CN104582986B - 搭载于电动车辆上的一体型强电单元 - Google Patents

搭载于电动车辆上的一体型强电单元 Download PDF

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CN104582986B
CN104582986B CN201380044301.8A CN201380044301A CN104582986B CN 104582986 B CN104582986 B CN 104582986B CN 201380044301 A CN201380044301 A CN 201380044301A CN 104582986 B CN104582986 B CN 104582986B
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electric power
forceful electric
power unit
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elec
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CN104582986A (zh
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横山敦明
川村智树
进藤辰弥
奥山豪成
石崎丈夫
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Nissan Motor Co Ltd
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Abstract

一种搭载于电动车辆上的一体型强电单元，其具有第一强电单元、相对于第一强电单元配置在车辆上下方向上侧的第二强电单元、将第一强电单元和第二强电单元可通气地连结的连结路、设于第二强电单元且将第二强电单元的内部和外部连通的通气口。

Description

搭载于电动车辆上的一体型强电单元
技术领域
本发明涉及搭载于电动车辆上的一体型强电单元。
背景技术
在JP2009－201218A中，在电动机壳体上设有第一通气口，并且在与电动机壳体不同的变换器壳体上设有第二通气口。另外，通气口是指，使壳体的内部和外部连通而使壳体内外间的气压差降低的构件。
在这样的JP2009－201218A的技术中，由于在电动机壳体以及变换器壳体二者设有通气口，故而在位于车辆下部的电动机壳体没水的情况下，水会浸入电动机壳体的通气口。
发明内容
本发明是着眼于上述那样的现有的问题点而设立的。本发明的目的在于提供一种即使没水也防止水从通气口浸入的搭载于电动车辆上的一体型强电单元。
本发明的搭载于电动车辆的一体型强电单元的一方面，具有第一强电单元和相对于第一强电单元配置在车辆上下方向上侧的第二强电单元。而且，具有将第一强电单元和第二强电单元可通气地连结的连结路、和设于第二强电单元且将第二强电单元的内部和外部连通的通气口。
附图说明
图1是表示搭载于电动车辆上的一体型强电单元的第一实施方式的剖面示意图；
图2是表示搭载于电动车辆上的一体型强电单元的第二实施方式的剖面示意图。
具体实施方式
以下，参照附图对本发明的实施方式进行说明。
(第一实施方式)
图1是表示搭载于电动车辆上的一体型强电单元的第一实施方式的剖面示意图。
一体型强电单元1具有电动机10、变换器20、功率分配模块(PDM)30。
电动机10为在电动机壳体11中具有定子12等的强电单元。电动机10例如为永久磁铁式同步电动机。
变换器20为在变换器壳体21中具有功率模块22、水冷冷却器23、平滑电容器24等的强电单元。变换器20输出三相电流。功率模块22经由三相电流母线51与电动机10的定子12连接，向电动机10供给驱动电力，或从电动机10回收再生电力。水冷冷却器23配置在功率模块22之上。水冷冷却器23将功率模块22水冷。平滑电容器24配置在水冷冷却器23之上。变换器壳体21经由衬垫41载置于电动机壳体11之上。另外，变换器壳体21经由中空的连结路410与电动机壳体11连通。
另外，功率模块22、水冷冷却器23、平滑电容器24配置在连结路410的正上方。
功率分配模块(PowerDistributionModule，也称为“PDM”)30为在PDM壳体31中具有接受来自未图示的供给驱动用电力的强电蓄电池的电力的继电器32等的强电单元。另外，PDM30也包含DC/DC转换器及充电器。DC/DC转换器成为将来自未图示的行驶用蓄电池(例如，350V蓄电池)的直流电压降压到辅助蓄电池(例如，12V蓄电池)的直流电压的降压电路。充电器为将从家庭用的外部交流电源供给的交流电流转换成直流电流而对行驶用蓄电池进行充电的转换电路。PDM壳体31经由衬垫42配置在变换器壳体21之上。另外，PDM壳体31经由中空的连结路420与变换器壳体21连通。另外，在PDM壳体31设置通气口33。通气口33为可进行PDM壳体31的内部和外部的通气的部件。通气口33例如包含可以使气体通过但不使液体通过的膜而构成。
与电动机10的定子12连接的三相电流母线51通过连结路410的内部而与变换器20的功率模块22连接。
另外，与变换器20的平滑电容器24连接的PN母线52通过连结路420的内部而与PDM30的继电器32连接。通过这样的构造向变换器20的功率模块22供给电力。
接着，对本实施方式的作用效果进行说明。车辆搭载位置低的单元(例如，图1的电动机10)考虑在动作中为高温。在这样的情况下，内部的空气也为高温。若这样的单元没水，则假定被冷却而使电动机壳体内的温度下降，内部压力也下降。在这样的情况下，若电动机壳体不充分密闭，则会因电动机壳体内外的气压差而从密封部分吸入水。另外，与电动机单元连接的线束一根一根的前端都未防水的情况下，通过线束内而成为负压的电动机单元内会吸入水。对此，在本实施方式中为如下的构造，即，强电单元间能够通气，并且在强电单元中车辆搭载位置最高的PDM30设有通气口33。若为这样的构造，即使在没水的情况下，电动机10内部的空气也经由连结路410及连结路420以及通气口33而与大气连通。因此，电动机10内部的气压与大气压相同。其结果，具有能够防止由内外气压差引起的水的吸入的效果。即，根据本实施方式的构成，即使车辆搭载位置低的强电单元没水，由于其单元内的气体(空气)与外气通气，故而也能够防止水浸入单元的情况。
另外，本实施方式在强电单元中车辆搭载位置最高的PDM30设有通气口33。位于这样的位置的单元与其他单元相比不易浸水，故而具有水不易从通气口33进入的效果。另外，也具有不易附着泥等的效果。
另外，在本实施方式中，通气口33仅设置在强电单元中车辆搭载位置最高的PDM30。即，通气口33仅设有一个。因此，具有成本低的效果。
另外，图1的三个单元经由连结路410及连结路420能够使空气流通。因此，在将单元一体化之后，能够在一次实施检查单元与连结路之间有无空气泄漏的空气泄漏检查。另外，空气泄漏检查是通过从通气口33注入空气来确认有无泄漏的检查。在JP2009－201218A的构造中，由于单元连结路为液密构造，故而组装后的空气泄漏检查必须针对各个单元从各单元的通气口注入空气，不能够一次就结束。
作为设置通气口33的位置，考虑了车辆的前侧或者后侧，但在车辆的后侧，PDM30、变换器20等成为壁，抑制在行驶中溅起的水进入通气口33的情况。另外，在车辆后侧，在将电动机室高压洗车的情况下直接淋水的可能性低。
另外，通气口33若包含使气体通过但不使液体通过的膜而构成，则能够防止污染物(contamination)经由通气口33进入单元内部，故而优选。
由电动机10的定子12等的发热加热的空气如图1的箭头标记所示地通过连结路410而流入变换器20。若水冷冷却器23配置在连结路410的正上方，则该空气被水冷冷却器23冷却。因此，能够防止高温的空气流入PDM30，故而优选。
(第二实施方式)
图2是表示搭载于电动车辆上的一体型强电单元的第二实施方式的剖面示意图。
以下对起到与上述同样的功能的部分标注同一标记并适当省略重复的说明。
在第一实施方式(图1)中，连结路410及连结路420大致配置在同一轴线上。对此，在该第二实施方式中，连结路410及连结路420夹着上下贯穿变换器20的线而配置在相反侧。特别是，在图2中，连结路410配置在右端附近，连结路420配置在左端附近。
另外，在本实施方式中，水冷冷却器23配置在变换器壳体21的顶壁。而且，功率模块22配置在水冷冷却器23的下面，平滑电容器24配置在功率模块22的下面。
若为这样的构成，则由电动机10的定子等的发热而加热的空气如图2的箭头标记所示地通过连结路410而流入变换器20，朝向连结路420。此时，若为该第二实施方式的构造，则与第一实施方式相比，沿着水冷冷却器23流动的距离长，故而容易冷却。
若为该第二实施方式的构造，则与第一实施方式相比，变换器壳体21内部的空气的流动被单纯化，故而能够得到单元内通气时的压力损失低的效果。
以上说明的搭载于电动车辆上的一体型强电单元具有变换器20、相对于变换器20配置在车辆上下方向上侧的PDM30。而且，具有将变换器20和PDM30可通气地连结的连结路420、设于PDM30且将PDM30的内部和外部连通的通气口33。由此，由于在上侧的PDM30设有通气口33，即使下侧的变换器20没水，也能够防止水从通气口33浸入。
以上对本发明的实施方式进行了说明，但上述实施方式只不过表示本发明的适用例的一部分，并非将本发明的技术范围限定在上述实施方式的具体构成的意思。
例如，在上述说明中，在电动机10之上配置有变换器20、进而在其之上配置有PDM30。但是，这样的上下位置的关系不过是一例，也可以是其他的上下位置关系。
另外，作为强电单元虽然示例了电动机10、变换器20、PDM30，但不限于此。
另外，在上述说明中，示例并说明了将三个强电单元一体化的情况，但也可以将两个强电单元一体化或将四个以上的强电单元一体化。
另外，电动车辆中不仅包含电动汽车，显然也包含油电混合动力车、插电式混合动力汽车等。
另外，上述实施方式能够适当组合。
本申请基于2012年8月24日在日本专利局提出申请的特愿2012－185210主张优先权，该申请的全部内容通过参照而编入本说明书。

Claims (7)

1.一种搭载于电动车辆上的一体型强电单元，其中，具有：
第一强电单元；
相对于第一强电单元配置在车辆上下方向上侧的第二强电单元；
将第一强电单元和第二强电单元可通气地连结的第一连结路；
设于第二强电单元且将第二强电单元的内部和外部连通的通气口；
相对于第一强电单元配置在车辆上下方向下侧的第三强电单元；
将第一强电单元和第三强电单元可通气地连结的第二连结路；
配置在所述第一连结路与所述第二连结路之间的冷却器。
2.如权利要求1所述的搭载于电动车辆上的一体型强电单元，其中，
所述第一强电单元为变换器，
所述第三强电单元为电动机，
所述冷却器将所述变换器的功率模块冷却，
所述功率模块配置在所述冷却器的下面。
3.如权利要求1或2所述的搭载于电动车辆上的一体型强电单元，其中，
所述冷却器配置在所述第二连结路的正上方。
4.如权利要求1或2所述的搭载于电动车辆上的一体型强电单元，其中，
所述第一强电单元为包含电容器的变换器，
所述电容器配置在所述冷却器之上。
5.如权利要求1或2所述的搭载于电动车辆上的一体型强电单元，其中，
所述第一强电单元为包含电容器的变换器，
所述电容器相对于所述第二连结路在水平方向上分离，并且在所述冷却器的下方与所述冷却器分开配置。
6.如权利要求1或2所述的搭载于电动车辆上的一体型强电单元，其中，
所述第一连结路和所述第二连结路夹着上下贯穿第一强电单元的线而配置在相反侧。
7.如权利要求2所述的搭载于电动车辆上的一体型强电单元，其中，
所述第二强电单元包含DC/DC转换器及充电器。
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