CN107487208B - 电力变换器的车载构造 - Google Patents

电力变换器的车载构造 Download PDF

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Publication number
CN107487208B
CN107487208B CN201710431942.9A CN201710431942A CN107487208B CN 107487208 B CN107487208 B CN 107487208B CN 201710431942 A CN201710431942 A CN 201710431942A CN 107487208 B CN107487208 B CN 107487208B
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China
Prior art keywords
power converter
power
vehicle
voltage
converter
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Expired - Fee Related
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CN201710431942.9A
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CN107487208A (zh
Inventor
马场隆介
山中贤史
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Toyota Motor Corp
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Toyota Motor Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B60L53/16—Connectors, e.g. plugs or sockets, specially adapted for charging electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/22—Constructional details or arrangements of charging converters specially adapted for charging electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/08—Front or rear portions
    • B62D25/081—Cowls
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
    • H02K11/30—Structural association with control circuits or drive circuits
    • H02K11/33—Drive circuits, e.g. power electronics
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
    • H02M7/003—Constructional details, e.g. physical layout, assembly, wiring or busbar connections
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
    • H02M7/42—Conversion of dc power input into ac power output without possibility of reversal
    • H02M7/44—Conversion of dc power input into ac power output without possibility of reversal by static converters
    • H02M7/48—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/53—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M7/537—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters
    • H—ELECTRICITY
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    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
    • H—ELECTRICITY
    • H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
    • H05K—PRINTED CIRCUITS; CASINGS OR CONSTRUCTIONAL DETAILS OF ELECTRIC APPARATUS; MANUFACTURE OF ASSEMBLAGES OF ELECTRICAL COMPONENTS
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    • H05K7/1432—Housings specially adapted for power drive units or power converters
    • H—ELECTRICITY
    • H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
    • H05K—PRINTED CIRCUITS; CASINGS OR CONSTRUCTIONAL DETAILS OF ELECTRIC APPARATUS; MANUFACTURE OF ASSEMBLAGES OF ELECTRICAL COMPONENTS
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    • H05K7/14322—Housings specially adapted for power drive units or power converters wherein the control and power circuits of a power converter are arranged within the same casing
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    • H02M1/00—Details of apparatus for conversion
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Abstract

本发明涉及电力变换器的车载构造。在本说明书所公开的车载构造中,电力变换器固定于变速驱动桥之上且位于前围上盖板的前方。电力变换器具备抑制从电池供给的电力的电压的高频率变动的电容器和使该电容器放电的放电电路。用于连接在碰撞时使放电电路工作的放电指令信号的通信用的布线的连接器(信号连接器)设置于电力变换器的朝向车宽方向的侧面。

Description

电力变换器的车载构造
技术领域
本发明涉及将电源的电力变换为行驶用电动机的驱动电力的电力变换器的车载构造。
背景技术
电动汽车具备将电源的电力变换为行驶用电动机的驱动电力的电力变换器。此外,本说明书中的“电动汽车”不仅包括仅具备电动机作为动力源的汽车,也包括具备产生行驶用的驱动力的电动机和发动机这两者的汽车。另外,本说明书所公开的“电动汽车”还包括搭载了电池以外的电源(例如燃料电池)的汽车。
在一种类型的电动汽车中,将行驶用的电动机和电力变换器搭载于前舱(比车厢靠前的空间)。电力变换器有时固定于收纳电动机的电动机壳体之上(例如,日本特开2012-95482)。在一种类型的电力变换器中,用于连接辅机电池的电力供给用的布线的连接器设置于电力变换器的上表面(例如日本特开2015-133803的图1)。此外,辅机电池是向在比行驶用电动机的驱动电压低的电压下工作的设备(例如电力变换器中的控制基板)供给电力的电池。
发明内容
一种类型的电力变换器具备抑制从电源供给的电力的电压的高频率变动的电容器和使该电容器放电的放电电路。电力变换器接收来自与检测碰撞的传感器(防碰撞安全传感器(pre-crash safety sensor)或气囊传感器等)连接的另外的设备的指令信号(放电指令信号),使电容器放电。因此,在电力变换器的壳体设置了用于将传递指令信号的信号通信用的布线连接的连接器(信号连接器)。以往,信号连接器有时也与日本特开2015-133803的连接器同样地设置于电力变换器的上表面(上面)。
当电力变换器固定于电动机壳体之上时,电力变换器位于前围上盖板的前方。前围上盖板为了收纳雨刷(擦拭器)枢轴而如半管那样弯曲,在从车宽方向观察时，上部向车辆前方突出。若信号连接器设置于电力变换器的上表面,则在发生了正面碰撞和/或倾斜碰撞而承受了碰撞载荷的电力变换器向后方移动时,信号连接器有可能与后方的前围上盖板接触。当信号连接器与前围上盖板接触时,信号连接器受到损坏,存在经由信号连接器传输的放电指令信号无法达到放电电路、放电电路无法适当工作的可能性。本说明书提供一种传输放电指令信号的信号连接器在碰撞时难以损坏的构造。
本说明书公开一种将电源的电力变换成行驶用电动机的驱动电力的电力变换器的车载构造。为了防止在碰撞时信号连接器与前围上盖板的接触,考虑将信号连接器的位置变更为电力变换器的前面、后面的比前围上盖板低的位置和朝向车宽方向的侧面中的任一位置。但是,前面在正面碰撞时易受到冲击,因此不适于信号连接器的保护。有时在后面的比前围上盖板低的位置设置用于连接将电源的电力向电力变换器传输的电缆的高电压连接器。因此,有可能无法在后面的比前围上盖板低的范围内确保配置信号连接器的空间。于是,在本说明书所公开的车载构造中,将信号连接器配置于电力变换器的朝向车宽方向的侧面。这样一来,与配置于其他部位的情况相比,信号连接器在碰撞时难以损坏。
本说明书所公开的电力变换器固定于收纳了电动机的电动机壳体之上且位于前围上盖板的前方。在电力变换器的朝向车辆后方的面的比前围上盖板低的位置设置了用于连接将电源的电力向电力变换器传输的电缆的高电压连接器。电力变换器具备抑制从电源供给的电力的电压的高频率变动的电容器和使该电容器放电的放电电路。而且,将在碰撞时使放电电路工作的放电指令信号的通信用的布线连接的信号连接器设置于电力变换器的朝向车宽方向的侧面。信号连接器在电力变换器的朝向车宽方向的侧面设置于比电力变换器的后端靠车辆前方的位置。根据这样的构造,在发生了碰撞而电力变换器后退时,电力变换器比信号连接器先与前围上盖板接触,并向后方推前围上盖板。而且,信号连接器在电力变换器的侧面设置于比电力变换器的后端靠前方的位置。因此,即使前围上盖板变形而其一部分绕到电力变换器的侧面侧,变形后的前围上盖板也难以与信号连接器碰撞。这样,通过将信号连接器设置于电力变换器的侧面的比电力变换器的后端靠前方的位置,从而可避免信号连接器与前围上盖板接触。而且,根据上述的车载构造,与信号连接器配置于电力变换器的前面相比,能够减小信号连接器受到损坏的可能性。
信号连接器也可以位于与前围上盖板相同的高度的位置,但优选在比前围上盖板低的位置设置在电力变换器。在前者的情况下,当电力变换器后退时，电力变换器的后端与前围上盖板接触并向后方推前围上盖板。因此,设置于电力变换器的朝向车宽方向的侧面的信号连接器与前围上盖板接触的可能性低。在后者的情况下,能够进一步降低信号连接器与前围上盖板接触的可能性。
此外,连接电源的电力传递用的电缆的高电压连接器在比前围上盖板低的位置与电力变换器的后面连接。根据该构造,高电压连接器也可避免在碰撞时与前围上盖板接触。本说明书所公开的技术的详细情况和进一步的改良在以下的“具体实施方式”中说明。
附图说明
以下，参照附图对本发明的例示性实施方式的特征、优点以及技术和工业意义进行说明，在附图中，相似的标记附图标记表示相似的元素。
图1是采用了作为实施例的车载构造的对象的电力变换器的混合动力车的驱动系的框图。
图2是表示混合动力车的前舱内的设备布局的立体图。
图3是从车辆前方观察车载的电力变换器所得的图。
图4是沿图3的IV-IV线的剖视图。
图5是在以往的车载构造中从车宽方向观察电力变换器所得的图。
图6是表示变形例的车载构造的图(从车宽方向观察电力变换器所得的图)。
图7是表示以往的电力变换器的壳内的部件布局的三视图。(A)是俯视图,(B)是侧视图,(C)是后视图。
图8是表示在实施例的车载构造中采用了的电力变换器的壳内的部件布局的三视图。(A)是俯视图,(B)是侧视图,(C)是后视图。
具体实施方式
参照附图对实施例的车载构造进行说明。实施例的车载构造适用于具备两个电动机和一个发动机来用于行驶的混合动力车。图1示出混合动力车90的驱动系的框图。两个电动机8a、8b的输出轴和发动机91的输出轴与动力分配机构92连接。动力分配机构92将电动机8a、8b的输出转矩与发动机91的输出转矩适当合成,并将合成后的转矩向车轴93传递。动力分配机构92具体而言是行星齿轮,在其太阳轮连结有电动机8a,在行星轮架连结有发动机91,在齿圈连结有电动机8b和车轴93。也存在动力分配机构92将发动机91的转矩的一部分向电动机8a传递,将剩余的转矩向车轴93传递的情况。在该情况下,电动机8a利用发动机91的转矩的一部分发电。另外,也存在动力分配机构92在驾驶者踩踏了制动踏板时,将车轴93的转矩向电动机8a、8b传递的情况。在该情况下,电动机8a、8b利用从车轴传递的转矩发电。通过发电得到的电力利用于高电压电池3的充电。
混合动力车90具备向电动机8a、8b供给电力的高电压电池3。高电压电池3例如是锂离子电池,其输出电压为100伏特以上。在高电压电池3与电动机8a、8b之间连接了电力变换器10。电力变换器10将高电压电池3的电力变换为电动机8a、8b的驱动电力。更具体而言,电力变换器10对高电压电池3的电力进行升压,并将升压后的电力变换为交流电。此外,在高电压电池3与电力变换器10之间连接了系统主继电器4。系统主继电器4与未图示的主开关联动地开启关断。
对电力变换器10的电路构成进行说明。电力变换器10具备第1电压转换器(converter)电路19、两个变流器(inverter)电路16a、16b、第2电压转换器电路24以及电路基板25。第1电压转换器电路19是具备升压功能和降压功能的所谓的双向DC-DC转换器。第1电压转换器电路19能够对高电压电池3的输出电力的电压进行升压并向变流器电路16a、16b供给(升压功能)。另外,第1电压转换器电路19能够对从变流器电路16a、16b发送的电力(由电动机8a、8b发电所产生的电力)进行降压并向高电压电池3供给(降压功能)。第1电压转换器电路19具备滤波电容器21、电抗器22以及串联连接的两个功率晶体管17a、17b。在各功率晶体管17a、17b反并联连接续流二极管(reflux diode)。由于第1电压转换器电路19的电路构造是众所周知的，因此省略详细的说明。功率晶体管17a、17b由安装于电路基板25的控制电路驱动。此外,串联连接的两个功率晶体管17a和17b作为硬件收纳于一个功率模块18a。
在第1电压转换器电路19的高电压侧连接了两个变流器电路16a、16b。对变流器电路16a、16b的构造进行说明。变流器电路16a具备三组两个功率晶体管的串联连接。功率晶体管17c与17d串联连接,功率晶体管17e与17f串联连接,功率晶体管17g与17h串联连接。此外,在各功率晶体管17c-17h反并联连接续流二极管。三组串联连接的电路并联连接。各个功率晶体管由安装于电路基板25的控制电路驱动,从各个串联连接的中间点输出交流电。从三个中间点输出的交流电形成三相交流电。变流器电路16a所输出的三相交流电向电动机8a供给。作为硬件,功率晶体管17c与17d的串联连接收纳于功率模块18b，功率晶体管17e与17f的串联连接收纳于功率模块18c,功率晶体管17g与17h的串联连接收纳于功率模块18d。
第2变流器电路16b具有与变流器电路16a相同的构造，因此省略说明。变流器电路16b所输出的三相交流电向电动机8b供给。变流器电路16b也具备三组两个功率晶体管的串联连接,各个串联连接收纳于三个功率模块18e-18g的各自。以下,存在将多个功率晶体管17a-17h总称为功率晶体管群17的情况。
在第1电压转换器电路19与变流器电路16a、16b之间连接了平滑电容器23。平滑电容器23和前述的滤波电容器21是为了抑制从高电压电池3供给的电力的电压的高频率变动而设置的。
在高电压电池3，除了第1电压转换器电路19之外,还连接有第2电压转换器电路24。第2电压转换器电路24将高电压电池3的输出电压降压至辅机的驱动电压。“辅机”是在比电动机8a、8b的驱动电压低的电压下工作的器件群的总称,其工作电压为10～50伏特左右。内置于电力变换器10的电路基板25以及综合控制混合动力车90的系统整体的HV控制器6也属于辅机。由第2电压转换器电路24降压后的电力向电路基板25、HV控制器6、其他的辅机以及辅机电池5供给。辅机电池5是为了在不接受来自电力变换器10的电力供给的期间向辅机供给电力而设置的。辅机电池5与辅机的负极通过车身(车体地线G)导通。
在车辆发生了碰撞时,安装于电路基板25的控制电路响应于来自HV控制器6的信号(放电指令信号)而驱动功率晶体管群17,使电容器21、23放电。具体而言,控制电路对功率晶体管群17进行控制以使电容器21、23的电力通过电抗器22和电动机8a、8b被放掉。为了方便说明，存在将使电容器21、23放电时的电路基板25和第1电压转换器电路19、变流器电路16a、16b总称为放电电路26的情况。
气囊传感器7(加速度传感器)与HV控制器6连接。气囊传感器7在车辆发生了碰撞时,将表示碰撞了的情况的信号(碰撞检测信号)向HV控制器6发送。更具体而言,气囊传感器7在车辆所受到的碰撞的大小(加速度的大小)超过预定的阈值时，向HV控制器6发送碰撞检测信号。HV控制器6在从气囊传感器7接收到碰撞检测信号时,开启系统主继电器4并向电力变换器10发送放电指令信号。
对与电力变换器10连接的连接器进行说明。在电力变换器10设置了四个连接器。一个是连接有放电指令信号的通信用的布线52、和将辅机电池5的电力向电路基板25传输的低压电力供给布线59的连接器(信号连接器14)。此外,在图1中,虽然仅绘制了一根线作为布线52，但布线52可以包括其他各种各样的信号线。另外一个是连接有将高电压电池3的电力向电力变换器10传输的缆线(高压电源缆线51)的连接器(高电压连接器12)。再一个是连接有将第2电压转换器电路24的输出电力向辅机电池5传输的缆线(低压电源缆线54)的连接器(低电压连接器13)。此外,虽然在图1中省略了图示,但在低电压连接器13还连接有其他的通信缆线(后述的通信缆线55)连接。通信缆线55是将作为电力变换器10的上位的控制装置的HV控制器6与电力变换器10的内部的第2电压转换器电路24连接的缆线。HV控制器6监视辅机电池5的剩余量,并根据剩余量对第2电压转换器电路24进行控制。通信缆线55是为此而设置的。最后一个是连接有将变流器电路16a、16b的输出交流电力向电动机8a、8b传输的电动机动力缆线53的连接器(电动机缆线连接器15)。
接着,对电力变换器10在车辆上的配置和上述的那些连接器的配置进行说明。图2是表示混合动力车90的前舱(front compartment)FC中的设备布局的立体图。关于图2中的坐标系,F轴表示车辆前方,H轴表示车宽方向,V轴表示车辆上方。在之后参照的图3-图6中,坐标系的各轴的含义也相同。在图2中省略了发动机罩的图示。
在前舱FC搭载了发动机91、变速驱动桥37、电力变换器10、辅机电池5等。此外,在前舱FC也搭载了其他各种各样的部件,但在此，除了上述的部件之外，省略其他部件的说明。行驶用的电动机8a、8b和动力分配机构92以及差速齿轮收纳于变速驱动桥37。变速驱动桥37可以表现为收纳行驶用的电动机8a、8b的电动机壳体。变速驱动桥37与发动机91在车宽方向上连结。如上所述,发动机91的输出轴、电动机8a、8b的输出轴以及车轴93(差速齿轮)在变速驱动桥37的内部与动力分配机构92连接。发动机91和变速驱动桥37悬架于在前舱FC的下方沿车辆前后方向延伸的两根侧梁94之间。此外,在图2中，一方的侧梁被遮挡因而看不见。
电力变换器10经由前支架36和后支架35而固定于变速驱动桥37之上。
图3表示从车辆前方观察车载的电力变换器10所得到的图,图4表示沿图3的IV-IV线的剖视图。图4相当于从车宽方向观察车载的电力变换器10所得到的图。在图2之后的图中,由标号2表示电力变换器10的车载构造。在图3中,省略了覆盖前舱FC的发动机罩的图示。在图4中,为了帮助理解,变速驱动桥37等省略了内部的构造的图示。以下,参照图2以及图3、图4,对电力变换器10的车载构造2、特别是信号连接器14的配置进行说明。
如图4所示,通过前支架36和后支架35在变速驱动桥37的上表面与电力变换器10之间确保了间隙。这是为了保护电力变换器10不受到发动机91的振动和/或电动机8a、8b的振动的损害。此外,虽然省略了图示,但在前支架36与电力变换器10之间以及后支架35与电力变换器10之间夹有防振衬套。由于电力变换器10被前支架36和后支架35支撑,因此，存在发生了前方碰撞时电力变换器10从前方受到碰撞载荷而后退的情况。
在电力变换器10的朝向车辆前方的面设有低电压连接器13,在电力变换器10的朝向车宽方向的侧面设有信号连接器14和电动机缆线连接器15。信号连接器14安装于比电力变换器10的后端靠车辆前方的位置。在电力变换器10的朝向车辆后方的面设有高电压连接器12。如上所述,在低电压连接器13连接有低压电源缆线54(将第2电压转换器电路24的输出电力向辅机电池5传输的缆线)和通信缆线55,在信号连接器14连接有放电指令信号通信用的布线52和低压电力供给布线59。此外,除了放电指令信号通信用的信号缆线之外,布线52还捆扎了各种各样的信号缆线,因此在图3、图4中绘制得较粗。在电动机缆线连接器15连接有电动机电缆53(将变流器电路16a、16b的输出交流电力向电动机8a、8b传输的缆线)。在高电压连接器12连接有高压电源缆线51(将高电压电池3的电力向电力变换器10传输的缆线)。
在前舱FC的车辆后方侧配置了金属制的前围上盖板31。前围上盖板31沿车宽方向延伸,如图4所示,以沿着车辆前后方向(图中的F轴方向)和车辆上下方向(图中的V轴方向)扩张的平面剖切得到的截面具有向上开放的弯曲形状。换言之,前围上盖板31具有像向上开口的半管(halfpipe，U池、U型槽)那样的形状。前围上盖板31以其下表面(下面)朝向车辆前方渐渐变高的方式弯曲。前围上盖板31的后缘与前挡风玻璃99的下缘接触,其前缘与覆盖前舱FC的发动机罩97接触(参照图4)。在前围上盖板31的上方，在弯曲的内侧配置了雨刷枢轴34。雨刷枢轴34由枢轴架98支撑。该枢轴架98固定于前围上盖板31。向上开放的前围上盖板31的上方被树脂制的车颈处通风板32覆盖。雨刷枢轴34的上端贯通车颈处通风板32,其一部分露出。在雨刷枢轴34的从车颈处通风板32突出的部分连结了雨刷33。此外,在图4中省略了雨刷33的图示。在前围上盖板31的下方延续着前围板96。前围板96是将前舱FC与车厢划分的金属板。
为了说明图2-图4的车载构造2的优点,图5示出信号连接器114设置于上表面的电力变换器100的车载构造102作为比较例。图4与图5的不同点仅在于信号连接器的安装位置和有无另外的通信缆线55。电力变换器10(比较例中为电力变换器100)与前围上盖板31的位置关系在图4和图5中也相同。图4和图5中的虚线A表示前围上盖板31的下端的高度。如上所述,电力变换器10(电力变换器100)被前支架36和后支架35支撑于变速驱动桥37之上,存在发生了前方碰撞时电力变换器10(电力变换器100)因来自前方的碰撞载荷而后退的情况。另外,在电力变换器10(电力变换器100)固定于变速驱动桥37之上时,电力变换器10(电力变换器100)位于前围上盖板31的前方。另一方面,如上所述,前围上盖板31具有其下表面朝向车辆前方渐渐变高的形状。如图5所示，若信号连接器114设置于电力变换器100的上表面,则在电力变换器100后退时信号连接器114有可能与前围上盖板31接触,从而信号连接器114受到损坏。如参照图1所说明,在碰撞时,电力变换器10(电力变换器100)经由布线52和信号连接器14(信号连接器114)接收放电指令信号,使内部的电容器放电。在图5的车载构造102的情况下,若碰撞时信号连接器114因与前围上盖板31的接触而受到损坏,则放电指令信号有可能无法传送到电力变换器100的内部的电路基板25。另一方面,在实施例的车载构造2的情况(图4)下,信号连接器14的一部分位于比前围上盖板31的下端高的位置,但信号连接器14设置于电力变换器10的朝向车宽方向的侧面。当电力变换器10后退时,电力变换器10比信号连接器14先与前围上盖板31接触,并向后方推前围上盖板31。因此,避免了设置于电力变换器10的朝向车宽方向的面的信号连接器14与前围上盖板31的接触。此外,当电力变换器10后退而向后方推前围上盖板31时,前围上盖板31因电力变换器10的侧面与后面的边界的角而弯折。前围上盖板31的一部分与电力变换器10的侧面接近。信号连接器14位于比电力变换器10的后端靠车辆前方的位置,因此也难以与弯折而接近的前围上盖板31碰撞。在实施例的车载构造2中,可避免在电力变换器10后退了时信号连接器14与前围上盖板31碰撞,从而放电指令信号被传递到内部的放电电路。其结果,内部的电容器被切实地放电。
图6示出变形例的车载构造2a。在图4的车载构造2中,信号连接器14的一部分位于比前围上盖板31的下端高的位置。在图6的车载构造2a中,将信号连接器14a的位置设置于比前围上盖板31的下端低的位置。根据这样的构造,能够在发生了前方碰撞时,进一步切实地保护信号连接器14a不受到与前围上盖板31的碰撞的损害。
在图4的车载构造2和图6的车载构造2a中,高电压连接器12在比前围上盖板31低的位置设置于电力变换器10的朝向车辆后方的面(后面)。因此,即使电力变换器10后退,高电压连接器12也不会与前围上盖板31接触。高电压连接器12受到保护,可避免被施加了高电压的导体露出。另外,将高电压连接器12设置于电力变换器10的后面的情况具有如下优点：即使从车辆的侧方与障碍物碰撞了的情况下，高电压连接器12也难以受到损坏。
对涉及在实施例中所说明的车载构造的注意点进行叙述。实施例的车载构造中所采用的电力变换器10在其壳体的侧面设置了信号连接器14(14a)。将信号连接器14(14a)设置于壳体侧面的情况与设置于壳体上表面的情况相比,具有水分难以进入的优点。
在实施例的电力变换器10中,放电指令信号的通信用的布线52和将辅机电池5的电力向电路基板25传输的低压电力供给布线59与信号连接器14(14a)连接。低压电力供给线束59也可以是通过其他的连接器而不是通过信号连接器14(14a)来与电力变换器10连接的构造。
实施例的车载构造2、2a适用于具备电动机和发动机的混合动力车。本说明书所公开的车载构造也优选适用于不具备发动机的电动汽车、燃料电池车。
实施例的布线52与技术方案的“放电指令信号的通信用的布线”的一例相当。收纳电动机8a、8b的变速驱动桥37与技术方案的“电动机壳体”的一例相当。
在图5的电力变换器100中,在其上表面设置了信号连接器114,在图4的电力变换器10中,在朝向车宽方向的侧面设置了信号连接器14。能够将信号连接器的位置从电力变换器100的上表面变更为朝向车宽方向的面的理由是因为收纳于电力变换器10的壳体内的部件的小型化和布局的变更。对图5的电力变换器100的内部的部件布局与图4的电力变换器10的内部的部件布局的差异进行说明。图7是图5的电力变换器100的部件布局的示意图,图8是图4的电力变换器10的部件布局的示意图。图7、图8中的(A)均表示俯视图,(B)均表示侧视图,(C)均表示后视图。图中的坐标系的X轴与车辆前后方向相当,Y轴与车宽方向相当,Z轴与车辆上下方向相当。以下为了便于说明,将X轴正方向称为“前方”,将X轴负方向称为“后方”。另外,将Z轴正方向称为“上”,将Z轴负方向称为“下”。将Y轴方向称为车宽方向。
在图7、图8的三视图中均是,仅壳体的轮廓由虚线表示以使得能够理解壳体内部的部件布局。另外,在图7的(A)的俯视图中,省略了电路基板25和信号连接器114的图示。在图8的(A)的俯视图中,省略了电路基板25的图示。在图7、图8中,除了图7的内部缆线67之外,省略了连接部件间的布线的图示。
电力变换器100与电力变换器10的外径尺寸(长度L×宽度W×高度H)相同。从电力变换器100的部件布局进行说明。在电力变换器100中,在壳体的最下层配置有转换器单元66a。转换器单元66a与图1中的第2电压转换器电路24对应。在转换器单元66a的前方配置有低电压连接器13。如图5所示,低电压连接器13在电力变换器100的前面(朝向车辆前方的面)露出。
冷却器64以与转换器单元66a的上表面接触的方式配置。电抗器22以与冷却器64的上表面接触的方式配置。功率模块层叠体61配置于电抗器22的前方。功率模块层叠体61是将在图1中所说明的多个功率模块18a-18g与未图示的多个冷却板层叠而成的设备。在图7、图8中,功率模块层叠体61以长方体的方式简单地绘制。上述的冷却器64主要对转换器单元66a和电抗器22进行冷却。发热量大的功率模块18a-18g在功率模块层叠体61中由多个冷却板冷却。
在功率模块层叠体61的车宽方向的一侧配置了电流传感器单元62,在其相反侧配置了平滑电容器23。电流传感器单元62是对两组三相交流电的各相的电流进行计测的单元。电流传感器单元62的一部分(从电力变换器100的壳体露出的部分)与上述的电动机缆线连接器15相当。
在电抗器22的后方配置滤波电容器21。内部连接器63位于滤波电容器21的上方。高电压连接器12配置于内部连接器63的后方。电路基板25配置于平滑电容器23、功率模块层叠体61、内部连接器63的上方。内部连接器63与转换器单元66a之间由内部缆线67连接,内部连接器63的上端与电路基板25连接。电路基板25通过内部连接器63和内部缆线67来控制转换器单元66a。
在电路基板25的上表面连接了信号连接器114。信号连接器114的上部从电力变换器100的上表面露出。即,信号连接器114设置于电力变换器100的上表面。
参照图8,对电力变换器10的内部布局进行说明。在电力变换器10中,冷却器64配置于壳体的下端,转换器单元66b配置于冷却器64之上。转换器单元66b与图1的第2电压转换器电路24对应。转换器单元66b比图7的转换器单元66a小型化,车辆前后方向上的长度变短。在电力变换器10中,转换器单元66b变短,在其后方配置了电抗器22。另外,在电力变换器100中,在电抗器22的上方配置了内部连接器63,但在电力变换器10中，可以去掉内部连接器63和内部缆线67。其理由如下。如上所述,电力变换器10(以及电力变换器100)与上位的HV控制器6连接,HV控制器6对第2电压转换器电路24(转换器单元66b)进行控制。在电力变换器100中,来自HV控制器6的通信线与电力变换器100的上表面的信号连接器114连接,转换器单元66a与HV控制器6经由信号连接器114、内部连接器63以及内部缆线67而连接。在实施例的电力变换器10中,来自HV控制器6的通信缆线(通信缆线55)与配置于电力变换器10的前面的低电压连接器13连接。HV控制器6经由通信缆线55和位于转换器单元66b的紧前方的低电压连接器13而与转换器单元66b连接。根据该构造,可以去掉内部连接器63和内部缆线67。
另外,在电力变换器10中,在功率模块层叠体61的侧方配置了电容器单元68。电容器单元68收纳了两个电容器元件。一方的电容器元件与图1的滤波电容器21相当,另一方的电容器元件与图1的平滑电容器23相当。与电力变换器100相比,在电力变换器10中采用小型的电容器元件,并且将两个电容器元件集中于一个单元,提高了空间效率。
由于以上差异,在电力变换器10中,能够确保电路基板25的侧方(沿车宽方向的侧方)的空间宽裕,能够将信号连接器14配置于该空间。
也可以如下定义将电源的电力变换成行驶用电动机的驱动电力的电力变换器的车载构造的实施例。
所述电力变换器固定于收纳了所述电动机的电动机壳体之上,
所述电力变换器在车辆的前后方向上位于前围上盖板的前方,
高电压连接器构成为与将所述电源的电力向所述电力变换器传输的电缆连接,
所述高电压连接器在所述车辆的前后方向上设置于所述电力变换器的后方的面,
所述高电压连接器设置于比所述前围上盖板低的位置,
所述电力变换器具备抑制从所述电源供给的电力的电压的高频率变动的电容器和使该电容器放电的放电电路,
信号连接器构成为与布线连接,所述布线将在碰撞时使所述放电电路工作的放电指令信号向所述放电电路传输,
所述信号连接器设置于车宽方向上的所述电力变换器的左右侧面的一者,
所述信号连接器在所述车辆的前后方向上设置于比所述电力变换器的后端靠前方的位置。
以上,对本发明的具体例进行了详细说明,但这些仅为例示而并不对权利要求的范围构成限定。在权利要求书所记载的技术中包括对以上例示的具体例进行各种变形、变更的技术。本说明书或附图所说明的技术要素为单独或通过各种组合而发挥技术上的有用性的要素,并不限定于申请时权利要求记载的组合。另外,本说明书或附图所例示的技术为能同时达到多个目的的技术,达到其中一个目的本身便具有技术上的有用性。

Claims (2)

1.一种车载构造，具备：
电力变换器，其将电源的电力变换为行驶用电动机的驱动电力；和
电动机壳体，其收纳所述行驶用电动机，
在所述车载构造中，
所述电力变换器固定于所述电动机壳体之上，
所述电力变换器在车辆的前后方向上位于前围上盖板的前方，
高电压连接器构成为与将所述电源的电力向所述电力变换器传输的电缆连接，
所述高电压连接器在所述车辆的前后方向上设置于所述电力变换器的后方的面，
所述高电压连接器设置于比所述前围上盖板低的位置，
所述电力变换器具备抑制从所述电源供给的电力的电压的高频率变动的电容器和使该电容器放电的放电电路，
信号连接器构成为与布线连接，该布线将在碰撞时使所述放电电路工作的放电指令信号向所述放电电路传输，
所述信号连接器设置于车宽方向上的所述电力变换器的左右侧面中的一者，
所述信号连接器在所述车辆的前后方向上设置于比所述电力变换器的后端靠前方的位置。
2.根据权利要求1所述的车载构造，
所述信号连接器在比所述前围上盖板低的位置设置于所述电力变换器。
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