JP2011020553A - Part mounting structure of electric vehicle - Google Patents

Part mounting structure of electric vehicle Download PDF

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Publication number
JP2011020553A
JP2011020553A JP2009166937A JP2009166937A JP2011020553A JP 2011020553 A JP2011020553 A JP 2011020553A JP 2009166937 A JP2009166937 A JP 2009166937A JP 2009166937 A JP2009166937 A JP 2009166937A JP 2011020553 A JP2011020553 A JP 2011020553A
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Japan
Prior art keywords
harness
vehicle
charger
circuit box
high voltage
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JP2009166937A
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JP5690055B2 (en
Inventor
Satoshi Shigematsu
聡 重松
Makoto Iwasa
誠 岩佐
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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Priority to JP2009166937A priority Critical patent/JP5690055B2/en
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Priority to PCT/IB2010/001098 priority patent/WO2010133934A1/en
Priority to BRPI1010603A priority patent/BRPI1010603A2/en
Priority to US13/319,873 priority patent/US8820452B2/en
Priority to EP10777435A priority patent/EP2432662A1/en
Priority to CN201080022185.6A priority patent/CN102438863B/en
Priority to KR1020137031187A priority patent/KR101490648B1/en
Priority to MX2011012422A priority patent/MX2011012422A/en
Priority to KR1020117027685A priority patent/KR20120018336A/en
Priority to RU2011152354/11A priority patent/RU2482985C1/en
Publication of JP2011020553A publication Critical patent/JP2011020553A/en
Application granted granted Critical
Publication of JP5690055B2 publication Critical patent/JP5690055B2/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • 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
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/66—Arrangements of batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • 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
    • B60—VEHICLES IN GENERAL
    • 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
    • B60—VEHICLES IN GENERAL
    • 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
    • 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
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/21—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having the same nominal voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60L2210/00—Converter types
    • B60L2210/30—AC to DC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/547—Voltage
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Abstract

<P>PROBLEM TO BE SOLVED: To provide a part mounting structure of an electric vehicle capable of supplying low voltage power and high voltage power and suppressing a power loss when charging the high voltage power. <P>SOLUTION: A circuit box 5 is arranged near a charging port 15 (a connector part) rather than a charger 6. As a result, a harness 16c (a second high voltage harness) for connecting the high voltage charging port 15H and the circuit box 5 can be made shorter, and the power loss is easily suppressed when charging the high voltage power via the harness 16c. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

本発明は、電気自動車の部品搭載構造に関する。   The present invention relates to a component mounting structure for an electric vehicle.

従来、低電圧電力を充電器で昇圧してバッテリに充電するようにした電気自動車が知られている（特許文献１）。   2. Description of the Related Art Conventionally, an electric vehicle in which low voltage power is boosted with a charger and charged to a battery is known (Patent Document 1).

特開２００７−２６９２４９号公報JP 2007-269249 A

上記従来技術のように、低電圧電力を昇圧して充電すると、充電が完了するのに時間がかかる。そこで、高電圧電力も充電できるように構成すれば、充電が完了するまでの時間を短縮することができるのであるが、その場合に、電力の供給経路や電気部品のレイアウトを適宜に設定しないと、電力損失が増大する虞がある。   If the low voltage power is boosted and charged as in the above prior art, it takes time to complete the charging. Therefore, if it is configured so that high voltage power can be charged, the time until charging is completed can be shortened. In that case, the power supply path and the layout of the electrical components must be set appropriately. There is a risk that power loss increases.

そこで、本発明は、低電圧電力と高電圧電力とを供給することができるとともに、高電圧電力を充電する際の電力の損失を抑制することが可能な電気自動車の部品搭載構造を得ることを目的とする。   Thus, the present invention provides an electric vehicle component mounting structure that can supply low-voltage power and high-voltage power and that can suppress power loss when charging high-voltage power. Objective.

本発明にあっては、充電器に向けて配索される第一の高電圧ハーネスと高電圧充電ポートに向けて配索される第二の高電圧ハーネスとが繋げられる回路ボックスを、充電器よりも、高電圧充電ポートを含むコネクタ部に、近づけて配置したことを最も主要な特徴とする。   In the present invention, a circuit box in which the first high-voltage harness routed toward the charger and the second high-voltage harness routed toward the high-voltage charging port are connected to the charger. Rather, the most important feature is that it is arranged close to the connector portion including the high voltage charging port.

本発明によれば、コネクタ部と回路ボックスとをより近づけることで第二の高電圧ハーネスをより短くして、当該第二の高電圧ハーネスを介して高電圧電力を充電する際の電力損失を抑制しやすくなる。   According to the present invention, the second high voltage harness is shortened by bringing the connector portion and the circuit box closer to each other, and power loss when charging high voltage power through the second high voltage harness is reduced. It becomes easy to suppress.

図１は、本発明の実施形態にかかる電気自動車の部品搭載構造の概略構成を示す側面図（一部断面図）である。FIG. 1 is a side view (partially sectional view) showing a schematic configuration of a component mounting structure for an electric vehicle according to an embodiment of the present invention. 図２は、本発明の実施形態にかかる電気自動車の部品搭載構造の概略構成を示す上方から見た平面図である。FIG. 2 is a plan view seen from above showing a schematic configuration of a component mounting structure for an electric vehicle according to an embodiment of the present invention. 図３は、本発明の実施形態にかかる電気自動車の部品搭載構造の前部の側面図である。FIG. 3 is a side view of the front part of the electric vehicle component mounting structure according to the embodiment of the present invention. 図４は、本発明の実施形態にかかる電気自動車の部品搭載構造の前部の車体の斜視図である。FIG. 4 is a perspective view of the front vehicle body of the electric vehicle component mounting structure according to the embodiment of the present invention. 図５は、本発明の実施形態にかかる電気自動車の部品搭載構造の電気部品の回路構成の概要を示す説明図である。FIG. 5 is an explanatory diagram showing an outline of the circuit configuration of the electric component of the electric vehicle component mounting structure according to the embodiment of the present invention.

以下、本発明の実施形態について図面を参照しながら詳細に説明する。各図中、ＦＲは車両前方、ＵＰは車両上方、ＷＤは車幅方向を示す。   Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In each figure, FR indicates the front of the vehicle, UP indicates the upper side of the vehicle, and WD indicates the vehicle width direction.

本実施形態にかかる車両１では、車体２の前部に搭載された車両駆動用の電動モータ３Ｍによって前輪Ｗｆが駆動される。また、図１，図２等に示すように、車体２には、比較的重量の大きい電気部品として、電動モータ３Ｍの他、インバータ４、回路ボックス５、充電器６、バッテリアセンブリ７、空調システム等で用いられるＰＴＣヒータ２５（図５参照）、空調システムで用いられる電動コンプレッサ２６（図５参照）などが搭載されている。本実施形態では、これらのうち、電動モータ３Ｍ、インバータ４、回路ボックス５、ＰＴＣヒータ２５、および電動コンプレッサ２６は、車両前後方向の前部に配置され、バッテリアセンブリ７は車両前後方向の中央部に配置され、充電器６は車両前後方向の後部に配置されている。このように複数の電気部品を車両前後方向に適宜に分散して配置することによって、車両１の前後方向の重量バランスをとりやすくなっている。   In the vehicle 1 according to the present embodiment, the front wheels Wf are driven by a vehicle driving electric motor 3M mounted on the front portion of the vehicle body 2. As shown in FIGS. 1 and 2, etc., the vehicle body 2 includes an electric motor 3M, an inverter 4, a circuit box 5, a charger 6, a battery assembly 7, an air conditioning system as electric parts having a relatively heavy weight. A PTC heater 25 (see FIG. 5) used in the air conditioning system, an electric compressor 26 (see FIG. 5) used in the air conditioning system, and the like are mounted. In the present embodiment, among these, the electric motor 3M, the inverter 4, the circuit box 5, the PTC heater 25, and the electric compressor 26 are arranged at the front part in the vehicle front-rear direction, and the battery assembly 7 is the center part in the vehicle front-rear direction. The charger 6 is arranged at the rear part in the vehicle front-rear direction. As described above, by arranging a plurality of electrical components appropriately dispersed in the vehicle front-rear direction, the weight balance in the front-rear direction of the vehicle 1 can be easily achieved.

図３，図４等に示すように、車両１の前部には、フロントコンパートメント８が形成されている。フロントコンパートメント８は、後側のダッシュパネル９と、車幅方向両側のフェンダパネル（図示せず）と、前側のバンパ１０ａやグリル１０ｂ等と、で囲まれた空間であり、その上側開口部をフード１０ｃで開閉可能に塞がれている。そして、このフロントコンパートメント８内に、車両駆動用の電動モータ３Ｍと減速機３Ｒとを一体化したパワーユニット３や、インバータ４、回路ボックス５、ＰＴＣヒータ２５等の各種部品が収容されている。   As shown in FIGS. 3 and 4, a front compartment 8 is formed in the front portion of the vehicle 1. The front compartment 8 is a space surrounded by a rear dash panel 9, fender panels (not shown) on both sides in the vehicle width direction, a front bumper 10a, a grill 10b, and the like. The hood 10c is closed so that it can be opened and closed. In the front compartment 8, various components such as a power unit 3 in which an electric motor 3M for driving a vehicle and a reduction gear 3R are integrated, an inverter 4, a circuit box 5, and a PTC heater 25 are accommodated.

そして、図４に示すように、フロントコンパートメント８の車幅方向両側には、前後方向に略沿うフロントサイドメンバ１１が延設され、フロントサイドメンバ１１の上方の車幅方向両側で、前後方向に略沿うフードリッジメンバ１２が延設されている。また、左右のフロントサイドメンバ１１間には、車幅方向に略沿うクロスメンバ１３Ｆ，１３Ｒが前後に間隔をあけて架設されている。これら二つのクロスメンバ１３Ｆ，１３Ｒには、サブメンバ１３ａ，１３ｂが取り付けられており、クロスメンバ１３Ｆ，１３Ｒの補強や、インバータ４や、回路ボックス５、ＰＴＣヒータ２５、電動コンプレッサ２６等の各種部品の取り付けなどに利用されている。本実施形態では、フロントサイドメンバ１１や、フードリッジメンバ１２、クロスメンバ１３Ｆ，１３Ｒ、サブメンバ１３ａ，１３ｂ等が、車両１の前部の車体骨格部材（車体２）に相当する。なお、電気部品の車体２への取り付けに際しては適宜にボルトやナット等の締結具やブラケット等が利用されている。   As shown in FIG. 4, front side members 11 extending substantially in the front-rear direction are extended on both sides in the vehicle width direction of the front compartment 8, and in the front-rear direction on both sides in the vehicle width direction above the front side member 11. A generally extending hood ridge member 12 is extended. Further, between the left and right front side members 11, cross members 13 </ b> F and 13 </ b> R substantially extending in the vehicle width direction are provided with a space in the front and rear direction. Sub members 13a and 13b are attached to these two cross members 13F and 13R, and various components such as the reinforcement of the cross members 13F and 13R, the inverter 4, the circuit box 5, the PTC heater 25, and the electric compressor 26 are provided. It is used for installation. In the present embodiment, the front side member 11, the hood ridge member 12, the cross members 13F and 13R, the sub members 13a and 13b, and the like correspond to the vehicle body skeleton member (vehicle body 2) at the front portion of the vehicle 1. Note that fasteners such as bolts and nuts, brackets, and the like are appropriately used when attaching the electrical components to the vehicle body 2.

そして、本実施形態では、車両１の前部（本実施形態では前端部）に、外部から電力を供給する給電コード１４のプラグ１４ａ（図５参照）を差し込むコネクタ部としての充電ポート１５が設けられている。充電ポート１５の前方は、グリル１０ｂの少なくとも一部に形成された可動蓋（図示せず）で覆われており、充電を行う際には、可動蓋を開いて充電ポート１５を前方に向けて露出できるようになっている。充電ポート１５にはハーネス１６が接続されており、給電コード１４から、プラグ１４ａ、充電ポート１５、ハーネス１６、充電器６等を介して、バッテリアセンブリ７（に収容された複数のバッテリ７ｂ）に電力が供給されるようになっている。   In this embodiment, a charging port 15 is provided at the front portion of the vehicle 1 (front end portion in this embodiment) as a connector portion for inserting the plug 14a (see FIG. 5) of the power supply cord 14 that supplies power from the outside. It has been. The front of the charging port 15 is covered with a movable lid (not shown) formed on at least a part of the grill 10b. When charging, the movable lid is opened and the charging port 15 is directed forward. It can be exposed. A harness 16 is connected to the charging port 15, and the battery assembly 7 (a plurality of batteries 7 b accommodated in the battery assembly 7) is connected from the power supply cord 14 through the plug 14 a, the charging port 15, the harness 16, the charger 6, and the like. Electric power is supplied.

また、図５等に示すように、充電ポート１５としては、比較的低電圧（例えば１００Ｖ、２００Ｖ等）で充電する低電圧充電ポート１５Ｌと、高電圧（例えば５００Ｖ等）で充電する高電圧充電ポート１５Ｈと、が設けられており、充電ポート１５のそれぞれにハーネス１６が接続されている。低電圧給電コード１４Ｌから低電圧充電ポート１５Ｌに供給された低電圧電力は、低電圧を高電圧に変換するトランス（図示せず）を含む充電器６で高電圧に変換され、回路ボックス５（内の導体部分２４ｂ）を介してバッテリアセンブリ７内のバッテリ７ｂに供給される。また、高電圧給電コード１４Ｈから高電圧充電ポート１５Ｈに供給された高電圧電力は、回路ボックス５（内の導体部分２４ｂ）を介してバッテリアセンブリ７内のバッテリ７ｂに供給される。高電圧充電ポート１５Ｈを設けることで、充電をより急速に完了させることができる。なお、充電器６には、トランスの他、交流を直流に変換する整流回路やフィルタ等も装備される。   Further, as shown in FIG. 5 and the like, the charging port 15 includes a low voltage charging port 15L for charging with a relatively low voltage (for example, 100V, 200V, etc.) and a high voltage charging for charging with a high voltage (for example, 500V, for example). Ports 15H are provided, and the harness 16 is connected to each of the charging ports 15. The low voltage power supplied from the low voltage power supply cord 14L to the low voltage charging port 15L is converted into a high voltage by the charger 6 including a transformer (not shown) for converting the low voltage into the high voltage, and the circuit box 5 ( It is supplied to the battery 7b in the battery assembly 7 via the inner conductor portion 24b). The high voltage power supplied from the high voltage power supply cord 14H to the high voltage charging port 15H is supplied to the battery 7b in the battery assembly 7 through the circuit box 5 (inner conductor portion 24b). By providing the high voltage charging port 15H, charging can be completed more rapidly. In addition to the transformer, the charger 6 is also equipped with a rectifier circuit, a filter, and the like that convert alternating current into direct current.

回路ボックス５は、図５に示すように、筐体５ｅ内に、高電圧の印加されるバスバー等の導体部分２４ｂを備えている。この導体部分２４ｂには、複数のハーネス１６の（１６ａ，１６ｃ，１６ｄ，１６ｅ等）の導体部分２４ａ（例えば芯線、端子等）が電気的に接続される。つまり、この回路ボックス５の導体部分２４ｂは、複数のハーネス１６の導体部分２４ａの接合点（合流点）となっており、その意味で、回路ボックス５は、ジャンクションボックス（接合点ボックス、合流点ボックス）と称することができる。回路ボックス５に繋げられる高電圧のハーネス１６としては、充電器６に向けて配索されるハーネス１６ａ（第一の高電圧ハーネス）や、高電圧充電ポート１５Ｈに向けて配索されるハーネス１６ｃ（第二の高電圧ハーネス）、バッテリアセンブリ７に向けて配索されるハーネス１６ｄ（第三の高電圧ハーネス）、インバータ４に向けて配索されるハーネス１６ｅ等がある。また、本実施形態では、この回路ボックス５の筐体５ｅ内に、例えば、ＤＣ／ＤＣコンバータ５ａ、ヒューズ５ｂ、電圧計５ｃ、リレー５ｄ，５ｄａ等も収容してある。なお、ＤＣ／ＤＣコンバータ５ａで低電圧に変換された電力はバッテリ（低電圧バッテリ）２７（図５参照）等に供給される。   As shown in FIG. 5, the circuit box 5 includes a conductor portion 24b such as a bus bar to which a high voltage is applied, in a housing 5e. The conductor portions 24b (for example, core wires, terminals, etc.) of the plurality of harnesses 16 (16a, 16c, 16d, 16e, etc.) are electrically connected to the conductor portions 24b. That is, the conductor portion 24b of the circuit box 5 serves as a junction (junction point) of the conductor portions 24a of the plurality of harnesses 16, and in this sense, the circuit box 5 includes a junction box (junction box, junction point). Box). The high voltage harness 16 connected to the circuit box 5 includes a harness 16a (first high voltage harness) routed toward the charger 6 and a harness 16c routed toward the high voltage charge port 15H. (Second high voltage harness), a harness 16d (third high voltage harness) routed toward the battery assembly 7, a harness 16e routed toward the inverter 4, and the like. In the present embodiment, a DC / DC converter 5a, a fuse 5b, a voltmeter 5c, relays 5d, 5da, and the like are also accommodated in the housing 5e of the circuit box 5. The electric power converted into a low voltage by the DC / DC converter 5a is supplied to a battery (low voltage battery) 27 (see FIG. 5) and the like.

バッテリアセンブリ７は、図１に示すように、矩形枠状あるいはラダー状に形成されたフレーム７ａに、複数のバッテリ（高電圧バッテリ）７ｂを搭載してカバー７ｃで被覆したものとして構成されている。また、バッテリアセンブリ７内には、図５に示すように、ハーネス１６の他、コンタクタ７ｄや、スイッチボックス７ｅ、バッテリコントローラ７ｆ等も収容されている。そして、バッテリアセンブリ７は、車両１の前後方向中央部のフロアパネル１７の下方で、車体骨格部材（サイドメンバ１８や、サイドシル１９、クロスメンバ（図示せず）等）に、下方から着脱可能に取り付けてある。   As shown in FIG. 1, the battery assembly 7 is configured such that a plurality of batteries (high voltage batteries) 7b are mounted on a frame 7a formed in a rectangular frame shape or a ladder shape and covered with a cover 7c. . Further, as shown in FIG. 5, in addition to the harness 16, a contactor 7d, a switch box 7e, a battery controller 7f, and the like are accommodated in the battery assembly 7. The battery assembly 7 can be detachably attached to a vehicle body skeleton member (a side member 18, a side sill 19, a cross member (not shown), etc.) from below under a floor panel 17 at the center in the front-rear direction of the vehicle 1. It is attached.

また、充電器６は、図１，図２等に示すように、車両１の後部（車室１ａおよびバッテリアセンブリ７より後方）のフロアパネル１７上に配置されている。本実施形態では、リヤサイドメンバ２０間で架設されて車幅方向に略沿って伸びるクロスメンバ２１や、リヤホイールハウス２２間で架設されて車幅方向に略沿って伸びるクロスバー２３等の車体骨格部材（車体２）に、直接あるいはブラケットを介して固定されている。   Moreover, the charger 6 is arrange | positioned on the floor panel 17 of the rear part (back from the vehicle interior 1a and the battery assembly 7) of the vehicle 1, as shown in FIG.1, FIG.2, etc. FIG. In the present embodiment, a vehicle body skeleton such as a cross member 21 installed between the rear side members 20 and extending substantially along the vehicle width direction, or a cross bar 23 installed between the rear wheel houses 22 and extending substantially along the vehicle width direction. It is fixed to the member (vehicle body 2) directly or via a bracket.

図５は、本実施形態にかかる車両１（電気自動車）における回路構成の概略を示している。図中、高電圧が印加される導体部分２４を実線で示し、低電圧が印加される導体部分２４を破線で示している。また、線の太さは導体部分２４の断面積に対応しており、線が太いほど導体部分２４の断面積が大きいことを示している。また、図中、二点鎖線Ａ内は、パワーユニット３の動作中（車両１の走行中）に高電圧が印加される領域を示している。   FIG. 5 schematically shows a circuit configuration of the vehicle 1 (electric vehicle) according to the present embodiment. In the drawing, the conductor portion 24 to which a high voltage is applied is indicated by a solid line, and the conductor portion 24 to which a low voltage is applied is indicated by a broken line. The thickness of the line corresponds to the cross-sectional area of the conductor portion 24, and the thicker the line, the larger the cross-sectional area of the conductor portion 24. Further, in the figure, a two-dot chain line A indicates a region where a high voltage is applied during the operation of the power unit 3 (when the vehicle 1 is traveling).

図５からもわかるように、本実施形態では、高電圧が印加される強電部品として、電動モータ３Ｍ、インバータ４、回路ボックス５、充電器６、バッテリアセンブリ７、ＰＴＣヒータ２５、電動コンプレッサ２６等が設けられているが、本実施形態では、図１に示すように、これら強電部品のうち、充電器６を車両１の後部（前後方向の車両重心Ｃｇより後方）に配置し、バッテリアセンブリ７を車両１の前後方向中央部に配置し、それら以外の強電部品（すなわち、電動モータ３Ｍ、インバータ４、回路ボックス５、ＰＴＣヒータ２５、および電動コンプレッサ２６）を車両１の前部（車両重心Ｃｇより前方）に配置している。   As can be seen from FIG. 5, in the present embodiment, the high-voltage components to which a high voltage is applied include the electric motor 3M, the inverter 4, the circuit box 5, the charger 6, the battery assembly 7, the PTC heater 25, the electric compressor 26, and the like. However, in this embodiment, as shown in FIG. 1, among these high-power components, the charger 6 is disposed at the rear portion of the vehicle 1 (behind the vehicle center of gravity Cg in the front-rear direction), and the battery assembly 7. Are arranged at the center in the front-rear direction of the vehicle 1, and other high-power components (that is, the electric motor 3M, the inverter 4, the circuit box 5, the PTC heater 25, and the electric compressor 26) are arranged at the front of the vehicle 1 (vehicle center of gravity Cg). It is arranged more forward).

このように、充電器６を車両重心Ｃｇの後方に配置し、かつ、充電器６とは別の強電部品（本実施形態では、電動モータ３Ｍ、インバータ４、回路ボックス５、ＰＴＣヒータ２５、および電動コンプレッサ２６）を車両重心Ｃｇの前方に配置することで、充電器６と当該強電部品とを車両重心Ｃｇに対して前方または後方に集約して配置した場合に比べて、車両１の前後の重量バランスをとりやすくなる。   In this way, the charger 6 is arranged behind the vehicle center of gravity Cg, and the high-power components different from the charger 6 (in this embodiment, the electric motor 3M, the inverter 4, the circuit box 5, the PTC heater 25, and By disposing the electric compressor 26) in front of the vehicle center of gravity Cg, compared to the case where the charger 6 and the high-power components are collectively disposed forward or rearward with respect to the vehicle center of gravity Cg, It becomes easy to balance weight.

また、充電器６と、充電器６とは別の強電部品（本実施形態では、電動モータ３Ｍ、インバータ４、回路ボックス５、ＰＴＣヒータ２５、および電動コンプレッサ２６）とを、バッテリアセンブリ７を挟んで前後に配置することで、充電器６と当該強電部品とをバッテリアセンブリ７に対して前方または後方に集約して配置した場合に比べて、車両１の前後の重量バランスをとりやすくなる。また、バッテリアセンブリ７は比較的重量が大きいため、かかるレイアウトは、バッテリアセンブリ７が車両１の前後方向中央部に配置されることになる分、バッテリアセンブリ７を車両１の前部または後部に配置された場合に比べて、車両１の前後の重量バランスをとりやすくなると言うことができる。   In addition, the battery assembly 7 is sandwiched between the charger 6 and a high-power component different from the charger 6 (in this embodiment, the electric motor 3M, the inverter 4, the circuit box 5, the PTC heater 25, and the electric compressor 26). As a result, it is easier to balance the weight of the vehicle 1 in the front-rear direction than in the case where the charger 6 and the high-power components are arranged in front or rear with respect to the battery assembly 7. Further, since the battery assembly 7 is relatively heavy, the layout is such that the battery assembly 7 is disposed at the front or rear portion of the vehicle 1 because the battery assembly 7 is disposed at the center in the front-rear direction of the vehicle 1. It can be said that it becomes easier to balance the weight of the vehicle 1 before and after the case.

低電圧給電コード１４Ｌならびに低電圧充電ポート１５Ｌを介して充電を行う際、充電器６ならびに充電器６に繋がるハーネス１６ａ（第一の高電圧ハーネス）およびハーネス１６ｂ（低電圧ハーネス）には、比較的電流値の低い電流が流れる。このため、これらハーネス１６ａ，１６ｂの導体部分２４の断面積は、高電圧充電ポート１５Ｈに繋がるハーネス１６ｃ（第二の高電圧ハーネス）およびバッテリアセンブリ７に繋がるハーネス１６ｄ（第三の高電圧ハーネス）の導体部分２４の断面積に比べて小さくしてある。すなわち、ハーネス１６ａ，１６ｂは、ハーネス１６ｃ，１６ｄに比べて細くすることができる。   When charging is performed via the low voltage power supply cord 14L and the low voltage charging port 15L, the charger 6 and the harness 16a (first high voltage harness) and the harness 16b (low voltage harness) connected to the charger 6 are compared. Current with a low current value flows. For this reason, the cross-sectional areas of the conductor portions 24 of these harnesses 16a and 16b are the harness 16c (second high voltage harness) connected to the high voltage charging port 15H and the harness 16d (third high voltage harness) connected to the battery assembly 7. The cross-sectional area of the conductor portion 24 is made smaller. That is, the harnesses 16a and 16b can be made thinner than the harnesses 16c and 16d.

そして、本実施形態では、図１，図２等からわかるように、低電圧充電ポート１５Ｌ（充電ポート１５）を車両１の前部に配置する一方、充電器６を車両１の後部に配置しているため、これらの間を接続するハーネス１６ｂは比較的長くなる。さらに、本実施形態では、ハーネス１６ａの一端をフロントコンパートメント８内にある回路ボックス５の中に導き、充電器６で生じた高電圧電力を、ハーネス１６ａ、回路ボックス５、ならびに回路ボックス５とバッテリアセンブリ７との間のハーネス１６ｄを介してバッテリアセンブリ７に供給する構成となっている。このため、ハーネス１６ａも車両１の前部と後部との間で配索されて比較的長くなる。   In this embodiment, as can be seen from FIGS. 1, 2, etc., the low voltage charging port 15 </ b> L (charging port 15) is disposed at the front of the vehicle 1, while the charger 6 is disposed at the rear of the vehicle 1. Therefore, the harness 16b that connects them becomes relatively long. Further, in the present embodiment, one end of the harness 16a is guided into the circuit box 5 in the front compartment 8, and the high voltage power generated in the charger 6 is supplied to the harness 16a, the circuit box 5, and the circuit box 5 and the battery. The battery assembly 7 is configured to supply the battery assembly 7 via a harness 16d with the assembly 7. For this reason, the harness 16a is also routed between the front portion and the rear portion of the vehicle 1 and becomes relatively long.

しかし、ハーネス１６ａ，１６ｂは、上述したように、他のハーネス１６（ハーネス１６ｃ，１６ｄ，およびインバータ４に繋がるハーネス１６ｅ等）に比べて細くすることができるため、太いハーネスを配索する場合に比べると、充電器６と充電ポート１５とを車両１の前後に離間して配置しても、ハーネス１６ｂの重量増を抑制することができるし、充電器６と回路ボックス５とを車両１の前後に離間して配置しても、ハーネス１６ａの重量増、ひいては車両１の重量増を抑制することができる。また、ハーネス１６ａ，１６ｂの設置作業も比較的容易に行うことができる。   However, since the harnesses 16a and 16b can be made thinner than the other harnesses 16 (the harnesses 16c and 16d and the harnesses 16e connected to the inverter 4) as described above, when wiring a thick harness, In comparison, even if the charger 6 and the charging port 15 are spaced apart from each other in the front and rear of the vehicle 1, the weight of the harness 16 b can be suppressed, and the charger 6 and the circuit box 5 can be connected to the vehicle 1. Even if they are arranged apart from each other in the front-rear direction, an increase in the weight of the harness 16a and, consequently, an increase in the weight of the vehicle 1 can be suppressed. Also, the installation work of the harnesses 16a and 16b can be performed relatively easily.

また、仮に、充電器６に接続される高電圧のハーネス１６ａ（第一の高電圧ハーネス）を、回路ボックス５を経由せずにバッテリアセンブリ７に直接接続する構成にすると、ハーネス１６ａの長さをより短くすることはできるが、かかる構成では、車体２に固定される強電部品と当該車体２に着脱されるバッテリアセンブリ７との間の導電経路が２系統となるため、１系統である場合に比べて、接触部分の位置合わせが難しくなる。この点、本実施形態では、充電器６からの電力を、ハーネス１６ａ、回路ボックス５、ならびにハーネス１６ｄを介してバッテリアセンブリ７に供給する構成としたため、車体２に固定される強電部品（本実施形態では回路ボックス５）と車体２に対して着脱されるバッテリアセンブリ７との間の導電経路を１系統のみとすることができて、当該導電経路の接触部分の構成をより簡素化できるとともに接触部分の位置合わせがより容易になる。   Moreover, if the high voltage harness 16a (first high voltage harness) connected to the charger 6 is directly connected to the battery assembly 7 without going through the circuit box 5, the length of the harness 16a will be described. However, in such a configuration, there are two conductive paths between the high-voltage component fixed to the vehicle body 2 and the battery assembly 7 attached to and detached from the vehicle body 2. Compared with, it becomes difficult to align the contact portion. In this respect, in the present embodiment, since the power from the charger 6 is supplied to the battery assembly 7 via the harness 16a, the circuit box 5, and the harness 16d, the high-power component fixed to the vehicle body 2 (this embodiment) In the embodiment, the conductive path between the circuit box 5) and the battery assembly 7 attached to and detached from the vehicle body 2 can be only one system, and the configuration of the contact portion of the conductive path can be simplified and contact can be made. The alignment of the parts becomes easier.

そして、本実施形態では、図１，図２等からわかるように、回路ボックス５を充電器６よりも充電ポート１５の近くに配置してある。よって、高電圧充電ポート１５Ｈと回路ボックス５とを繋ぐハーネス１６ｃ（第二の高電圧ハーネス、図５参照）をより短くして、高電圧充電ポート１５Ｈからハーネス１６ｃおよび回路ボックス５を介して高電圧電力を供給する際の電力損失を抑制しやすくなる。上述したように、低電圧充電ポート１５Ｌからハーネス１６ｂ、充電器６、ハーネス１６ａ、および回路ボックス５を介して電力を供給する際の電流値は比較的低いため、充電ポート１５と充電器６とを離間させて配置しても、電力損失はそれほど大きくなりにくい。これに対し、高電圧充電ポート１５Ｈからハーネス１６ｃおよび回路ボックス５を介して高電圧電力を供給する際の電流値は比較的高いため、電気抵抗を小さくして電力損失を減らすのが好ましい。したがって、ハーネス１６ｃを短くして電気抵抗を減らすのが好ましい。そして、ハーネス１６ｃを短くすると、電気抵抗をさらに減らすために当該ハーネス１６ｃの内部の導体部分２４を太くしても、ハーネス１６ｃ全体の重量増を抑制することができるため、車両１の重量増を抑制できるとともにハーネス１６ｃの設置作業も比較的容易になるという利点がある。また、かかる構成では、回路ボックス５と充電器６とを離間して配置することができるため、これらを集約して配置した場合に比べて、車両１の重量バランスをとりやすくなるという利点がある。   In this embodiment, as can be seen from FIGS. 1, 2, etc., the circuit box 5 is arranged closer to the charging port 15 than the charger 6. Therefore, the harness 16c (second high-voltage harness, see FIG. 5) connecting the high-voltage charging port 15H and the circuit box 5 is further shortened, and the high-voltage charging port 15H is connected to the circuit box 5 via the harness 16c and the circuit box 5. It becomes easy to suppress power loss when supplying voltage power. As described above, since the current value when power is supplied from the low voltage charging port 15L via the harness 16b, the charger 6, the harness 16a, and the circuit box 5 is relatively low, the charging port 15 and the charger 6 Even if they are arranged apart from each other, power loss is unlikely to become so large. On the other hand, since the current value when the high voltage power is supplied from the high voltage charging port 15H via the harness 16c and the circuit box 5 is relatively high, it is preferable to reduce the electric resistance by reducing the electric resistance. Therefore, it is preferable to reduce the electrical resistance by shortening the harness 16c. And if the harness 16c is shortened, even if the conductor portion 24 inside the harness 16c is made thicker to further reduce the electrical resistance, an increase in the weight of the entire harness 16c can be suppressed. There is an advantage that the harness 16c can be suppressed and the installation work of the harness 16c becomes relatively easy. Moreover, in this structure, since the circuit box 5 and the charger 6 can be arrange | positioned separately, there exists an advantage that it becomes easy to balance the weight of the vehicle 1 compared with the case where these are arrange | positioned collectively. .

また、本実施形態では、図１，図２等からわかるように、バッテリアセンブリ７が、充電器６よりも回路ボックス５の近くに搭載されるようになっている。よって、回路ボックス５とバッテリアセンブリ７とを繋ぐハーネス１６ｄ（第三の高電圧ハーネス、図５参照）をより短くして、回路ボックス５からハーネス１６ｄを介してバッテリアセンブリ７に高電圧電力を供給する際の電力損失を抑制しやすくなる。回路ボックス５からハーネス１６ｄを介してバッテリアセンブリ７に供給される高電圧電力の電流値は比較的高くなるため、電気抵抗を小さくするほど電力損失を減らすのが好ましい。したがって、ハーネス１６ｄを短くして電気抵抗を減らすのが好ましい。そして、ハーネス１６ｄを短くすると、電気抵抗をさらに減らすために当該ハーネス１６ｄの内部の導体部分２４を太くしてもハーネス１６ｄ全体の重量増を抑制することができるため、車両１の重量増を抑制できるとともにハーネス１６ｄの設置作業も比較的容易になるという利点がある。また、かかる構成では、バッテリアセンブリ７と充電器６とを離間して配置することができるため、これらを集約して配置した場合に比べて、車両１の重量バランスをとりやすくなるという利点がある。   In this embodiment, as can be seen from FIGS. 1 and 2, the battery assembly 7 is mounted closer to the circuit box 5 than the charger 6. Therefore, the harness 16d connecting the circuit box 5 and the battery assembly 7 (third high-voltage harness, see FIG. 5) is shortened, and high-voltage power is supplied from the circuit box 5 to the battery assembly 7 via the harness 16d. It becomes easy to suppress the power loss when doing. Since the current value of the high voltage power supplied from the circuit box 5 to the battery assembly 7 via the harness 16d becomes relatively high, it is preferable to reduce the power loss as the electric resistance is reduced. Therefore, it is preferable to shorten the harness 16d to reduce the electrical resistance. If the harness 16d is shortened, the weight of the entire harness 16d can be suppressed even if the conductor portion 24 inside the harness 16d is thickened to further reduce the electrical resistance. There is an advantage that the harness 16d can be installed relatively easily. Moreover, in this structure, since the battery assembly 7 and the charger 6 can be arrange | positioned separately, there exists an advantage that it becomes easy to balance the weight of the vehicle 1 compared with the case where these are arrange | positioned collectively. .

さらに、本実施形態では、バッテリアセンブリ７が、充電器６と回路ボックス５との間に搭載されるように構成した。よって、バッテリアセンブリ７、充電器６、および回路ボックス５を分散して配置することができるようになって、その分、車両１の重量バランスをより一層とりやすくなる。本実施形態では、図１，図２等からわかるように、これらバッテリアセンブリ７、充電器６、および回路ボックス５を、前後方向に分散して配置したため、前後方向の重量バランスをとりやすくなっている。   Further, in the present embodiment, the battery assembly 7 is configured to be mounted between the charger 6 and the circuit box 5. Therefore, the battery assembly 7, the charger 6, and the circuit box 5 can be distributed and arranged, and the weight balance of the vehicle 1 can be more easily balanced accordingly. In this embodiment, as can be seen from FIGS. 1 and 2, etc., the battery assembly 7, the charger 6, and the circuit box 5 are distributed in the front-rear direction, so that it is easy to balance the weight in the front-rear direction. Yes.

パワーユニット３の動作中（車両１の走行中）には、バッテリアセンブリ７から、ハーネス１６ｄ（第三の高電圧ハーネス）、回路ボックス５、およびハーネス１６ｅ（図５参照）を介してインバータ４に直流の高電圧電力が供給され、インバータ４で生成された交流の高電圧電力が電動モータ３Ｍに供給される。本実施形態では、回路ボックス５およびインバータ４をともにフロントコンパートメント８内に配置したため、ハーネス１６ｅを比較的短くすることができ、パワーユニット３の動作中の電力損失も抑制することができる。特に、本実施形態では、回路ボックス５とインバータ４とを隣接して配置することで、ハーネス１６ｅを短くしてある。   During operation of the power unit 3 (during traveling of the vehicle 1), direct current is supplied from the battery assembly 7 to the inverter 4 via the harness 16d (third high-voltage harness), the circuit box 5, and the harness 16e (see FIG. 5). High voltage power is supplied, and AC high voltage power generated by the inverter 4 is supplied to the electric motor 3M. In the present embodiment, since both the circuit box 5 and the inverter 4 are arranged in the front compartment 8, the harness 16e can be made relatively short, and power loss during operation of the power unit 3 can also be suppressed. In particular, in this embodiment, the harness 16e is shortened by arranging the circuit box 5 and the inverter 4 adjacent to each other.

さらに、本実施形態では、充電ポート１５を車両１の前部に配置し、回路ボックス５をフロントコンパートメント８内に配置し、バッテリアセンブリ７および充電器６を回路ボックス５より後方に搭載されるように構成した。これにより、回路ボックス５を車両１により容易にレイアウトすることができる上、回路ボックス５と高電圧充電ポート１５Ｈとの間のハーネス１６ｃをより短くすることができて、高電圧電力を充電する際の電力損失を抑制しやすくなる。また、充電ポート１５を車両１の前部に配置することで、充電ポート１５における給電コード１４の接続状態を視認しやすくなり、給電コード１４が接続されたまま車両１を移動させたりする不具合を抑制しやすくなる。そして、バッテリアセンブリ７および充電器６を回路ボックス５の後方に配置することで、車両１の前後方向の重量バランスをとりやすくなる。   Further, in the present embodiment, the charging port 15 is disposed in the front portion of the vehicle 1, the circuit box 5 is disposed in the front compartment 8, and the battery assembly 7 and the charger 6 are mounted behind the circuit box 5. Configured. As a result, the circuit box 5 can be easily laid out by the vehicle 1, and the harness 16c between the circuit box 5 and the high voltage charging port 15H can be further shortened to charge high voltage power. It becomes easy to suppress the power loss. Further, by arranging the charging port 15 in the front part of the vehicle 1, it becomes easy to visually recognize the connection state of the power supply cord 14 in the charging port 15, and the vehicle 1 is moved while the power supply cord 14 is connected. It becomes easy to suppress. And it becomes easy to balance the weight of the vehicle 1 in the front-rear direction by arranging the battery assembly 7 and the charger 6 behind the circuit box 5.

また、図５を参照すれば明らかとなるように、ハーネス１６ａの回路ボックス５側（本実施形態では回路ボックス５の筐体５ｅ（図３，図５参照）内であり、かつフロントコンパートメント８内）に、充電時には接点同士が接続して非充電時には接点同士が離間するリレー５ｄａを設け、充電中にはハーネス１６ａに高電圧が印加されるが、走行中などの非充電中にはハーネス１６ａに高電圧が印加されないようにしてある。よって、比較的前後に長くなるハーネス１６ａが走行時の車両１の衝突等によって損傷を受けたとしても、このハーネス１６ａはリレー５ｄａによって電流が流れている部分から遮断されているため、ハーネス１６ａで短絡が生じたり、ハーネス１６ａの損傷部分から車体２に漏電が生じたりすることを抑制し、安全性を向上することができる。   Further, as will be apparent with reference to FIG. 5, the harness 16 a is in the circuit box 5 side (in the present embodiment, in the housing 5 e of the circuit box 5 (see FIGS. 3 and 5)) and in the front compartment 8. ) Is provided with a relay 5da that connects the contacts at the time of charging and separates the contacts at the time of non-charging, and a high voltage is applied to the harness 16a during charging. A high voltage is not applied to the circuit. Therefore, even if the harness 16a that is relatively long in the front and rear direction is damaged by the collision of the vehicle 1 during traveling, the harness 16a is cut off from the portion where the current flows by the relay 5da. It is possible to suppress the occurrence of a short circuit or the occurrence of electric leakage from the damaged portion of the harness 16a to the vehicle body 2, thereby improving safety.

上述した充電器６と充電器６以外の強電部品とを車両１の前後に分けて配置するレイアウトは、車両１の前後の重量バランスと、走行時における安全性のさらなる向上とを両立することが可能な好適なものであると言える。なお、リレー５ｄの動作は図示しない制御ユニットによって電気的に制御するのが好適である。この場合、センサ等を設けて低電圧給電コード１４Ｌの低電圧充電ポート１５Ｌへの接続を検知してリレー５ｄを動作させるようにしてもよい。   The layout in which the charger 6 and the high-power components other than the charger 6 are arranged separately before and after the vehicle 1 can achieve both a weight balance before and after the vehicle 1 and a further improvement in safety during traveling. It can be said that it is possible and preferable. The operation of the relay 5d is preferably electrically controlled by a control unit (not shown). In this case, a sensor or the like may be provided to detect the connection of the low voltage power supply cord 14L to the low voltage charging port 15L and operate the relay 5d.

また、本実施形態のように、充電器６とバッテリアセンブリ７とを除く強電部品をフロントコンパートメント８内に配置する構成は、小型の車両１や、スポーツカー等のフード１０ｃの低い車両１など、フロントコンパートメント８の容積を広く確保し難い場合に、部品レイアウトの点で有利となる。また、重量バランスが向上する分、車両１の運動性能を向上できるという利点もある。さらに、高電圧電力を供給する設備（インフラ）が普及するなどして、低電圧電力を供給しないで済むようになった場合には、車両１から充電器６を除去すると車両１の重量をより軽くすることができるが、本実施形態にかかる構成によれば、充電器６を他の強電部品から離間した位置に配置してあるため、充電器６を比較的容易に除去することができ、この点でも有利であると言える。また、車両１の生産に際して、充電器６の有無による車両１の部品レイアウト（特にフロントコンパートメント８内のレイアウト）の変更が少なくて済む分、充電器６が搭載される仕様と搭載されない仕様とを分けやすくなって、製造コストを低くしやすいという利点もある。   In addition, as in the present embodiment, the configuration in which the high-power components excluding the charger 6 and the battery assembly 7 are arranged in the front compartment 8 is a small vehicle 1 or a vehicle 1 with a low hood 10c such as a sports car. This is advantageous in terms of component layout when it is difficult to secure a large volume of the front compartment 8. Moreover, there is also an advantage that the motion performance of the vehicle 1 can be improved as much as the weight balance is improved. Furthermore, when the facility (infrastructure) for supplying high-voltage power becomes widespread and it becomes unnecessary to supply low-voltage power, removing the charger 6 from the vehicle 1 increases the weight of the vehicle 1. Although it can be made lighter, according to the configuration according to the present embodiment, the charger 6 can be removed relatively easily because the charger 6 is disposed at a position away from other high-power components. It can be said that this point is also advantageous. In addition, when the vehicle 1 is produced, the specification in which the charger 6 is mounted and the specification in which the charger 6 is not mounted are reduced because the change in the component layout of the vehicle 1 (particularly, the layout in the front compartment 8) can be reduced. There is also an advantage that it is easy to divide and it is easy to reduce the manufacturing cost.

そして、本実施形態では、充電器６とバッテリアセンブリ７とを除く強電部品をフロントコンパートメント８内に配置するとともに、充電ポート１５を車両１の前部に配置したため、充電器６に繋がるハーネス１６ａを除く高電圧のハーネス１６（１６ｃ，１６ｄ，１６ｅ等）の長さをより短くすることができる。よって、高電圧充電時やパワーユニット３の動作時における電力損失を抑制することができるとともに、比較的太いハーネス１６ｃ，１６ｄ，１６ｅ等による重量増を抑制できる。また、ハーネス１６ｃ，１６ｄ，１６ｅ等の配索の手間を減らすことができる。   In the present embodiment, the high-power components excluding the charger 6 and the battery assembly 7 are arranged in the front compartment 8 and the charging port 15 is arranged in the front portion of the vehicle 1, so that the harness 16 a connected to the charger 6 is provided. The length of the high-voltage harness 16 (16c, 16d, 16e, etc.) to be removed can be further shortened. Therefore, power loss during high voltage charging or power unit 3 operation can be suppressed, and an increase in weight due to relatively thick harnesses 16c, 16d, 16e, etc. can be suppressed. Further, it is possible to reduce the time and labor of routing the harnesses 16c, 16d, 16e and the like.

以上、説明したように、本実施形態では、回路ボックス５を充電器６よりも充電ポート１５（コネクタ部）の近くに配置した。よって、高電圧充電ポート１５Ｈと回路ボックス５とを繋ぐハーネス１６ｃ（第二の高電圧ハーネス）をより短くすることができ、当該ハーネス１６ｃを介して高電圧電力を充電する際の電力損失を抑制しやすくなる。   As described above, in this embodiment, the circuit box 5 is arranged closer to the charging port 15 (connector portion) than the charger 6. Therefore, the harness 16c (second high-voltage harness) that connects the high-voltage charging port 15H and the circuit box 5 can be shortened, and power loss when charging high-voltage power via the harness 16c is suppressed. It becomes easy to do.

また、本実施形態では、バッテリアセンブリ７が、充電器６よりも回路ボックス５の近くに搭載される。よって、回路ボックス５とバッテリアセンブリ７とを繋ぐハーネス１６ｄ（第三の高電圧ハーネス）をより短くすることができ、当該ハーネス１６ｄを介して高電圧電力を充電する際の電力損失を抑制しやすくなる。   In the present embodiment, the battery assembly 7 is mounted closer to the circuit box 5 than the charger 6. Therefore, the harness 16d (third high voltage harness) that connects the circuit box 5 and the battery assembly 7 can be further shortened, and power loss when charging high voltage power via the harness 16d can be easily suppressed. Become.

また、本実施形態では、バッテリアセンブリ７が、充電器６と回路ボックス５との間に搭載されるように構成した。よって、バッテリアセンブリ７、充電器６、および回路ボックス５を分散して配置することができるようになって、その分、車両１の重量バランスをとりやすくなる。   Further, in the present embodiment, the battery assembly 7 is configured to be mounted between the charger 6 and the circuit box 5. Therefore, the battery assembly 7, the charger 6, and the circuit box 5 can be arranged in a distributed manner, and the weight balance of the vehicle 1 can be easily balanced accordingly.

また、本実施形態では、充電ポート１５を車両１の前部に配置し、回路ボックス５をフロントコンパートメント８内に配置し、バッテリアセンブリ７および充電器６を回路ボックス５より後方に搭載されるように構成した。よって、回路ボックス５をよりレイアウトしやすくなる上、高電圧充電ポート１５Ｈと回路ボックス５との間のハーネス１６ｃをより短くすることができて、高電圧電力を充電する際の電力損失を抑制しやすくなる。また、バッテリアセンブリ７および充電器６を回路ボックス５の後方に配置することで、車両１の前後方向の重量バランスをとりやすくなる。   In the present embodiment, the charging port 15 is disposed at the front portion of the vehicle 1, the circuit box 5 is disposed in the front compartment 8, and the battery assembly 7 and the charger 6 are mounted behind the circuit box 5. Configured. Therefore, the circuit box 5 can be laid out more easily, and the harness 16c between the high voltage charging port 15H and the circuit box 5 can be shortened to suppress power loss when charging high voltage power. It becomes easy. Further, by arranging the battery assembly 7 and the charger 6 behind the circuit box 5, it becomes easy to balance the weight of the vehicle 1 in the front-rear direction.

なお、本発明は上記実施形態には限定されず、種々の変形が可能である。例えば、本発明は、後輪駆動車にも適用することができる。また、充電器を車両前部に配置し、充電器とは別の強電部品を車両後部に配置してもよいし、充電ポートを車両後部に配置してもよい。また、充電ポートは車両前端または後端に設けることは必須ではなく、車両前部の側面や、車両後部の側面に露出するように設けてもよい。また、充電器や、バッテリアセンブリ、充電器とは別の強電部品を車体に取り付ける位置や構成についても、上記実施形態には限定されない。   In addition, this invention is not limited to the said embodiment, A various deformation | transformation is possible. For example, the present invention can be applied to a rear wheel drive vehicle. Moreover, a charger may be arrange | positioned in the vehicle front part, a high-power component different from a charger may be arrange | positioned in a vehicle rear part, and a charge port may be arrange | positioned in a vehicle rear part. Further, it is not essential to provide the charging port at the front end or the rear end of the vehicle, and the charging port may be provided so as to be exposed on the side surface of the vehicle front portion or the side surface of the vehicle rear portion. Further, the position and configuration for attaching a high-voltage component other than the charger, the battery assembly, and the charger to the vehicle body are not limited to the above embodiment.

１ 車両
２ 車体
５ 回路ボックス
６ 充電器
７ バッテリアセンブリ
７ｂ バッテリ
１５ 充電ポート（コネクタ部）
１５Ｈ 高電圧充電ポート
１５Ｌ 低電圧充電ポート
１６ａ ハーネス（第一の高電圧ハーネス）
１６ｂ ハーネス（低電圧ハーネス）
１６ｃ ハーネス（第二の高電圧ハーネス）
１６ｄ ハーネス（第三の高電圧ハーネス） DESCRIPTION OF SYMBOLS 1 Vehicle 2 Car body 5 Circuit box 6 Charger 7 Battery assembly 7b Battery 15 Charging port (connector part)
15H high voltage charging port 15L low voltage charging port 16a harness (first high voltage harness)
16b harness (low voltage harness)
16c harness (second high-voltage harness)
16d harness (third high-voltage harness)

Claims (4)

低電圧充電ポートおよび高電圧充電ポートを含むコネクタ部と、
前記低電圧充電ポートおよび低電圧ハーネスを介して供給された低電圧電力を高電圧に変換するトランスを含む充電器と、
前記充電器に向けて配索される第一の高電圧ハーネスと、前記高電圧充電ポートに向けて配索される第二の高電圧ハーネスと、複数のバッテリを含んで車体に搭載されたバッテリアセンブリに向けて配索される第三の高電圧ハーネスと、が繋げられる回路ボックスと、
を車体に搭載した電気自動車の部品搭載構造であって、
前記回路ボックスを前記充電器よりも前記コネクタ部の近くに配置したことを特徴とする電気自動車の部品搭載構造。 A connector part including a low voltage charging port and a high voltage charging port;
A charger including a transformer that converts low voltage power supplied through the low voltage charging port and a low voltage harness into a high voltage;
A first high-voltage harness routed toward the charger, a second high-voltage harness routed toward the high-voltage charging port, and a battery mounted on the vehicle body including a plurality of batteries A circuit box connected to a third high voltage harness routed towards the assembly;
Is a component mounting structure for an electric vehicle with
An electric vehicle component mounting structure, wherein the circuit box is disposed closer to the connector than the charger. 前記バッテリアセンブリが、前記充電器よりも前記回路ボックスの近くに搭載されるように構成したことを特徴とする請求項１に記載の電気自動車の部品搭載構造。   The electric vehicle component mounting structure according to claim 1, wherein the battery assembly is mounted closer to the circuit box than the charger. 前記バッテリアセンブリが、前記充電器と前記回路ボックスとの間に搭載されるように構成したことを特徴とする請求項１または２に記載の電気自動車の部品搭載構造。   The component mounting structure for an electric vehicle according to claim 1, wherein the battery assembly is configured to be mounted between the charger and the circuit box. 前記コネクタ部を車両前部に配置し、前記回路ボックスを車両前部に形成されたフロントコンパートメント内に配置し、前記バッテリアセンブリおよび前記充電器が前記回路ボックスより後方に搭載されるように構成したことを特徴とする請求項１〜３のうちいずれか一つに記載の電気自動車の部品搭載構造。   The connector portion is disposed in the front portion of the vehicle, the circuit box is disposed in a front compartment formed in the front portion of the vehicle, and the battery assembly and the charger are configured to be mounted behind the circuit box. The component mounting structure for an electric vehicle according to any one of claims 1 to 3.
JP2009166937A 2009-05-22 2009-07-15 Electric vehicle component mounting structure Expired - Fee Related JP5690055B2 (en)

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JP2009166937A JP5690055B2 (en) 2009-07-15 2009-07-15 Electric vehicle component mounting structure
KR1020117027685A KR20120018336A (en) 2009-05-22 2010-05-12 Vehicle component mounting arrangement
US13/319,873 US8820452B2 (en) 2009-05-22 2010-05-12 Vehicle component mounting arrangement
EP10777435A EP2432662A1 (en) 2009-05-22 2010-05-12 Vehicle component mounting arrangement
CN201080022185.6A CN102438863B (en) 2009-05-22 2010-05-12 Vehicle component mounting arrangement
KR1020137031187A KR101490648B1 (en) 2009-05-22 2010-05-12 Vehicle component mounting arrangement
PCT/IB2010/001098 WO2010133934A1 (en) 2009-05-22 2010-05-12 Vehicle component mounting arrangement
BRPI1010603A BRPI1010603A2 (en) 2009-05-22 2010-05-12 vehicle component mounting arrangement
RU2011152354/11A RU2482985C1 (en) 2009-05-22 2010-05-12 Vehicle configuration
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