JP2012144227A - Mounting structure of electric power control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a mounting structure of an electric power control device capable of restraining an electric power control device or the like from being damaged, by restraining the electric power control device from interfering with the other mounting apparatus, even in a collision of a vehicle.SOLUTION: A motor case 18 has a power generation motor 14 (MG1) and a traveling electric motor 15 (MG2), and a PCU case 13 is arranged on the vehicle rear side of an upper surface of the motor case 18. The motor case 18 in one of this embodiment has an inclined face of inclining forward by using an inner diameter difference between the MG1 and the MG2, and the PCU case 13 is arranged on this inclined face. The PCU case 13 can reduce the apparent length in the vehicle longitudinal direction by an inclination of the motor case 18. A tip part of the PCU case 13 is arranged by being dislocated to the vehicle rear from the tip part of the motor case 18, and a distance La to the tip of the PCU case 13 from the tip of the motor case 18 is set.

Description

  The present invention relates to a mounting structure of a power control device for mounting a power control device in a motor room of a vehicle.

  Conventionally, a hybrid vehicle having an electric vehicle and an engine in which a power control device for controlling the electric motor for traveling is mounted in a motor room (also called an engine compartment) together with the electric motor for traveling is known. Since the power control device drives the vehicle with high-power electric energy and incorporates a power module, a reactor, a capacitor, and the like, the power control device is larger in weight and size than the auxiliary battery. In order to mount such a power control device in the motor room, a mounting member having a higher strength than that of the auxiliary battery mounting member is used, and on the side member constituting a part of the frame or body of the motor room. And it is common to fix to a position higher than a motor case.

  In the conventional mounting method, when a vehicle collides with a stationary object or other vehicle on the ground, if an obstacle interferes with the front end of the power control device and a collision input acts on the power control device, the body such as the side member or radiator support When an external force such as a rotational moment or shear stress is applied to the fixing point of the mounting member fixed to the component, the mounting member rotates backward. As a result, the power control device moves backward, and the interference between the obstacle and the power control device is reduced, thereby reducing damage to the power control device.

  However, when another vehicle-mounted device is arranged on the rear side of the power control device, the power control device and the vehicle-mounted device may interfere with each other. Therefore, in Patent Document 1, the power control device is mounted on the mounting table and the mounting table is placed on the guide member so that the power control device avoids a collision with other on-vehicle equipment even in the event of a vehicle collision. A technique for reducing interference with other on-vehicle equipment at the time of collision by mounting is disclosed. On the other hand, as described above, since the power control device is larger than the auxiliary battery, in the mounting structure of Patent Document 1, it is necessary to fix to the body in the front part of the vehicle via the bracket in order to obtain the required strength. Yes, the installation location was limited. Therefore, Patent Document 2 discloses an arrangement structure of an electric power control device and an electric compressor that do not use a guide member.

  FIG. 6 shows an arrangement structure of the electric compressor 125 and the power control unit (power control unit: PCU) 117 in the conventional hybrid vehicle 110 described in Patent Document 2. The motor room 112 includes an engine 114 as a travel drive source, a motor generator 115 as a generator, a travel electric motor 116 as another travel drive source, and a PCU 117 disposed on the travel electric motor 116. , An electric compressor 125 fixed to the PCU case 118 via a mounting seat 122, a condenser 126 constituting the air conditioner, a receiver 127, a cooling unit 128 including an expansion valve and an evaporator, and piping connecting these (see FIG. (Not shown). Here, the PCU 117 includes a PCU main body composed of electronic components such as a semiconductor and a substrate, a battery voltage booster circuit 120 that boosts the voltage of the battery, and an electric motor for traveling that is supplied with the boosted DC high-voltage power. An inverter 119 to be driven and a voltage smoothing capacitor 21 are provided. With such a configuration, an arrangement structure that does not use a guide member is realized.

  Furthermore, in the mounting structure of Patent Document 2, the power control device is attached to the upper part of the electric motor for traveling by making the strength of the power control device that handles large power larger than the strength of the electric compressor as compared with the power of the electric compressor. The electric compressor can be disposed near the rear of the upper portion of the electric motor for traveling, and the restriction on the installation place of the power control device is eased.

JP 2009-90818 A JP 2010-158991 A

  In Patent Documents 1 and 2 described above, when the collision energy input to the vehicle is large, a large deformation occurs in the side member of the motor room. Not only does the compressor interfere, but the electric compressor interferes with the partition that blocks the motor room and the passenger compartment, resulting in deformation of the passenger compartment. In order to cope with such a large collision energy, not only the strength of the side member is increased, but also the strength of the electric motor case for traveling, the floor under member, the toe board, the front pillar, etc. is effectively used to efficiently store the energy. It is desirable to take it.

  Therefore, the mounting structure of the power control device according to the present invention is a structure in which the power control device is fixed on the traveling electric motor case, and by using the strength of the side member and the traveling electric motor case, the vehicle It is an object of the present invention to provide a mounting structure for a power control device that can prevent the power control device from interfering with other mounted devices even during a collision of the power control device and suppress damage to the power control device or the like.

  In order to achieve the above object, the power control device mounting structure according to the present invention mounts a power control device that receives power supplied from a battery and controls an electric motor for traveling in a motor room of a vehicle. In the mounting structure of the electric power control device for the electric power control device, the electric power control device is arranged at the upper part of the motor case that accommodates the electric motor for traveling and near the rear of the vehicle, and from the partition that partitions the motor room and the passenger compartment from the rear of the electric power control device By adopting such a configuration, the power control device is arranged on the motor case so that the distance to the end is longer than the distance from the rear end of the motor case to the partition wall. It is possible to reduce the upper length and reduce the damage of the power control device by the motor case handling the collision load at the time of collision.

  In the power control device mounting structure according to the present invention, the power control device is arranged behind the front end of the motor case by a predetermined distance in order to avoid a collision load from the front of the vehicle. . This mounting structure not only arranges the power control device a distance away from the tip of the motor case in advance, but also exhibits the same effect by arranging an auxiliary device that becomes a projection on the front side of the motor case. Is possible.

  In the mounting structure of the power control device according to the present invention, the structure in front of the motor room is deformed by receiving a collision load from the front of the vehicle, and the motor case moves backward until the motor case contacts the partition wall. Even so, the distance from the partition wall to the rear end of the power control device is a distance that prevents contact between the rear portion of the power control device and the upper portion of the partition wall. In such an arrangement, a power cable is connected to the rear end of the power control apparatus, and therefore it is important to secure the clearance between the partition wall and the power cable in order to increase the safety of the apparatus. In particular, in the event of a collision, it is necessary to maintain the normal operation of the device in order to perform rapid discharge inside the power control device.

  In the power control device mounting structure according to the present invention, the width in the vehicle front-rear direction of the power control device is set narrower than the width of the motor case in the vehicle front-rear direction. By arranging in this way, it is possible to reduce the probability that the power control apparatus receives a collision load. In the power control device mounting structure according to the present invention, the motor case has an upper surface inclined forward of the vehicle, and the power control device can be mounted on the inclined upper surface.

  In the mounting structure of the power control device according to the present invention, the power control device is tilted and mounted on the motor case in order to make the width of the power control device in the vehicle front-rear direction apparently short. By mounting the power control device at an angle in this way, not only is it apparently shortened, but also the collision load can be distributed in different directions, and the influence on the power control device can be suppressed.

  In the power control device mounting structure according to the present invention, the distance from the partition wall to the rear end of the power control device is a cable extending from the power control device to the battery even when the rear portion of the power control device is in contact with the upper portion of the partition wall. It is the distance which secures the space equivalent to the thickness of. By arranging in this way, the power cable can be protected.

  By using the mounting structure of the power control device according to the present invention, there is an effect that interference with an obstacle in a collision can be prevented by a traveling electric motor case, and safety against electric power breakage and electric shock can be realized.

It is explanatory drawing explaining the arrangement structure of the power control apparatus which concerns on embodiment of this invention. It is explanatory drawing explaining the vehicle structure carrying the electric power control apparatus of FIG. FIG. 3 is a top view of the vehicle shown in FIG. 2. It is explanatory drawing explaining the structure which suppresses interference with the electric power control apparatus which concerns on embodiment of this invention, and a partition. It is explanatory drawing explaining the deformation | transformation by the collision of the vehicle and obstruction in FIG. It is explanatory drawing explaining arrangement | positioning of the conventional power control apparatus.

  Hereinafter, the best mode for carrying out the present invention (hereinafter referred to as an embodiment) will be described with reference to the drawings.

  FIG. 1 shows an arrangement structure of a power control unit case 13 containing a power control device mounted on a motor case, and FIG. 2 shows a structure of a front half of a vehicle equipped with the power control device. The motor case 18 in FIG. 1 is also called a transaxle. The motor case 18 includes a motor generator (MG1) that is a power generation motor 14, a motor generator (MG2) that is an electric motor for traveling, a differential gear 16, and It has an oil pump 25, which is another auxiliary machine. The power control device includes a power module, a reactor, a capacitor, and the like, and the power control device is stored inside a PCU case 13 to which a power cable extending from the battery is connected.

  First, the motor room 10 in front of the vehicle will be outlined with reference to FIG. The motor room 10 forms a dash panel 22 that is a partition wall that separates the vehicle compartment 20 and the motor room 10, a side member 11 that is a skeleton of the vehicle, a motor case 18 that is fixed to the side member 11, and a fender apron 32. An apron upper member 12 disposed on the upper side of the side member 11 and a spring support 27 connected to the side member 11 and the apron upper member 12 to which a spring for supporting the wheel 31 is attached. The dash panel 22 includes a cowl 21, a toe board 23, and a dash cross member 26. The front pillar 24 is connected to the apron upper member 12 and the dash panel 22.

  The motor room 10 includes a motor case 18 connected to the engine and a PCU case 13 disposed on the motor case 18. These configurations are a part of vehicle components, and in addition, various devices such as an electric compressor, an electric power steering device, and an electric brake device are attached.

  Next, the motor case 18 and the PC case 13 arranged in the motor room 10 will be described in detail with reference to FIG. In addition, the description regarding the structure of the overlapping vehicle is omitted.

  The motor case 18 includes a power generation motor 14 (MG1) and a traveling electric motor 15 (MG2), and a PCU case 13 is disposed on the upper surface of the motor case 18 on the vehicle rear side. The motor case 18 in one of the present embodiments has an inclined surface that is inclined forward by utilizing the inner diameter difference between MG1 and MG2, and the PCU case 13 is disposed on the inclined surface. The PCU case 13 can reduce the apparent length in the vehicle front-rear direction by the inclination of the motor case 18. The distal end portion of the PCU case 13 is arranged so as to be shifted rearward from the distal end portion of the motor case 18, and a distance La from the distal end of the motor case 18 to the distal end of the PCU case 13 is set. Further, since the distance Lb from the rear end of the PCU case 13 to the dash panel 22 is set, the movement of the motor case 18 due to a collision can be permitted. Further, the rear end (power cable connector end) of the PCU case 13 is located at a position deeper in front of the vehicle from the rear end of the PCU case 13, and a distance Le is set from the rear end of the PCU case 13.

  A characteristic matter in the present invention is that, for example, when the degree of collision is divided into light collision and heavy collision, the motor case 18 is set by setting the distance La in order to suppress damage to the PCU case 13 even in heavy collision. Is actively used. Here, the light collision means a collision state in which the front part of the vehicle is recessed due to a collision barrier or the like, and the engine or the motor case does not move backward, and the heavy collision means that the front part of the vehicle is damaged by the collision barrier or the like. This means a collision state in which the engine and the motor case 18 are moved rearward while being received. In a light collision, the side member 11 and the apron upper member 12 are deformed, and the oil pump 25 protruding from the tip of the motor case 18 by a distance Lc is damaged to absorb the collision load, so that the PCU case 13 and the PCU The device behind the case 13 is not affected.

  In the heavy collision, the side member 11 and the apron upper member 12 are deformed and the oil pump 25 is damaged as in the case of the light collision. Further, the motor case 18 receives a collision load, and the motor case 18 moves to the rear of the vehicle. In this case, even if the motor case 18 moves to the distance Lb from the rear end of the motor case 18 to the dash panel 22, the influence of the PCU case 13 is suppressed by the distance La, and the influence on the vehicle interior can also be suppressed. Further, the collision load is absorbed by the distance Ld which is the width of the dash cross member 26 while the rear end of the motor case 18 moves to the dash panel 22. Further, since the distance Lb from the rear end of the PCU case 13 to the dash panel 22 is set, the movement of the motor case 18 due to a collision can be permitted. Furthermore, the influence on the PCU case 13 and the power cable 17 is suppressed by setting the distance Le from the connector connected to the PCU case 13 to the rear end of the motor case 18. For this reason, the distances La to Le are set in various tests and simulations so that neither the light collision nor the heavy collision affects the PCU case.

  3 shows a top view of the vehicle shown in FIG. 2, and FIG. 4 shows a structure for suppressing interference between the PCU case 13 containing the power control device and the partition wall (dash panel 22). First, deformation in a light collision will be described with reference to FIG. In a light collision, a part of the side member 11 and the apron upper member 12 in the motor room 10 is deformed by a collision barrier and the oil pump 25 provided on the front side of the engine 19 is damaged. There is no damage. Next, in the case of a heavy collision, not only the side member 11, the apron upper member 12, and the oil pump 25, but also the spring support 27 is crushed and the engine 19 and the motor case 18 move to the rear of the vehicle. The case 18 or the like interferes with the cowl 21, the dash cross member 26, the dash panel 22 and the toe board 23 of the vehicle.

  The dash cross member 26 in FIG. 4 has a width Ld, and suppresses the influence on the cowl 21, the dash panel 22, and the toe board 23 by being crushed when the engine 19 moves by a distance Lb and interferes with the passenger compartment 20. Furthermore, since the dash cross member 26 is disposed in the center of the vehicle, a space for accommodating the power cable 17 is secured even when the dash cross member 26 is crushed. With such a configuration, the influence on the power cable 17 extending from the PCU case 13 can be suppressed.

  FIG. 5 shows a deformation caused by the collision between the vehicle and the obstacle (collision barrier 30) in FIG. When the collision barrier 30 in FIG. 5 enters the motor room 10, the side member 11, the apron upper member 12, the oil pump 25, and the tip of the motor case 13 are crushed to become a distance La ′, and the collision load is applied to the motor case 18. As a result, the motor case 18 moves rearward of the vehicle. As the motor case 18 moves, the spring support and the dash cross member 26 are crushed, so that the distance from the rear end of the motor case 18 to the dash panel 22 becomes Lb ', but the influence on the power cable 17 is suppressed. In addition, a sufficient distance Le is secured for the connector portion of the power cable connected to the PCU case.

  As described above, by using the mounting structure of the PCU case 13 according to the present embodiment, not only the strength of the side member is increased even in a heavy collision, but also the motor case, the floor under member, the toe board, the front pillar, etc. It is possible to efficiently receive energy by effectively using the intensity of the. For this reason, interference with the collision barrier 30 in a collision can be prevented by the motor case 18 and safety against PCU breakage and electric shock can be ensured.

  In the present embodiment, the PCU case is mounted while being inclined toward the front of the vehicle. However, this is one of the embodiments, and it may be arranged such that the PCU case is mounted horizontally or inclined toward the rear of the vehicle. Moreover, although auxiliary machines, such as an electric compressor, were abbreviate | omitted for convenience of explanation, distance La-Le from a PCU case front-end | tip and a rear end can respond by setting to the value including auxiliary machines. It goes without saying that it is possible.

  DESCRIPTION OF SYMBOLS 10 Motor room, 11 Side member, 12 Apron upper member, 13 PCU case, 14 Motor for power generation, 15 Electric motor for driving, 16 Differential gear, 17 Power cable, 18 Motor case, 19 Engine, 20 Car compartment, 21 Condenser, 21 cowl, 22 dash panel, 23 toe board, 24 front pillar, 25 oil pump, 26 dash cross member, 27 spring support, 30 collision barrier, 31 wheels, 32 fender apron, 110 hybrid car, 112 motor room, 114 engine, 115 Motor generator, 116 electric motor for traveling, 117 power control unit, 118 PCU case, 119 inverter, 120 battery voltage booster circuit, 1 2 mounting seat, 125 electric compressor, 126 capacitor, 127 a receiver, 128 cooling unit.

Claims (7)

In the mounting structure of the power control device for mounting the power control device that receives the power supply from the battery and controls the electric motor for traveling in the motor room of the vehicle,
The power control device is disposed at the top of the motor case that houses the electric motor for traveling, and closer to the rear of the vehicle,
The power control device is arranged on the motor case so that the distance from the partition that partitions the motor room and the vehicle compartment to the rear end of the power control device is longer than the distance from the rear end of the motor case to the partition. Mounting structure of power control device. In the mounting structure of the power control device according to claim 1,
A structure for mounting a power control device, wherein the power control device is arranged rearward by a predetermined distance from the front end of the motor case in order to avoid a collision load from the front of the vehicle. In the mounting structure of the power control device according to claim 1 or 2,
The structure in front of the motor room is deformed by receiving a collision load from the front of the vehicle, and even if the motor case moves to the rear of the vehicle until it contacts the partition, the partition from the partition to the rear end of the power control device The power control device mounting structure, wherein the distance is a distance that prevents contact between the rear portion of the power control device and the upper portion of the partition wall. In the mounting structure of the power control device according to any one of claims 1 to 3,
A method for mounting a power control device, wherein a width in a vehicle front-rear direction in the power control device is set narrower than a width in a vehicle front-rear direction in a motor case. In the mounting structure of the power control device according to claim 4,
The motor case has an upper surface inclined toward the front of the vehicle, and the power control device can be mounted on the inclined upper surface. In the mounting structure of the power control device according to claim 4,
A mounting method for a power control device, characterized in that the power control device is tilted and mounted on a motor case in order to make the width of the power control device in the longitudinal direction of the vehicle apparently shorter. In the mounting structure of the power control device according to claim 4,
The distance from the bulkhead to the rear end of the power control device is a distance that secures a space corresponding to the thickness of the cable extending from the power control device to the battery even when the rear portion of the power control device and the top of the bulkhead are in contact. The mounting structure of the power control device characterized by this.

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