JP2010173568A - Supporting structure of power control unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a supporting structure of a power control unit that appropriately protects the power control unit when an excessive impact is applied from the outside of a vehicle. <P>SOLUTION: The supporting structure of the power control unit includes: a power control unit (PCU) 660 for controlling electric power, mounted to a hybrid automobile; an inverter tray 50 on which the PCU 660 is placed and fixed to a side member 20 in a cantilevered manner; and an engine mount 30 provided adjacent to the inverter tray 50 so as to support a drive source of the hybrid automobile. The inverter tray 50 has a guide 54 for guiding the PCU 660 in a predetermined direction when an external force is applied to the PCU 660. The guide 54 is fixed to the engine mount 30. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention generally relates to a support structure for a power control unit, and more particularly to a support structure for a power control unit housed in an engine room on the vehicle front side.

  Regarding a conventional power control unit support structure, for example, Japanese Patent Application Laid-Open No. 2007-290479 discloses a protector structure for a vehicle intended to improve usability (Patent Document 1). The protector structure for a vehicle disclosed in Patent Document 1 is mounted on a vehicle and includes a transaxle having a terminal block storage portion, an inverter provided as a power control unit, and a protector fixed to the terminal block storage portion. Is provided.

JP 2007-290479 A

  In the protector structure for a vehicle disclosed in Patent Document 1 described above, a protector is provided to shift the traveling direction of the inverter that moves in the event of a vehicle collision from the direction toward the transaxle. However, depending on the method of fixing the protector, the protector may be deformed by an impact at the time of a vehicle collision, and the inverter may not be moved in the intended direction. In this case, the inverter cannot be properly protected.

  Accordingly, an object of the present invention is to solve the above-described problem, and to provide a support structure for a power control unit that can appropriately protect the power control unit when an excessive impact is applied from the outside of the vehicle. .

  A power control unit support structure according to the present invention is mounted on a vehicle and includes a power control unit that controls electric power, and the power control unit, and is fixed to a side member of the vehicle in a cantilever state. And a support member that is provided adjacent to the tray and supports a drive source of the vehicle. The tray has a guide portion that guides the power control unit in a predetermined direction when an external force is applied to the power control unit. The guide portion is fixed to the support member.

  According to the support structure of the power control unit configured as described above, the tray fixed in a cantilever manner with respect to the side member is fixed to the support member for supporting the drive source of the vehicle. Thereby, even if the tray is securely fixed and an excessive impact is applied from the outside of the vehicle, the deformation of the tray can be suppressed. As a result, the power control unit can be moved in a predetermined direction by the guide portion, and appropriate protection of the power control unit can be achieved.

  Preferably, the support member has a top surface. The guide portion extends toward the support member, and is fixed to the top surface at the extended portion. According to the support structure of the power control unit configured as described above, when an excessive impact is applied from the outside of the vehicle, the power control unit is moved toward the space on the top surface of the support member by the guide portion. Thereby, the collision with a power control unit and a supporting member can be avoided, and a power control unit can be protected appropriately.

  Preferably, the power control unit support structure further includes a bolt for fastening the guide portion to the support member. The bolt has a head portion disposed on the top surface of the support member. The tray is formed with a bead portion protruding from the surface thereof. The bead portion extends linearly along a predetermined direction and reaches the top surface.

  According to the support structure of the power control unit configured as described above, the power control unit moves on the bead portion when an excessive impact is applied from the outside of the vehicle. At this time, since the bead portion is formed to reach the top surface of the support member, the power control unit that has moved to the space on the top surface interferes with the head of the bolt arranged on the top surface. This can be suppressed.

  Preferably, the side member is formed to extend in the vehicle front-rear direction. The support member is fixed to the side member and is formed to extend from the side member in the vehicle width direction. A position where the support member is fixed to the side member, a position where the tray is fixed to the side member, and a position where the guide portion is fixed to the support member are respectively arranged at triangular corners. According to the support structure of the power control unit configured as described above, the power control unit placed on the tray can be supported by the triangular frame body including the side member, the support member, and the tray.

  Preferably, the tray is housed in the engine room in front of the vehicle and is disposed in front of the vehicle relative to the support member. The guide portion guides the power control unit in a direction to be shifted from the support member when an external force from the front of the vehicle is applied to the power control unit. According to the support structure of the power control unit configured as described above, even when the engine room is greatly deformed at the time of a vehicle collision, the collision between the power control unit and the support member is avoided, and the power control unit is appropriately Can be protected.

  As described above, according to the present invention, it is possible to provide a support structure for a power control unit that can appropriately protect the power control unit when an excessive impact is applied from the outside of the vehicle.

It is a block diagram which shows schematic structure of a hybrid vehicle. It is a circuit diagram which shows the structure of the principal part of PCU in FIG. It is a perspective view which shows the support structure of the power control unit in embodiment of this invention. FIG. 4 is a side view showing the inside of the engine room as seen from the direction indicated by arrow IV in FIG. 3. It is a perspective view which shows the inverter tray in FIG. It is sectional drawing which shows the inverter tray along the VI-VI line in FIG. It is sectional drawing which shows the inverter tray along the VII-VII line in FIG. It is a perspective view which shows the separation structure of PCU provided in the location shown by the dashed-two dotted line VIII in FIG. It is a perspective view which shows the detachment structure of PCU provided in the location shown by the dashed-two dotted line IX in FIG. It is a perspective view which shows the detachment structure of PCU provided in the location shown by the dashed-two dotted line X in FIG. It is a side view which shows the support structure of the power control unit for a comparison.

  Embodiments of the present invention will be described with reference to the drawings. In the drawings referred to below, the same or corresponding members are denoted by the same reference numerals.

  In the present embodiment, the present invention is applied to a hybrid vehicle using as a drive source an internal combustion engine such as a gasoline engine or a diesel engine and a motor supplied with power from a chargeable / dischargeable secondary battery (battery). explain. First, the basic configuration of a hybrid vehicle will be described.

  FIG. 1 is a block diagram showing a schematic configuration of a hybrid vehicle. Referring to FIG. 1, hybrid vehicle 500 includes an engine 510, a motor generator 520, a power split mechanism 620, a differential mechanism 610, a drive shaft 630, and a front wheel as main structures constituting the drive system. Drive wheels 640L, 640R, a power control unit (PCU) 660, and a battery 560 are included.

  Engine 510 and motor generator 520 constitute drive source 530 of hybrid vehicle 500.

  An engine room 710 is formed at a position on the front side of the hybrid vehicle 500. Engine 510, motor generator 520 and PCU 660 are housed in engine room 710.

  The PCU 660 is disposed adjacent to the front bumper 560 at the rear of the vehicle. The PCU 660 is arranged at a position offset to one of the vehicle centers in the vehicle width direction. Between the PCU 660 and the front bumper 560, for example, a structure such as a radiator, which is less rigid than the PCU 660, is disposed.

  The motor generator 520 and the PCU 660 are electrically connected by a cable 810. The PCU 660 and the battery 560 are electrically connected by a cable 820.

  Engine 510 and motor generator 520 are coupled to differential mechanism 610 through power split mechanism 620. In the figure, engine 510, motor generator 520, power split mechanism 620 and differential mechanism 610 are shown separately, but these devices are provided as an integral structure. Differential mechanism 610 is coupled to drive wheels 640L and 640R via drive shaft 630.

  Motor generator 520 is a three-phase AC synchronous motor generator, and generates a driving force by AC power supplied from PCU 660. The motor generator 520 is also used as a generator when the hybrid vehicle 500 is decelerated, etc., generates AC power by its power generation action (regenerative power generation), and outputs the generated AC power to the PCU 660.

  PCU 660 converts the DC voltage supplied from battery 560 into an AC voltage, and drives and controls motor generator 520. PCU 660 converts the AC voltage generated by motor generator 520 into a DC voltage and charges battery 560. The structure of PCU 660 will be described in detail later.

  Power split device 620 includes, for example, a planetary gear (not shown).

  The power output from engine 510 and / or motor generator 520 is transmitted from power split mechanism 620 to drive shaft 630 via differential mechanism 610. The driving force transmitted to the drive shaft 630 is transmitted as a rotational force to the drive wheels 640L and 640R, causing the hybrid vehicle 500 to travel. In this case, motor generator 520 operates as an electric motor.

  On the other hand, when hybrid vehicle 500 is decelerated, motor generator 520 is driven by drive wheels 640L and 640R or engine 510. In this case, motor generator 520 operates as a generator. The electric power generated by motor generator 520 is stored in battery 560 via PCU 660.

  FIG. 2 is a circuit diagram showing a configuration of a main part of the PCU in FIG. Referring to FIG. 2, PCU 660 includes a converter 760, an inverter 770, a control device 780, capacitors C1 and C2, power supply lines PL1 to PL3, and output lines 740U, 740V, and 740W. Converter 760 is connected between battery 560 and inverter 770, and inverter 770 is connected to motor generator 520 via output lines 740U, 740V, and 740W.

  The battery 560 is, for example, a secondary battery such as nickel metal hydride or lithium ion. Battery 560 supplies the generated DC voltage to converter 760 and is charged by the DC voltage received from converter 760.

  Converter 760 includes power transistors Q1 and Q2, diodes D1 and D2, and a reactor L. Power transistors Q1, Q2 are connected in series between power supply lines PL2, PL3, and receive a control signal from control device 780 as a base. Diodes D1 and D2 are connected between the collector and emitter of power transistors Q1 and Q2, respectively, so that current flows from the emitter side to the collector side of power transistors Q1 and Q2. One end of reactor L is connected to power supply line PL1 connected to the positive electrode of battery 560, and the other end of reactor L is connected to the connection point of power transistors Q1 and Q2.

  Converter 760 boosts the DC voltage received from battery 560 using reactor L, and supplies the boosted voltage to power supply line PL2. Converter 760 steps down the DC voltage received from inverter 770 and charges battery 560.

  Inverter 770 includes a U-phase arm 750U, a V-phase arm 750V, and a W-phase arm 750W. Each phase arm is connected in parallel between power supply lines PL2 and PL3. U-phase arm 750U includes power transistors Q3 and Q4 connected in series, V-phase arm 750V includes power transistors Q5 and Q6 connected in series, and W-phase arm 750W includes power transistors connected in series. Transistors Q7 and Q8 are included. Diodes D3 to D8 are respectively connected between the collector and emitter of power transistors Q3 to Q8 so that current flows from the emitter side to the collector side of power transistors Q3 to Q8. A connection point of each power transistor in each phase arm is connected to an anti-neutral point side of each phase coil of motor generator 520 via output lines 740U, 740V, and 740W.

  Inverter 770 converts the DC voltage received from power supply line PL <b> 2 into an AC voltage based on a control signal from control device 780, and outputs the AC voltage to motor generator 520. Inverter 770 rectifies the AC voltage generated by motor generator 520 into a DC voltage and supplies it to power supply line PL2.

  Capacitor C1 is connected between power supply lines PL1 and PL3, and smoothes the voltage level of power supply line PL1. Capacitor C2 is connected between power supply lines PL2 and PL3, and smoothes the voltage level of power supply line PL2.

  Control device 780 calculates each phase coil voltage of motor generator 520 based on the motor torque command value, each phase current value of motor generator 520, and the input voltage of inverter 770, and based on the calculation result, power transistors Q3-3. A PWM (Pulse Width Modulation) signal for turning on / off Q8 is generated and output to inverter 770.

  Control device 780 calculates the duty ratio of power transistors Q1 and Q2 for optimizing the input voltage of inverter 770 based on the motor torque command value and motor rotation speed described above, and power transistor Q1 based on the calculation result. , Q2 is turned on / off and is output to the converter 760.

  Control device 780 controls switching operations of power transistors Q1 to Q8 in converter 760 and inverter 770 in order to charge battery 560 by converting AC power generated by motor generator 520 into DC power.

  In PCU 660, converter 760 boosts a DC voltage received from battery 560 based on a control signal from control device 780 and supplies the boosted voltage to power supply line PL2. Inverter 770 receives the DC voltage smoothed by capacitor C2 from power supply line PL2, converts the received DC voltage into an AC voltage, and outputs the AC voltage to motor generator 520.

  Inverter 770 converts the AC voltage generated by the regenerative operation of motor generator 520 into a DC voltage and outputs the DC voltage to power supply line PL2. Converter 760 receives the DC voltage smoothed by capacitor C2 from power supply line PL2, and steps down the received DC voltage to charge battery 560.

  The voltage supplied to the inverter 770 is, for example, a high voltage of 500 V or higher, and it is necessary to protect the inverter 770 even in the event of a vehicle collision.

  Next, the configuration of the power control unit support structure applied to the hybrid vehicle 500 in FIG. 1 will be described in detail.

  FIG. 3 is a perspective view showing a support structure of the power control unit according to the embodiment of the present invention. In the figure, the inside of the engine room 710 shown in FIG. 1 (the vehicle left side part in the engine room 710) is shown. FIG. 4 is a side view showing the inside of the engine room as seen from the direction indicated by arrow IV in FIG. FIG. 5 is a perspective view showing the inverter tray in FIG. 3.

  Referring to FIGS. 3 to 5, side member 20 constituting a frame (vehicle frame) of hybrid vehicle 500 is provided inside engine room 710. Side member 20 is provided adjacent to a side panel provided as an outer plate of hybrid vehicle 500. The side member 20 extends in the vehicle front-rear direction. The side member 20 is a metal high-rigidity body, and is formed of, for example, a cylindrical high-tensile steel plate (high tension). When the hybrid vehicle 500 has a frontal collision, the impact energy input from the front bumper 560 in FIG. 1 is efficiently absorbed by the side member 20 being deformed.

  The side member 20 has a top surface 20a and an inner surface 20b. The top surface 20a faces vertically upward. Inner side surface 20b faces the inner side of the vehicle, in other words, the side opposite to the side facing the side panel constituting the outer plate of hybrid vehicle 500.

  A motor generator 520 in FIG. 1 is supported on the engine mount 30 in a suspended state. Engine mount 30 receives the gravity of engine 510 and motor generator 520 in FIG. The engine mount 30 is a metal high-rigidity body. The engine mount 30 has a top surface 30a. The top surface 30a faces vertically upward.

  The engine mount 30 is connected to the side member 20. The engine mount 30 extends from the side member 20 in the vehicle width direction. The engine mount 30 extends from the side member 20 in a direction substantially orthogonal to the direction in which the side member 20 extends. The engine mount 30 is fastened to the inner side surface 20 b of the side member 20.

  The PCU 660 has a case body 31 that makes its appearance. The case body 31 has a substantially rectangular parallelepiped shape. Case body 31 is made of metal, for example, aluminum. The case body 31 has a front surface 31a, a rear surface 31b, and an outer surface 31c. The front surface 31a and the rear surface 31b face the vehicle front side and the vehicle rear side, respectively. The outer side surface 31c faces the outer side of the vehicle, in other words, the side facing the side panel constituting the outer plate of the hybrid vehicle 500.

  The PCU 660 has a top 32 and a bottom 33. The bottom 33 is fixed to an inverter tray 50 that will be described in detail later. From the viewpoint of protecting pedestrians, the PCU 660 is supported in a posture in which the top 32 is inclined forward of the vehicle in order to ensure a sufficient gap between the PCU 660 and the hood covering the engine room 710.

  The power control unit support structure in the present embodiment has an inverter tray 50. The PCU 660 is supported by the side member 20 and the engine mount 30 via the inverter tray 50.

  A PCU 660 is placed on the inverter tray 50. Inverter tray 50 and PCU 660 are arranged adjacent to engine mount 30. Inverter tray 50 and PCU 660 are arranged on the vehicle front side of engine mount 30. The PCU 660 is disposed at a position overlapping the engine mount 30 in the height direction.

  The inverter tray 50 is formed of a metal plate material. Inverter tray 50 has a tray shape that receives the weight of PCU 660. The inverter tray 50 has a substantially triangular shape having a corner portion 51, a corner portion 52, and a corner portion 53 when the inside of the engine room 710 is viewed in a plan view.

  The inverter tray 50 is formed so as to extend from the vehicle front side to the rear side from the corner portion 52 and the corner portion 53 toward the corner portion 51. The inverter tray 50 is formed so as to extend from the corner portion 52 and the corner portion 53 toward the corner portion 51 while inclining vertically upward. That is, the inverter tray 50 is provided such that the corner 52 and the corner 53 are positioned at a relatively low position and the corner 51 is positioned at a relatively high position. The corner portion 51 is placed on the top surface 30 a of the engine mount 30, and the corner portion 52 is placed on the top surface 20 a of the side member 20. The corner 53 is arranged as a free end in the space in the engine room 710.

  The inverter tray 50 has a guide part 54. The guide portion 54 is configured by a portion in which the inverter tray 50 extends toward the corner portion 51 while being inclined vertically upward.

  The inverter tray 50 is fixed to the side member 20 in a cantilevered state. More specifically, a corner portion 52 that forms one corner of the inverter tray 50 having a substantially triangular shape when seen in a plan view is fastened to the top surface 20 a of the side member 20 by a bolt 101 and a bolt 102.

  Furthermore, in the power control unit support structure in the present embodiment, the guide portion 54 of the inverter tray 50 is fixed to the engine mount 30. More specifically, the corner 51 of the inverter tray 50 is fastened to the top surface 30 a of the engine mount 30 by the bolt 103. In a state where the inverter tray 50 is fixed to the engine mount 30, the guide portion 54 extends toward the engine mount 30 and is fixed to the top surface 30 a at the extension destination.

  FIG. 6 is a cross-sectional view showing the inverter tray along the line VI-VI in FIG. FIG. 7 is a cross-sectional view showing the inverter tray along the line VII-VII in FIG.

  With reference to FIGS. 5 to 7, the inverter tray 50 is formed with a flange portion 56 and a flange portion 57 for the purpose of improving its rigidity. The flange portion 56 is formed by folding back the periphery of the inverter tray 50 that connects the corner portion 51 and the corner portion 53. The flange portion 57 is formed by folding back the periphery of the inverter tray 50 that connects the corner portion 51 and the corner portion 52.

  The inverter tray 50 is further formed with a bead portion 58 and a bead portion 59 for the same purpose. The bead part 58 and the bead part 59 are formed by plastically deforming a metal plate material forming the inverter tray 50. The bead portion 58 and the bead portion 59 are formed so that the surfaces thereof protrude toward the PCU 660. The bead portion 58 and the bead portion 59 are formed so as to extend linearly from the front of the vehicle toward the rear, that is, the direction in which the guide portion 54 extends. More specifically, the bead portion 58 extends linearly from the corner portion 53 toward the corner portion 51, and the bead portion 59 is formed to extend linearly from the corner portion 52 toward the corner portion 51. Yes.

  The bead portion 58 extends to a position where the corner portion 51 reaches the top surface 30 a of the engine mount 30. The bolt 103 has a head 104 (see FIG. 7). The head 104 is disposed on the top surface 30a. The bead portion 58 is formed to extend to a position adjacent to the head portion 104 in the corner portion 51. More preferably, the height of the bead portion 58 on the top surface 30a is set higher than the height of the head 104 on the top surface 30a.

  The hybrid vehicle 500 has a structure in which the PCU 660 is easily detached from the inverter tray 50 when the vehicle collides with the front and an excessive impact is applied to the PCU 660 from the front of the vehicle. Hereinafter, the separation structure of the PCU 660 will be described.

  Referring to FIG. 5, bolt hole 121 and bolt hole 122 are formed in inverter tray 50. The bolt hole 121 is disposed in the vicinity of the corner portion 51. The bolt hole 121 is disposed at a position that forms a corner of the triangle together with the corner 52 and the corner 53. The bolt hole 122 is formed in the corner portion 52. A stud bolt 123 is provided on the inverter tray 50. The stud bolt 123 is disposed at the corner portion 53.

  In the present embodiment, the PCU 660 is fixed to the inverter tray 50 at three locations where the bolt holes 121, the bolt holes 122, and the stud bolts 123 are arranged, and a structure for detaching the PCU 660 is provided at each location. It has been.

  FIG. 8 is a perspective view showing a PCU detachment structure provided at a position indicated by a two-dot chain line VIII in FIG. Referring to FIG. 8, the support structure of the power control unit in the present embodiment includes a tray side bracket 61 and a PCU side bracket 62. The PCU 660 is fixed to the corner 53 of the inverter tray 50 via the tray side bracket 61 and the PCU side bracket 62.

  The tray side bracket 61 is fixed to the inverter tray 50. More specifically, the tray side bracket 61 is fixed to the inverter tray 50 using stud bolts 123 provided at the corners 53. The tray side bracket 61 is fixed to the inverter tray 50 at one place. For this reason, the tray-side bracket 61 is provided so as to be rotatable about a position fixed by the stud bolt 123 when an excessive external force is applied.

  The PCU side bracket 62 is fixed to the PCU 660. More specifically, the PCU side bracket 62 is fixed to the PCU 660 by bolts 113 and 114. The PCU side bracket 62 is fixed to the front surface 31 a of the case body 31. The PCU side bracket 62 is fixed to the bottom 33 of the PCU 660.

  The tray-side bracket 61 and the PCU-side bracket 62 are coupled so as to be separable when receiving an excessive external force. More specifically, a bolt hole 118 is formed in the PCU side bracket 62. The bolt hole 118 is formed in a form in which a part of the outer periphery of the hole is opened to the peripheral edge of the PCU side bracket 62. In other words, the bolt hole 118 is formed in a form in which a part of the outer periphery of the hole is cut out. The tray side bracket 61 and the PCU side bracket 62 are fixed to each other by a bolt 112 inserted into the bolt hole 118.

  FIG. 9 is a perspective view showing a PCU detachment structure provided at a position indicated by a two-dot chain line IX in FIG. Referring to FIG. 9, a bar 71 and a bracket 72 welded to bar 71 are fixed to PCU 660. PCU 660 is fixed in the vicinity of corner 51 of inverter tray 50 via bar 71 and bracket 72.

  The bar 71 is fixed to the rear surface 31b of the case body 31, and the bracket 72 is provided so as to extend from the bar 71 toward the rear of the vehicle. Bolt holes 117 are formed in the bracket 72. The bolt hole 117 is formed in a form in which the range of the hole on the vehicle front side is open to the periphery of the bracket 72. In other words, the bolt hole 117 is formed in a form in which a range on the vehicle front side of the hole is cut out. The bracket 72 is fixed to the inverter tray 50 by a bolt 116 inserted through the bolt hole 117 and the bolt hole 121 in FIG.

  FIG. 10 is a perspective view showing a PCU detachment structure provided at a position indicated by a two-dot chain line X in FIG. Referring to FIG. 10, a bracket 81 is fixed to PCU 660. PCU 660 is fixed to corner 52 of inverter tray 50 via bracket 81.

  The bracket 81 is fixed to the outer side surface 31c of the case body 31, and is provided so as to extend from the outer side surface 31c toward the vehicle side. A bolt hole 132 is formed in the bracket 81. The bolt hole 132 is formed in a form in which a thin portion 82 is formed on the vehicle front side of the hole. The bracket 81 is fixed to the inverter tray 50 by a bolt 131 inserted through the bolt hole 132 and the bolt hole 122 in FIG.

  When the hybrid vehicle 500 causes a frontal collision and an excessive impact is applied to the PCU 660 from the front of the vehicle, the PCU 660 is easily detached from the inverter tray 50.

  That is, in the separation structure shown in FIG. 8, when an external force is applied to the PCU 660 from the direction indicated by the arrow 151 during the frontal collision of the hybrid vehicle 500, the PCU 660 moves toward the rear of the vehicle and the tray side bracket 61 Rotates in the direction indicated by arrow 152. Thereby, the bolt 112 is separated from the PCU side bracket 62 through the notch portion of the bolt hole 118. As a result, at the corner portion 53, the PCU 660 leaves the inverter side tray 61 while leaving the tray side bracket 61 on the inverter tray 50 and pulls the PCU side bracket 62 with it.

  In the separation structure shown in FIG. 9, when an external force is applied to the PCU 660 from the direction indicated by the arrow 153 at the time of a frontal collision of the hybrid vehicle 500, the PCU 660 moves toward the rear of the vehicle and the bolts 116 are bolt holes. The bracket 72 is separated from the cutout portion 117. As a result, the PCU 660 is detached from the inverter tray 50 in the vicinity of the corner portion 51.

  In the separation structure shown in FIG. 10, when an external force is applied to the PCU 660 from the direction indicated by the arrow 154 during a frontal collision of the hybrid vehicle 500, the PCU 660 moves toward the rear of the vehicle and the bolt 131 is attached to the bracket 81. The thin portion 82 is separated from the bracket 81 while breaking. As a result, the PCU 660 is detached from the inverter tray 50 at the corner 52.

  The PCU 660 detaching structure is not limited to the structure described above, and a structure that allows the PCU 660 to be easily detached from the inverter tray 50 when a certain external force is applied to the PCU 660 is appropriately employed.

  FIG. 11 is a side view showing a support structure of a power control unit for comparison. Referring to FIG. 11, in this comparative example, PCU 660 is supported by inverter tray 150. The inverter tray 150 is not fixed to the engine mount 30.

  In such a configuration, the inverter tray 150 is only cantilevered by the side member 20. For this reason, when an excessive impact is applied to the PCU 660 from the front of the vehicle, the inverter tray 150 is deformed so that the guide portion 54 falls below the engine mount 30. As a result, the PCU 660 moving toward the rear of the vehicle may collide with the engine mount 30.

  Referring to FIG. 4, on the other hand, in the power control unit support structure according to the present embodiment, inverter tray 50 is fixed to engine mount 30 in addition to side member 20. With such a configuration, since the inverter tray 50 is securely fixed to the vehicle body, the deformation of the inverter tray 50 can be suppressed during a frontal collision of the hybrid vehicle 500. Thus, after the PCU 660 is detached from the inverter tray 50, it is guided to the top surface 30a of the engine mount 30 while moving on the guide portion 54, and the locus after the separation of the PCU 660 can be determined. .

  Further, in the present embodiment, bead portion 58 formed on inverter tray 50 extends to a position where corner portion 51 reaches top surface 30 a of engine mount 30. With such a configuration, it is possible to prevent the PCU 660 that has moved to the top surface 30 a from being blocked by the head 104 of the bolt 103.

  The configuration of the support structure of the power control unit in the embodiment of the present invention described above will be described together. The support structure of the power control unit is mounted on the hybrid vehicle 500 as a vehicle and performs power control. A control unit (PCU) 660, an inverter tray 50 as a tray on which the PCU 660 is mounted and fixed in a cantilevered manner to the side member 20 of the hybrid vehicle 500, and provided adjacent to the inverter tray 50; The engine mount 30 is provided as a support member that supports the drive source 530 of the hybrid vehicle 500. The inverter tray 50 has a guide portion 54 that guides the PCU 660 in a predetermined direction when an external force is applied to the PCU 660. The guide part 54 is fixed to the engine mount 30.

  According to the support structure of the power control unit in the embodiment of the present invention configured as described above, when the hybrid vehicle 500 causes a frontal collision and an excessive impact is applied to the PCU 660 from the front of the vehicle, the PCU 660 is guided. The part 54 can be moved in the intended direction. Thereby, the collision between PCU 660 and engine mount 30 can be avoided, and PCU 660 can be appropriately protected.

  Further, as shown in FIG. 5, in the power control unit support structure in the present embodiment, a position where the engine mount 30 is fixed to the side member 20 and a position where the inverter tray 50 is fixed to the side member 20. And the position where the guide part 54 is fixed to the engine mount 30 is arrange | positioned at the triangular corner | angular part, respectively. With such a configuration, the PCU 660 placed on the inverter tray 50 can be supported by a triangular frame including the side member 20, the engine mount 30 and the inverter tray 50.

  In the present embodiment, the present invention is applied to a hybrid vehicle including an engine and a battery. However, the present invention is not limited to this, and a fuel cell hybrid vehicle (FCHV) including a fuel cell and a battery, Alternatively, the present invention can be applied to an electric vehicle (EV). In the hybrid vehicle in the present embodiment, the internal combustion engine is driven at the fuel efficiency optimum operating point, whereas in the fuel cell hybrid vehicle, the fuel cell is driven at the power generation efficiency optimum operating point. In addition, the use of the battery is basically the same for both hybrid vehicles.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  The present invention is mainly applied to a hybrid vehicle or an electric vehicle including a motor as a drive source.

  20 side member, 30 engine mount, 30a top surface, 31 case body, 50 inverter tray, 51, 52, 53 corner, 54 guide part, 58, 59 bead part, 103 bolt, 104 head, 500 hybrid vehicle, 510 Engine, 520 Motor generator, 530 Drive source, 710 Engine room.

Claims (5)

A power control unit mounted on a vehicle and controlling electric power;
A tray on which the power control unit is mounted and fixed in a cantilevered state with respect to a side member of the vehicle;
A support member provided adjacent to the tray and supporting a drive source of the vehicle;
The tray has a guide portion that guides the power control unit in a predetermined direction when an external force is applied to the power control unit;
The guide part is a power control unit support structure fixed to the support member. The support member has a top surface;
2. The power control unit support structure according to claim 1, wherein the guide portion extends toward the support member and is fixed to the top surface at an extension destination thereof. The head further comprising a head disposed on the top surface, the bolt tightening the guide portion to the support member;
The tray is formed with a bead portion protruding from the surface thereof,
The power control unit support structure according to claim 2, wherein the bead portion extends linearly along the predetermined direction and reaches the top surface. The side member is formed to extend in the vehicle front-rear direction,
The support member is fixed to the side member and is formed to extend from the side member in the vehicle width direction.
A position at which the support member is fixed to the side member, a position at which the tray is fixed to the side member, and a position at which the guide portion is fixed to the support member are respectively arranged at triangular corners. The power control unit support structure according to any one of claims 1 to 3. The tray is accommodated in an engine room in front of the vehicle, and is disposed in front of the vehicle with respect to the support member.
The power control according to any one of claims 1 to 4, wherein the guide unit guides the power control unit in a direction to be shifted from the support member when an external force from the front of the vehicle is applied to the power control unit. Unit support structure.

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