and is connected with from described one that distolateral another is distolateral and connect the bus of the inside of described shared iron core towards described.

2. power control unit according to claim 1 is characterized in that,

Described power control unit has the cond resettlement section of accommodating described buffer condenser module and accommodates the iron core resettlement section of described shared iron core, and described cond resettlement section and described iron core resettlement section are integrally formed.

3. power control unit according to claim 1 and 2 is characterized in that,

The sub-section of described DC connecting end is high apart from the height of the described buffer condenser module of aspect ratio of described radiator.

4. according to claim 1 or 3 described power control units, it is characterized in that,

The height of the described buffer condenser module of the aspect ratio of described shared iron core is high.

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