JP2020089188A - Power converter mounting structure - Google Patents

Abstract

To protect a cable connected to a rear surface of a power converter mounted on a front compartment from an impact of a collision.SOLUTION: A power converter 10 is fixed onto a transaxle 30, one of structures in a vehicle, through a front bracket 53 and a rear bracket 54. A connector (a DC power connector 15) of a DC power cable 25 which transmits electric power of a power source to the power converter 10 is attached to a rear surface 11a of the power converter 10 oriented to the vehicle rear. The DC power cable 25 extends downward from the DC power connector 15. A portion of the DC power cable 25 which faces the rear surface 11a is enclosed by a protector 40. Facing parts (a protector facing part 41 and a bracket facing part 42) which are located close to and face each other are respectively provided at the protector 40 and the rear bracket 54.SELECTED DRAWING: Figure 6

Description

The technique disclosed in the present specification relates to a mounting structure of a power converter that converts power of a power source into driving power of a traveling motor in a front compartment.

Patent Document 1 discloses a power converter mounted in a front compartment. The power converter is a device that converts the power of the power supply into the drive power of the motor for traveling. The power converter is supported by a front bracket and a rear bracket on a housing that houses the motor. A gap is secured between the power converter and the housing. When a vehicle collides with an obstacle, the obstacle collides with the power converter from the front, the bracket is deformed or broken, and the power converter retracts. Another device is located behind the power converter and interferes with the retracted power converter. A connector of a power cable that transmits electric power to the power converter is connected to a rear surface of the power converter facing the vehicle rear side. The power cable extends downward from the connector.

JP, 2017-222203, A

The rear bracket is located below the connector, and the power cable may interfere with the rear bracket and be damaged when the power converter retracts. The present specification provides a technique for protecting a power cable from interference with a rear bracket in the event of a collision.

The present specification discloses a mounting structure of a power converter for converting power of a power supply into driving power of a motor for traveling in a front compartment. The power converter is fixed on a structure in the front compartment via a front bracket and a rear bracket. An example of a structure to which the front bracket and the rear bracket are attached may be a motor housing that houses a motor, or a member such as a side member or a cross member for maintaining the strength of the vehicle body. The connector of the power cable for transmitting the power of the power source to the power converter is attached to the surface (rear surface) of the power converter facing the vehicle rear side. The power cable extends downward from the connector. A portion of the power cable facing the rear surface of the power converter is surrounded by a protector, and each of the protector and the rear bracket is provided with a facing portion that closely faces each other. In the mounting structure disclosed herein, the protector first protects the power cable. Secondly, each of the protector and the rear bracket is provided with an opposing portion that comes into contact with the collision. The contact between the opposing portions at the time of collision prevents an unexpected portion (for example, a sharp corner portion) of the rear bracket from interfering with the power cable and damaging the power cable.

Details of the technology disclosed in the present specification and further improvements will be described in “Mode for Carrying Out the Invention” below.

It is a perspective view which shows the device layout in the front compartment of a hybrid vehicle. It is a block diagram of a power converter and its peripheral equipment. It is a side view of the power converter fixed on the motor housing. It is the figure which looked at the power converter from the slanting back. It is the figure which looked at the power converter from diagonally backward (exploded view). It is an enlarged view of the rear bracket periphery. FIG. 7 is a sectional view taken along line VII-VII of FIG. 6. It is a block diagram of a power converter of an electric vehicle and its peripheral devices. It is a front view which shows the device layout in the front compartment of an electric vehicle. It is a side view which shows the device layout in the front compartment of an electric vehicle.

(First Embodiment) The mounting structure of the first embodiment will be described with reference to the drawings. The mounting structure of the first embodiment is applied to a hybrid vehicle equipped with an engine and a motor for traveling. FIG. 1 is a perspective view showing a device layout in a front compartment 50 of a hybrid vehicle 100. In the coordinate system in the figure, the positive direction of the F axis indicates the front of the vehicle, and the positive direction of the V axis indicates the upper side of the vehicle. The positive direction of the H-axis indicates the left side of the vehicle. In FIG. 1, the device mounted in the front compartment 50 is schematically illustrated.

The front compartment 50 accommodates the engine 55, the transaxle 30, the electric power converter 10, the auxiliary battery 5, and the brake actuator 51. Although various devices are accommodated in the front compartment 50, their illustration and description are omitted.

The hybrid vehicle 100 includes two motors 7a and 7b and an engine 55 for traveling. The two motors 7a and 7b are housed in the housing (motor housing) of the transaxle 30. The transaxle 30 includes two traveling motors 7a and 7b, a power distribution mechanism, and a differential gear. The power distribution mechanism is a gear set that combines/distributes the output torque of the engine 55 and the output torque of the motors 7a and 7b. The power distribution mechanism divides the output torque of the engine 55 and transmits it to the differential gear and one of the motors 7a depending on the situation. In that case, the hybrid vehicle 100 generates electric power by the motor 7a while traveling with the engine torque.

The engine 55 and the transaxle 30 are connected so as to be adjacent to each other in the vehicle width direction. The engine 55 and the transaxle 30 are suspended by two side members 52 that ensure the structural strength of the vehicle. Note that one side member is not visible in FIG.

The power converter 10 is fixed to the upper surface of the transaxle 30. The power converter 10 is a device that boosts DC power of a main battery (not shown) and converts the boosted DC power into AC power suitable for driving a motor. Reference numeral 11 indicates a housing of the power converter 10.

FIG. 2 shows a block diagram of devices inside and around the power converter 10. The power converter 10 includes therein a converter circuit 12, two inverter circuits 13a and 13b, and a control board 14 that controls the converter circuit 12 and the inverter circuits 13a and 13b.

The power converter 10 is connected to the main battery 3 via a DC power cable 25. Reference numeral 15 indicates a connector (DC power connector 15) attached to the tip of the DC power cable 25. The output of the main battery 3 is 100 volts or more, and the electric power of the main battery 3 drives the motors 7a and 7b. The output power of the main battery 3 is input to the converter circuit 12. The converter circuit 12 boosts the output voltage of the main battery 3 and supplies it to the inverter circuits 13a and 13b. The inverter circuits 13a and 13b convert the boosted DC power into AC power suitable for driving the motor. The outputs of the inverter circuits 13a and 13b are supplied to the motors 7a and 7b via the motor connector 17 and the motor power cable 27, respectively.

The converter circuit 12 and the inverter circuits 13a and 13b are controlled by a control circuit mounted on the control board 14. The control circuit of the control board 14 operates by receiving power supply from the auxiliary battery 5. The control circuit of the control board 14 operates upon receiving a command from the external host controller 6. The auxiliary battery 5 and the host controller 6 are connected to the control board 14 of the power converter 10 via a communication cable and a communication connector 18.

In addition to the control board 14 in the power converter 10, the auxiliary battery 5 supplies power to other devices operating at 12 volts. Among the devices mounted on the hybrid vehicle 100, the devices that operate at 12 volts are collectively referred to as auxiliary machinery. The auxiliary battery 5 is mounted in the front compartment 50 (see FIG. 1).

The casing 11 of the power converter 10 also serves as a power relay between the main battery 3 and the air conditioner compressor 4. Electric power of the main battery 3 is supplied from the housing 11 to the air conditioner compressor 4 via the air conditioner cable 26 and the air conditioner connector 16.

Returning to FIG. 1, the description of the device layout in the front compartment 50 will be continued. The power converter 10 is supported above the transaxle 30 via a front bracket 53 and a rear bracket 54. Two connectors (a DC power connector 15 and an air conditioner connector 16) are connected to a surface (rear surface) of the housing 11 of the power converter 10 that faces the vehicle rear side. A brake actuator 51 is arranged behind the DC power connector 15 and the air conditioner connector 16.

FIG. 3 is a side view showing the positional relationship between the power converter 10 and the brake actuator 51. Also in FIG. 3, the positive direction of the F axis of the coordinate system represents the front of the vehicle, and the positive direction of the V axis represents the upward direction. The positive direction of the H-axis points to the left side of the vehicle.

As described above, the power converter 10 is supported on the upper surface 30a of the transaxle 30 via the front bracket 53 and the rear bracket 54. The upper surface 30a is inclined forward and downward. Therefore, the power converter 10 fixed to the upper surface 30a is also fixed in the front downward posture.

A gap SP is secured between the power converter 10 and the transaxle 30. The reason why the power converter 10 is not directly fixed to the upper surface 30a of the transaxle 30 is to block the vibration from the transaxle 30. An anti-vibration bush 63 is sandwiched between the front bracket 53 and the housing 11 of the power converter 10. An anti-vibration bush 64 is also sandwiched between the rear bracket 54 and the housing 11.

The motor connector 17 is connected to the left side surface of the housing 11, and the DC power connector 15 and the air conditioner connector 16 are connected to the rear surface 11 a of the housing 11. In FIG. 3, the air conditioner connector 16 is located behind the DC power connector 15 and is not visible. A communication connector 18 is connected to the upper surface of the housing 11. In FIG. 3, the illustration of the communication cable extending from the communication connector 18 is omitted.

The power converter 10 is supported above the transaxle 30 by two brackets 53 and 54. When the hybrid vehicle 100 collides forward, the brackets 53 and 54 may be deformed or broken, and the power converter 10 may retract. Two connectors (DC power connector 15 and air conditioner connector 16) are connected to the rear surface 11a of the casing 11 of the power converter 10, and a brake actuator 51 is arranged behind it. The brake actuator 51 is fixed to the vehicle body 102.

The power converter 10 is fixed in a front-down posture, and a DC power cable 25 extending downward from the DC power connector 15 extends rearward of the DC power connector 15. When the housing 11 is retracted, the DC power cable 25 may be caught between peripheral parts such as the brake actuator 51 and the rear bracket 54, and may be damaged. Alternatively, when the housing 11 is retracted, the DC power cable 25 may be pinched by another structure in the front compartment and the rear bracket 54 and may be damaged. Therefore, in the mounting structure of the first embodiment, the portion of the DC power cable 25 facing the rear surface 11a of the housing 11 is surrounded by the protector 40. In other words, the protector 40 has a tubular shape, and the DC power cable 25 passes through the inside of the tube of the protector 40. Furthermore, each of the protector 40 and the rear bracket 54 is provided with facing portions (described later) that closely face and face each other.

4 and 5 are views of the power converter 10 as viewed obliquely from the rear. FIG. 5 shows a diagram in which the rear bracket 54 and the DC power connector 15 are separated from the housing 11 of the power converter 10. Note that, hereinafter, the illustration of the air conditioner connector 16, the air conditioner cable 26, and the transaxle 30 is omitted. The air conditioner connector 16 is attached to the air conditioner connector attachment port 21 provided on the rear surface 11a of the power converter 10. The DC power connector 15 is attached to the power connector attachment port 19 provided on the rear surface 11a (see FIG. 5).

The upper end of the protector 40 is connected to the DC power connector 15. Therefore, the protector 40 also protects the connection portion between the DC power cable 25 and the DC power connector 15. A plate-shaped protector facing portion 41 is provided on the side of the protector 40 facing the rear bracket 54. On the other hand, a bracket facing portion 42 is formed at a position facing the protector facing portion 41 of the rear bracket 54. The surface of the protector facing portion 41 facing the vehicle front is flat, and the surface of the bracket facing portion 42 facing the vehicle rear is also flat. In order to facilitate understanding, in FIGS. 4 and 5, the surface of the bracket facing portion 42 facing the vehicle rear is painted in gray.

FIG. 6 shows an enlarged view of the periphery of the rear bracket 54. In FIG. 6 as well, the surface of the bracket facing portion 42 facing the rear of the vehicle is painted in gray. The protector facing portion 41 and the bracket facing portion 42 closely face and face each other.

FIG. 7 shows a sectional view taken along line VII-VII of FIG. FIG. 7 is a cross section of the rear bracket 54 and the protector 40 cut in a horizontal plane. The protector 40 is a cylinder having a rectangular cross section. The DC power cable 25 passes through the inside of the cylinder. The arrow F in FIG. 7 indicates the collision load applied when the vehicle collides forward. The power converter 10 receiving the collision load F moves backward. When the power converter 10 is pushed by the collision load F and moves backward, the protector facing portion 41 contacts the bracket facing portion 42. Since the protector facing portion 41 and the bracket facing portion 42 are in surface contact with each other, the load is dispersed and the impact of collision is mitigated. When the protector facing portion 41 and the bracket facing portion 42 come into surface contact at the time of a collision, the DC power cable 25 may be damaged due to interference between the DC power cable 25 and an unexpected portion (for example, a sharp corner) of the rear bracket 54. To be prevented.

As described above, the surface of the protector facing portion 41 facing the vehicle front is flat, and the surface of the bracket facing portion 42 facing the vehicle rear is also flat. Since the flat surfaces facing the front-rear direction of the vehicle come into contact with each other, the protector 40 retracts together with the power converter 10 without substantially changing the posture. The posture of the protector 40 with respect to the DC power connector 15 is maintained. Therefore, it becomes difficult for an unbalanced load to be applied to the connecting portion between the DC power connector 15 and the protector 40. The connection portion of the DC power cable 25 with the DC power connector 15 is also less likely to be damaged. Therefore, disconnection inside the DC power connector 15 and disconnection of terminals are unlikely to occur.

(Second Embodiment) Next, the mounting structure of the second embodiment will be described. The mounting structure of the second embodiment is applied to the electric vehicle 100a. FIG. 8 shows a block diagram of the power converter 110 and its peripheral devices included in the electric vehicle 100a. The electric vehicle 100a includes one motor 7 for traveling.

The power converter 110 is a device that converts the power of the battery 3 into the driving power of the traveling motor 7. The circuit structure of the power converter 110 corresponds to the circuit structure of the power converter 10 of the first embodiment (see FIG. 2) except that the inverter circuit 13b and the motor 7b are removed. That is, the power converter 110 includes the converter circuit 12, the inverter circuit 13, and the control board 14. The inverter circuit 13 corresponds to the inverter circuit 13a of the power converter 10 of the first embodiment.

The power converter 110 is connected to the main battery 3 via the DC power cable 25. The housing 111 of the power converter 110 and the power cable 25 are connected by the DC power connector 15. Further, the output of the inverter circuit 13 is supplied to the motor 7 via the motor connector 17 connected to the housing 111 and the motor power cable 27.

The converter circuit 12 and the inverter circuit 13 are controlled by a control circuit mounted on the control board 14. The control circuit of the control board 14 operates by receiving power supply from the auxiliary battery 5. The control circuit of the control board 14 operates upon receiving a command from the external host controller 6. The auxiliary battery 5 and the host controller 6 are connected to the control board 14 of the power converter 10 via a communication cable and a communication connector 18.

The casing 111 also serves as a power relay between the main battery 3 and the air conditioner compressor 4, like the casing 11 of the power converter 10 in the first embodiment. Electric power of the main battery 3 is supplied from the housing 111 to the air conditioner compressor 4 via the air conditioner cable 26 and the air conditioner connector 16.

FIG. 9 shows a front view of the electric vehicle 100a, and FIG. 10 shows a side view of the electric vehicle 100a. 9 and 10, the vehicle body and wheels of the electric vehicle 100a are drawn by imaginary lines so that the device layout in the front compartment 50 can be understood. 9 and 10, the positive direction of the F axis of the coordinate system in the figures indicates the front of the vehicle, the H axis indicates the vehicle width direction, and the positive direction of the V axis indicates the upper side of the vehicle.

The traveling motor 7 is housed in the motor housing 130. The motor housing 130 is suspended below the front compartment 50 between a pair of side members 52 extending in the vehicle front-rear direction.

In the front compartment 50, two cross members (first cross member 56 and second cross member 57) are bridged between a pair of side members 52. The power converter 110 is supported by the first cross member 56 and the second cross member 57 by the front bracket 53 and the rear bracket 54. The power converter 110 is supported by the first cross member 56 and the second cross member 57 above the motor housing 130. The front bracket 53 is fixed to the first cross member 56 and also fixed to the front surface 111b of the housing 111. The rear bracket 54 is fixed to the second cross member 57 and also fixed to the rear surface 111a of the housing 111. The housing 111 of the power converter 110 is supported by the first cross member 56 and the second cross member 57 with a gap between the housing 111 and the motor housing 130.

A connector (DC power connector 15) of the DC power cable 25 is attached to the rear surface 111a of the housing 111. The air conditioner connector 16, the motor connector 17, and the communication connector 18 attached to the housing 111 are not shown.

The DC power cable 25 extends downward from the DC power connector 15, and passes behind the rear bracket 54 in the vertical direction. A portion facing the rear surface 111 a of the DC power cable 25 is surrounded by the protector 40. The protector 40 and the rear bracket 54 are the same as those of the first embodiment, and the facing portions (the protector facing portion 41 and the bracket facing portion 42, FIG. 7) is provided.

A brake actuator 51 is arranged behind the DC power connector 15 in the front compartment 50. When the vehicle collides forward, the front bracket 53 and the rear bracket 54 may be deformed or broken, and the power converter 110 may retract. When the power converter 110 is retracted, the DC power cable 25 may be caught between the rear bracket 54 and the brake actuator 51 and may be damaged. The rear bracket 54 and the protector 40 having the facing portion protect the DC power cable 25 as in the mounting structure of the first embodiment.

Points to be noted regarding the technique described in the embodiment will be described. A transaxle accommodating the motors 7a and 7b is an example of a motor housing. The structure that may sandwich the DC power cable 25 with the rear bracket 54 is not limited to the brake actuator 51. Further, the rear bracket 54 and the front bracket 53 may be fixed to a structure other than the transaxle 30 and the cross members 56 and 57.

The mounting structure disclosed in this specification can be applied to not only hybrid vehicles and electric vehicles but also vehicles such as fuel cell vehicles having a motor for traveling.

Specific examples of the present invention have been described above in detail, but these are merely examples and do not limit the scope of the claims. The technology described in the claims includes various modifications and changes of the specific examples illustrated above. The technical elements described in the present specification or the drawings exert technical utility alone or in various combinations, and are not limited to the combinations described in the claims at the time of filing. In addition, the technique illustrated in the present specification or the drawings can achieve a plurality of purposes at the same time, and achieving one of the purposes has technical utility.

3: Main battery 7, 7a, 7b: Motor 10, 110: Power converter 11, 111: Housing 11a, 111a: Rear surface 111b: Rear surface 12: Converter circuit 13a, 13b: Inverter circuit 14: Control board 15: DC power Connector 16: Air conditioner connector 17: Motor connector 18: Communication connector 19: Power connector mounting port 21: Air conditioner connector mounting port 25: DC power cable 30: Transaxle 40: Protector 41: Protector facing part 42: Bracket facing part 50: Front Compartment 51: Brake actuator 52: Side member 53: Front bracket 54: Rear bracket 55: Engine 56: First cross member 57: Second cross member 130: Motor housing

Claims (1)

It is a mounting structure of the power converter that converts the power of the power supply to the driving power of the motor for traveling in the front compartment,
The power converter is fixed on a structure in the front compartment via a front bracket and a rear bracket,
A connector of a power cable for transmitting the electric power of the power source to the power converter is attached to a rear surface of the power converter facing the vehicle rear,
The power cable extends downward from the connector,
A mounting structure in which a portion of the power cable that faces the rear surface is surrounded by a protector, and the protector and the rear bracket are provided with facing portions that closely face each other.

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