JP2021093783A - On-vehicle power conversion device - Google Patents

Abstract

To provide an on-vehicle power conversion device in which heat diffusing properties (heat dissipation properties) of an inverter and a charger can be further improved.SOLUTION: An on-vehicle power conversion device includes a charger 40 that charges an on-vehicle battery 10 by performing power conversion of AC power supplied from the outside of a vehicle to DC power, and an inverter 20 that performs power conversion of the DC power supplied from the on-vehicle battery 10 to three-phase AC power, and supplies the three-phase AC power to a motor 30 that drives the vehicle. A switching element group that the inverter 20 includes and a switching element group that the charger 40 includes are provided on the same heat radiator P10. At least one switching element of the switching element group that the charger 40 includes is provided in a region between switching elements of the switching element group that the inverter 20 includes.SELECTED DRAWING: Figure 4

Description

The present disclosure relates to an in-vehicle power converter.

In recent years, with the full-scale spread of electric vehicles and plug-in hybrid vehicles, there is an increasing demand for miniaturization of equipment mounted on the vehicles (for example, on-board chargers, drive inverters, etc.).

In some trains (railroad vehicles), transformers connected to overhead wires, converters that convert AC power to DC power, and main motors that convert DC power from the output of the converter to three-phase AC power. It is disclosed that in a configuration including an inverter that outputs power to the current controller, the temperature bias between the converter and the inverter is reduced, and the converter and the inverter are effectively cooled. (See, for example, Patent Document 1)

International Publication No. 2018-074329

Here, the requirements for cooling the power conversion circuit (for example, an inverter) are to diffuse the generated heat so that the temperature does not rise locally, and to release the generated heat to the outside (outside air). To do. Then, in order to diffuse the heat and prevent the temperature from rising locally, it is effective to widen the interval between the switching elements of the power conversion circuit.

However, if the distance between the switching elements is wide, there is a problem that the radiator (cooler) becomes large.

Here, the converter and the inverter used in the electric train as described in Patent Document 1 operate together while traveling by the electric power from the overhead wire. Therefore, it is necessary to widen the interval between the switching elements so that heat is diffused even when the converter and the inverter operate at the same time, and there is a limit to miniaturization.

Therefore, an object of the present disclosure is an in-vehicle power conversion capable of improving the thermal diffusivity (thermal dispersibility) of the switching element of the inverter and the charger while downsizing the inverter and the charger mounted on the vehicle. To provide a device.

The main invention for solving the above-mentioned problems is
A charger that converts AC power supplied from the outside of the vehicle into DC power and charges the in-vehicle battery.
An inverter that converts DC power supplied from the in-vehicle battery into three-phase AC power and supplies it to the motor that drives the vehicle.
With
When the in-vehicle battery is charged by the charger, the power is not supplied to the motor by the inverter, and the power is not supplied to the motor.
When the power is supplied to the motor by the inverter, the in-vehicle battery is not charged by the charger.
The switching element group of the inverter and the switching element group of the charger are arranged on the same radiator.
At least one switching element of the switching element group of the charger is arranged in a region between the switching elements of the switching element group of the inverter.
It is an in-vehicle power converter.

According to the in-vehicle power conversion device according to the present invention, it is possible to improve the thermal diffusivity (heat dispersibility) of the switching element of the inverter and the charger while downsizing the inverter and the charger.

The figure which shows the structure of the power-source system of the vehicle which concerns on one Embodiment Circuit diagram of the power conversion device according to the embodiment Side view showing the structure of the power conversion apparatus according to one embodiment The figure which shows the layout of the circuit component on the 1st circuit board which concerns on one Embodiment. The figure which shows the layout of the circuit component on the 1st circuit board which concerns on one Embodiment. The figure which shows the heat generation region when the inverter is operating in the power conversion apparatus which concerns on one Embodiment. The figure which shows the heat generation region when the charger is operating in the power conversion apparatus which concerns on one Embodiment. The figure which shows the layout of the circuit component on the 1st circuit board which concerns on modification 1. The figure which shows the layout of the circuit component on the 1st circuit board which concerns on modification 2. The figure which shows the layout of the circuit component which concerns on modification 3.

Preferred embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings. In the present specification and the drawings, components having substantially the same function are designated by the same reference numerals, so that duplicate description will be omitted.

[Vehicle configuration]

Hereinafter, with reference to FIGS. 1 and 2, an example of the configuration of the vehicle-mounted power conversion device (hereinafter, abbreviated as “power conversion device”) according to the present disclosure will be described. In this embodiment, an embodiment in which the power conversion device is applied to an electric vehicle will be described.

FIG. 1 is a diagram showing a configuration of a power supply system of the vehicle 1 according to the present embodiment. FIG. 2 is a circuit diagram of the power conversion device U according to the present embodiment.

The vehicle 1 includes, for example, a battery 10, an inverter 20, a motor 30, and a charger 40. The inverter 20 and the charger 40 constitute the power conversion device U of the vehicle 1.

The battery 10 (corresponding to the "vehicle-mounted battery" of the present invention) is an energy source such as a secondary battery or an electric double layer capacitor, and supplies DC power to the inverter 20. As the battery 10, for example, a 48V lithium ion secondary battery is used.

The inverter 20 and the charger 40 are connected in parallel to the battery 10. Then, the battery 10 supplies electric power to the motor 30 via the inverter 20 when the motor 30 is power running. Further, when the motor 30 is in the regenerative operation, the battery 10 is charged by the regenerative power output from the motor 30 side via the inverter 20.

Further, the battery 10 can be charged by using the electric power supplied from the external power source via the connector Cin to which the plug of the external power source is connected and the charger 40.

For example, when the motor 30 is power-operated, the inverter 20 converts the DC power supplied from the battery 10 into three-phase AC power (U-phase, V-phase, W-phase) and sends it to the motor 30. To do. Further, when the motor 30 is regeneratively operated, the inverter 20 converts the AC power regenerated by the motor 30 into DC power and sends it to the battery 10.

Here, the charger 40 that converts the AC power supplied from the outside of the vehicle into electric power to charge the battery 10 and the inverter 20 that drives the motor 30 operate exclusively with each other. That is, the inverter 20 operates while the vehicle 1 is running, while the charger 40 operates during charging when the vehicle 1 is stopped, and only one of the inverter 20 and the charger 40 operates. It generates heat.

In the present embodiment, as the inverter 20, as shown in FIG. 2, the smoothing capacitor 21, the switching elements 22Q and 23Q (hereinafter, also referred to as “U-phase switching element”) constituting the U-phase arm, and the V-phase are used. The switching elements 24Q and 25Q (hereinafter, also referred to as "V-phase switching element") constituting the arm, the switching elements 26Q and 27Q (hereinafter, also referred to as "W-phase switching element") constituting the W-phase arm, and these. A three-phase bridge inverter having recirculation diodes 22D to 27D provided in parallel with each of the switching elements 22Q to 27Q is used.

Each of the switching elements 22Q to 27Q selectively turns on / off by a control signal (for example, a PWM signal) from an inverter ECU (not shown). As a result, the U-phase voltage is connected to the U-phase wiring Lua connected to the U-phase arm, the V-phase voltage is connected to the V-phase wiring Lva connected to the V-phase arm, and the W-phase voltage is connected to the W-phase wiring Lwa connected to the W-phase arm. Is generated, and three-phase AC power is supplied to the motor 30.

The motor 30 is, for example, a permanent magnet type synchronous motor or a squirrel-cage induction motor. During power running, the motor 30 uses the AC power supplied from the inverter 20 to generate driving force for driving the vehicle 1. Further, during the regenerative operation, the motor 30 converts the kinetic energy into electric energy to generate regenerative electric power, and applies a braking force to the vehicle 1. The operating state of the motor 30 is controlled by the operation of the inverter 20.

The charger 40 converts the power input from an external power source (for example, a commercial AC power source that supplies a single-phase AC power of 60 Hz and 100 V) into power and sends it to the battery 10. The charger 40 receives power supplied from the external power supply via the connector Cin to which the plug of the external power supply is connected.

The charger 40 has, for example, an AC / DC converter 41 and a DC / DC converter 42 in this order from the connector Cin side to the battery 10 side.

The AC / DC converter 41 converts AC power supplied from an external power source into DC power. The AC / DC converter 41 according to the present embodiment is composed of, for example, a rectifier circuit (for example, a diode bridge circuit) 41a and a PFC circuit 41b.

The PFC circuit (power factor improving circuit) 41b improves the power factor of AC power supplied from an external power source. In this embodiment, a step-up chopper circuit type PFC circuit is used as the PFC circuit 41b. The PFC circuit 41b includes, for example, a reactor 41ba connected in series on the power line La on the positive electrode side, and a switching element 41bb connected between the power line La on the positive electrode side and the power line Lb on the negative electrode side in the subsequent stage of the reactor 41ba. , The diode 41bc connected in series with the reactor 41ba in the subsequent stage of the switching element 41bb, and the smoothing capacitor 41bd connected between the positive electrode line La and the negative electrode side line Lb are included.

The DC / DC converter 42 converts the DC power input from the PFC circuit 41b into a voltage (here, step-down) and supplies the DC power to the battery 10.

The DC / DC converter 42 according to the present embodiment is, for example, an isolation transformer 42e, an H-bridge circuit connected to the primary side of the isolation transformer 42e, and a synchronous rectifier circuit connected to the secondary side of the isolation transformer 42e. And have. More specifically, the DC / DC converter 42 comprises switching elements 42a, 42b, 42c constituting an isolation transformer 42e having a primary winding and a secondary winding and an H bridge circuit connected to the primary side of the isolation transformer 42e. , 42d, and switching elements 42f, 42g, 42h, 42i constituting a synchronous rectifier circuit connected to the secondary side of the isolation transformer 42e. Further, the DC / DC converter 42 has a smoothing capacitor 42k and a reactor 42j that function as a filter circuit in the subsequent stage of the synchronous rectifier circuit.

The operation of the DC / DC converter 42 (switching elements 42a to 42d, 42f to 42i) is controlled by an ECU (not shown).

[Layout of power converter]
FIG. 3 is a side view showing the structure of the power conversion device U according to the present embodiment.

The power conversion device U according to the present embodiment has a structure in which the inverter 20 and the charger 40 are integrally arranged. The inverter 20 and the charger 40 are arranged on the same radiator P10, and the inverter 20 and the charger 40 share the radiator P10. Here, the switching elements 42a to 42d and 42f to 42i of the inverter 20 and the switching elements 22Q to 27Q of the charger 40 are the same circuit board arranged on the radiator P10 (first circuit board P1 described later). Implemented above.

More specifically, the power conversion device U has a radiator P10, a first circuit board P1, a second circuit board P2, and a third circuit board P3, and has a first circuit board P1, a second circuit board P2, and a third circuit board P3. The electric components constituting the inverter 20 and the charger 40 are mounted on the third circuit board P3.

Here, the first circuit board P1 is arranged so that the lower surface of the first circuit board P1 is in contact with the radiator P10, and is in a state of being thermally coupled to the radiator P10. Further, the second circuit board P2 is arranged at a position adjacent to the first circuit board P1 so that the lower surface of the second circuit board P2 is in contact with the radiator P10, and is thermally coupled to the radiator P10. It has become. Further, the third circuit board P3 is arranged above the first circuit board P1 so as to be separated from the first circuit board P1.

The smoothing capacitors 21 of the inverter 20, the switching elements 22Q to 27Q, and the diodes 22D to 27D are mounted on the first circuit board P1, and the switching elements 42a to 42d and 42f to 42i of the charger 40 are mounted. There is. Further, the circuit components of the rectifier circuit 41a and the PFC circuit 41b of the charger 40 are mounted on the second circuit board P2. Further, an isolation transformer 42e, a reactor 42j, and a smoothing capacitor 42k of the charger 40 are mounted on the third circuit board P3.

The first circuit board P1 and the second circuit board P2 are, for example, metal substrates (for example, aluminum substrates), and after forming an insulating film (for example, epoxy resin) on the base metal substrate, the insulating film is formed. The one in which the wiring pattern is formed on the top is used. Then, the first circuit board P1 and the second circuit board P2 discharge the heat generated by the circuit components mounted on the first circuit board P1 and the second circuit board P2 via the radiator P10 arranged on the back surface side.

The radiator P10 has, for example, a base plate for supporting the first to third circuit boards P1, P2, and P3, and heat radiation fins extending downward from the base plate. Then, the radiator P10 dissipates the heat transferred from the first to third circuit boards P1, P2, and P3 to the outside of the power conversion device U via the heat dissipation fins. The radiator P10 is arranged so that the radiator fins are located in the passage of the refrigerant (for example, air refrigerant).

4 and 5 are diagrams showing the layout of circuit components on the first circuit board P1 according to the present embodiment. FIG. 4 is a schematic view of the layout, and FIG. 5 is a detailed view of the layout.

In the substrate surface of the first circuit board P1, the W phase switching element arrangement area P1a, the charger first switching element arrangement area P1b, the V phase switching element arrangement area P1c, the charger second switching element arrangement area P1d, and the U phase The switching element arrangement area P1e and the capacitor arrangement area P1f are set.

The W-phase switching element arrangement area P1a, the charger first switching element arrangement area P1b, the V-phase switching element arrangement area P1c, the charger second switching element arrangement area P1d, and the U-phase switching element arrangement area P1e are from one side to the other. They are set in this order in a row toward the side. The regions P1a to P1e adjacent to each other are in close contact with each other. The capacitor arrangement region P1f is set adjacent to these regions P1a to P1e and in a direction orthogonal to the arrangement direction of these regions P1a to P1e.

Here, the W-phase switching element arrangement region P1a is an region in which the W-phase switching elements 26Q and 27Q (and 26D and 27D (not shown)) of the inverter 20 are arranged. The charger first switching element arrangement area P1b is, for example, an area in which the switching elements 42a to 42d connected to the primary side of the isolation transformer 42e of the charger 40 are arranged. The V-phase switching element arrangement region P1c is, for example, an region in which the V-phase switching elements 24Q and 25Q (and 24D and 25D (not shown)) of the inverter 20 are arranged. The charger second switching element arrangement area P1d is, for example, an area in which the switching elements 42f to 42i connected to the secondary side of the isolation transformer 42e of the charger 40 are arranged. The U-phase switching element arrangement area P1e is, for example, an area in which the U-phase switching elements 22Q and 23Q (and 22D and 23D (not shown)) of the inverter 20 are arranged. The capacitor arrangement area P1f is, for example, an area in which the smoothing capacitor 21 of the inverter 20 is arranged.

That is, in the substrate surface of the first circuit board P1, the region where the switching element of the inverter 20 is arranged and the region where the switching element of the charger 40 is arranged are alternately set. As a result, the distance between the U-phase switching elements 22Q and 23Q of the inverter 20 and the V-phase switching elements 24Q and 25Q is separated, and between the V-phase switching elements 24Q and 25Q and the W-phase switching elements 26Q and 27Q. The distance between them is large. Further, by this, the distance between the primary side switching elements 42a to 42d of the charger 40 and the secondary side switching elements 42f to 42i is separated.

As a result, the heat generated by the switching elements 22Q to 27Q of the inverter 20 can be dispersed, and the thermal diffusivity (thermal dispersibility) of the inverter 20 can be improved. Further, it is possible to disperse the heat generated by the switching elements 42a to 42d and 42f to 42i of the charger 40, and it is possible to improve the thermal diffusivity (heat dispersibility) of the charger 40. That is, the inverter 20 and the charger 40 are mounted on the same circuit board (first circuit board P1), and the thermal diffusivity (heat) of the inverter 20 and the charger 40 is reduced while the power conversion device U is miniaturized. Dispersibility) can be improved.

In FIG. 5, the circled "a point", "b point", "c point", "d point", "e point", "f point", "g point", "h point", The "i point", "j point", "k point", "l point" and "m point" are the circled "a point", "b point", "c point" and "d point" in FIG. Contact points of "point", "e point", "f point", "g point", "h point", "i point", "j point", "k point", "l point" and "m point" Corresponds to. The first circuit board P1 is connected to the second circuit board P2 or the third circuit board P3 by a harness (not shown) at these contact portions.

Further, La, Lb, Lc, Ld, Le, and Lf in FIG. 5 are pattern wirings formed on the first circuit board P1, respectively, and the power lines La, Lb, Lc, Ld, and Le in FIG. Corresponds to Lf. The pattern wiring Lf in FIG. 5 is formed in a state of being separated into two wires, and the pattern wirings separated into the two wires are electrically connected by a jumper wire J1.

FIG. 6A is a diagram showing a heat generation region when the inverter 20 is operating in the power conversion device U according to the present embodiment, and FIG. 6B is a diagram showing a charger 40 in the power conversion device U according to the present embodiment. It is a figure which shows the heat generation region when is operating. In FIGS. 6A and 6B, the colored region corresponds to the heat generation region.

As described above, the inverter 20 and the charger 40 are in a relationship of exclusive operation with each other. That is, the inverter 20 operates mainly while the vehicle 1 is running, while the charger 40 operates mainly during charging when the vehicle 1 is stopped. In other words, when the battery 10 is charged by the charger 40, the power is not supplied to the motor 30 by the inverter 20, and when the power is supplied to the motor 30 by the inverter 20, the battery 10 is supplied by the charger 40. No charging is done. Therefore, normally, only one of the inverter 20 and the charger 40 generates heat.

Therefore, when the inverter 20 is operating, the W-phase switching element arrangement region P1a, the V-phase switching element arrangement area P1c, the U-phase switching element arrangement area P1e, and the capacitor arrangement area P1f generate heat. At this time, the charger first switching element arrangement area P1b and the charger second switching element arrangement area P1d are in a non-heat generating state, and the U-phase switching elements 22Q and 23Q and the V-phase switching elements 24Q and 25Q of the inverter 20 are in a non-heat-generating state. , W-phase switching elements 26Q and 27Q, and the smoothing capacitor 21 absorb the heat generated to promote heat dispersion.

On the other hand, when the charger 40 is operating, the charger first switching element arrangement region P1b and the charger second switching element arrangement region P1d generate heat. At this time, the W-phase switching element arrangement region P1a, the V-phase switching element arrangement area P1c, the U-phase switching element arrangement area P1e, and the capacitor arrangement area P1f are in a non-heat generating state, and the switching elements 42a to the charger 40 The heat generated by 42d and 42f to 42i is absorbed to promote heat dispersion.

[effect]
As described above, in the power conversion device U according to the present embodiment, the switching element group of the inverter 20 and the switching element group of the charger 40 are arranged on the same radiator P10, and the inverter. At least one switching element of the switching element group of the charger 40 is arranged in the region between the switching elements of the switching element group of 20.

As a result, the thermal diffusivity (thermal dispersibility) of the switching elements of the inverter 20 and the charger 40 can be improved while reducing the size of the entire device.

In particular, in the power conversion device U according to the present embodiment, as the layout on the first circuit board P1, the area where the W-phase switching elements 26Q and 27Q of the inverter 20 are mounted (W-phase switching element arrangement area P1a) and charging Area where switching elements 42a to 42d connected to the primary side of the insulated transformer 42e of the device 40 are mounted (charger first switching element arrangement area P1b), area where V-phase switching elements 24Q and 25Q of the inverter 20 are mounted. (V-phase switching element arrangement area P1c), an area in which switching elements 42f to 42i connected to the secondary side of the insulation transformer 42e of the charger 40 are mounted (charger second switching element arrangement area P1d), and an inverter 20. Regions (U-phase switching element arrangement region P1e) on which the U-phase switching elements 22Q and 23Q are mounted are set in a row in this order.

This makes it possible to disperse the amount of heat generated on the first circuit board P1 as much as possible. That is, this makes it possible to further improve the thermal diffusivity (thermal dispersibility) of the switching elements of the inverter 20 and the charger 40, respectively.

Further, since the inverter 20 is used for traveling (driving) the vehicle 1, a larger output power than the charger 40 for charging the battery 10 is required. Therefore, by disposing the switching element of the charger 40 between the switching elements of the switching element group of the inverter 20 that generates a large amount of heat, heat can be diffused so that the temperature does not rise more locally.

(Modification example 1)
FIG. 7 is a diagram showing a layout of circuit components on the first circuit board P1 according to this modification. In addition, in FIG. 7, the circled "j point", "k point", "l point" and "m point" are the circled "j point", "k point" and "l point" in FIG. It corresponds to the contact point between "point" and "m point". The first circuit board P1 is connected to the second circuit board P2 or the third circuit board P3 by a harness (not shown) at these contact portions.

In the power conversion device U according to this modification, switching elements 42f and 42g connected to the secondary side of the isolation transformer 42e of the charger 40 are arranged in the second switching element arrangement region P1b of the first circuit board P1. The first embodiment is configured in that the switching elements 42h and 42i connected to the secondary side of the isolation transformer 42e of the charger 40 are arranged in the fourth switching element arrangement area P1d of the circuit board P1. It is different from the layout of the first circuit board P1 according to the above.

Here, the power line Lc connecting the switching element 42f and the switching element 42h is composed of the jumper line J2, and the power line Ld connecting the switching element 42g and the switching element 42i is composed of the jumper line J3. ..

In the power conversion device U according to this modification, the switching elements 42a to 42d connected to the primary side of the isolation transformer 42e of the charger 40 are mounted on the second circuit board P2. ..

Even with such a configuration, heat is dispersed by the switching elements 22Q to 27Q of the inverter 20 in the first to fifth switching element arrangement regions P1a to P1e, as in the power conversion device U according to the first embodiment. It is also possible to disperse the heat generated by the switching elements 42a to 42d and 42f to 42i of the charger 40.

(Modification 2)
FIG. 8 is a diagram showing a layout of circuit components on the first circuit board P1 according to this modification.

The first circuit board according to the first embodiment is further set in the isolation transformer arrangement region P1g in which the isolation transformer 42e is arranged in the substrate surface of the first circuit board P1 according to the present modification. It is different from the layout of P1. The isolation transformer arrangement region P1g is set, for example, in a direction adjacent to the regions P1a to P1e and orthogonal to the arrangement direction of the regions P1a to P1e.

According to such a configuration, the heat generated by the isolation transformer 42e can be discharged to the radiator P10, and the thermal diffusivity (heat dispersibility) of the isolation transformer 42e can be improved.

(Modification example 3)
FIG. 9 is a diagram showing a board layout on which the circuit components according to this modification are mounted. The left figure of FIG. 9 shows an example of the arrangement state of the radiator P10, and the right figure of FIG. 9 shows the arrangement state of a plurality of circuit boards P4 to P9 arranged on the radiator P10. Is a plan view of.

In this modification, the switching element of the inverter 20 and the switching element of the charger 40 are mounted not on the same first circuit board P1 but on a plurality of different circuit boards.

Specifically, the U-phase switching elements 22Q, 23Q (and 22D, 23D (not shown)) of the inverter 20 are mounted on the fourth circuit board P4, and the V-phase switching elements 24Q, 25Q (and 24D) of the inverter 20 are mounted. , 25D (not shown)) is mounted on the fifth circuit board P5, and W-phase switching elements 26Q, 27Q (and 26D, 27D (not shown)) are mounted on the sixth circuit board P6.

Here, the switching elements constituting the respective phases usually have the same configuration. That is, for example, a circuit board (for example, U-phase switching elements 22Q, 23Q (and 22D, 23D (not shown)) on which a switching element of any one of the U-phase, V-phase, and W-phase of the inverter 20 is mounted. ) Are mounted on three fourth circuit boards P4), which are used as the fourth circuit board P4 for the U phase, the fifth circuit board P5 for the V phase, and the sixth circuit board P6 for the W phase. The circuit boards P4, P5, and P6 on which the switching element is mounted are connected to each other by, for example, a bus bar.

With this configuration, the circuit board on which the switching element is mounted (for example, the fourth circuit board P4) can be a common component that can flexibly respond to different size and shape requirements for each vehicle model. As a result, it becomes possible to reduce the cost due to the mass production effect.

Further, the switching elements 42a, 42b, 42c, 42d connected to the primary side of the charger 40 are mounted on the seventh circuit board P7, and the switching elements 42f, 42g, 42h connected to the secondary side of the charger 40. 42i is mounted on the eighth circuit board P8, and the smoothing capacitor 42k and the reactor 42j that function as the filter circuit of the charger 40 are mounted on the ninth circuit board P9. Circuit boards on which switching elements and filter circuits are mounted are connected by, for example, a bus bar. The 9th circuit board P9 is not limited to the filter circuit, and for example, the smoothing capacitor 41b of the PFC circuit 41b may be mounted.

The fourth circuit board P4 for the inverter U phase, the fifth circuit board P5 for the V phase, the sixth circuit board P6 for the W phase, and the seventh circuit for the primary side of the charger configured in this way. The substrate P7, the eighth circuit board P8 for the secondary side of the charger, and the ninth circuit board P9 for the secondary side filter circuit of the charger are arranged in the same plane of the radiator P10. Here, the radiator P10 is arranged adjacent to the end of the motor 30. Therefore, the radiator P10 is formed, for example, in a circular shape according to the shape of the end portion of the motor 30. At this time, the radiator P10 and the motor 30 are typically arranged with a space for each of the radiator P10 and the motor 30 to dissipate heat.

Then, each circuit board is radially arranged on the radiator P10. Specifically, a seventh circuit board P7 for the primary side of the charger is arranged between the fourth circuit board P4 for the U phase and the fifth circuit board P5 for the V phase, and the fifth circuit for the V phase. The eighth circuit board P8 for the secondary side of the charger is arranged between the board P5 and the sixth circuit board P6 for the W phase, and the sixth circuit board P6 for the W phase and the fourth circuit board for the U phase are arranged. The ninth circuit board P9 for the secondary side filter circuit of the charger is arranged radially between P4. In other words, the circuit boards that make up the inverter 20 (4th circuit board P4, 5th circuit board P5, 6th circuit board P6) and the circuit boards that make up the charger 40 (7th circuit board P7, 8th circuit board). The P8 and the ninth circuit board P9) are alternately arranged along the circumferential direction of the radiator P10. These circuit boards P4 to P9 are arranged on the radiator P10 in a state of being thermally connected to the radiator P10.

With such a configuration, the thermal diffusivity (thermal dispersibility) of the switching element due to the exclusive operation of the charger 40 and the inverter 20 is utilized, and while utilizing the mass production effect by standardizing the parts, different gaps and the like are used for each vehicle model. Then, the charger 40 and the inverter 20 can be mounted compactly.

(Other embodiments)
The present invention is not limited to the above embodiment, and various modifications can be considered.

For example, in the above embodiment, as an example of the DC / DC converter 42, the isolation transformer 42e, the H-bridge circuit connected to the primary side of the isolation transformer 42e, and the synchronization connected to the secondary side of the isolation transformer 42e. A mode composed of a rectifier circuit and a rectifier circuit is shown. However, the configuration of the DC / DC converter 42 is arbitrary, and the AC voltage generation circuit connected to the primary side of the isolation transformer 42e may be a half-bridge type. Further, the rectifier circuit connected to the primary side of the isolation transformer 42e may be an asynchronous rectifier circuit composed of a diode instead of the synchronous rectifier circuit. Further, the DC / DC converter 42 may be a non-isolated DC / DC converter having no isolation transformer 42e.

Although specific examples of the present invention have been described in detail above, these are merely examples and do not limit the scope of claims. The techniques described in the claims include various modifications and modifications of the specific examples illustrated above.

According to the in-vehicle power conversion device according to the present invention, it is possible to improve the thermal diffusivity (heat dispersibility) of the switching element of the inverter and the charger while downsizing the inverter and the charger.

1 Vehicle U In-vehicle power converter Cin connector 10 Battery 20 Inverter 21 Smoothing capacitor 22D to 27D Diode 22Q to 27Q Switching element 30 Motor 40 Charger 41 AC / DC converter 41a Rectifier circuit 41b PFC circuit 41ba Reactor 41bb Switching element 41b Condenser 42 DC / DC converter 42a to 42d, 42f to 42i Switching element 42e Insulated transformer 42j Reactor 42k Smoothing capacitor J1, J2, J3 Jumper line La, Lb, Lc, Ld, Le, Lf Power line Lua U phase wiring Lva V phase Wiring Lwa W-phase wiring P1 1st circuit board P1a W-phase switching element arrangement area P1b Charger 1st switching element arrangement area P1c V-phase switching element arrangement area P1d Charger 2nd switching element arrangement area P1e U-phase switching element arrangement area P1f Condenser placement area P1g Insulation transformer placement area P2 2nd circuit board P3 3rd circuit board P4 4th circuit board P5 5th circuit board P6 6th circuit board P7 7th circuit board P8 8th circuit board P9 9th circuit board P10 Heat dissipation vessel

Claims (11)

A charger that converts AC power supplied from the outside of the vehicle into DC power and charges the in-vehicle battery.
An inverter that converts DC power supplied from the in-vehicle battery into three-phase AC power and supplies it to the motor that drives the vehicle.
With
When the in-vehicle battery is charged by the charger, the power is not supplied to the motor by the inverter, and the power is not supplied to the motor.
When the power is supplied to the motor by the inverter, the in-vehicle battery is not charged by the charger.
The switching element group of the inverter and the switching element group of the charger are arranged on the same radiator.
At least one switching element of the switching element group of the charger is arranged in a region between the switching elements of the switching element group of the inverter.
In-vehicle power converter. The switching element group included in the inverter includes a first switching element constituting a U-phase switching element, a second switching element constituting a V-phase switching element, and a third switching element constituting a W-phase switching element.
The first switching element is mounted on the first circuit board and is mounted on the first circuit board.
The second switching element is mounted on the second circuit board and is mounted on the second circuit board.
The third switching element is mounted on the third circuit board.
The vehicle-mounted power conversion device according to claim 1. The switching element group included in the charger includes the fourth and fifth switching elements.
The fourth switching element is mounted on the fourth circuit board and is mounted on the fourth circuit board.
The fifth switching element is mounted on the fifth circuit board and is mounted on the fifth circuit board.
The fourth circuit board is disposed on the radiator between the first circuit board and the second circuit board, and the fifth circuit is placed between the second circuit board and the third circuit board. The board is arranged,
The in-vehicle power conversion device according to claim 2. The switching element group of the inverter and the switching element group of the charger are mounted on the same circuit board arranged so as to be thermally coupled to the radiator.
The vehicle-mounted power conversion device according to claim 1. The circuit board is a metal substrate.
The vehicle-mounted power conversion device according to claim 4. The switching element group included in the charger includes the first and second switching elements constituting the DC / DC converter.
The switching element group included in the inverter includes third, fourth, and fifth switching elements, each of which constitutes any of a U-phase switching element, a V-phase switching element, and a W-phase switching element of a bridge circuit.
The third switching element, the fourth switching element, and the fifth switching element are arranged side by side in this order.
The first switching element is arranged in a first region between the third switching element and the fourth switching element.
The second switching element is arranged in a second region between the fourth switching element and the fifth switching element.
The vehicle-mounted power conversion device according to any one of claims 1, 4, and 5. The DC / DC converter is an isolated DC / DC converter having an isolation transformer, a bridge circuit on the primary side of the isolation transformer, and a synchronous rectifier circuit on the secondary side of the isolation transformer.
The vehicle-mounted power conversion device according to claim 6. The first switching element is a switching element constituting the bridge circuit.
The second switching element is a switching element constituting the synchronous rectifier circuit.
The vehicle-mounted power conversion device according to claim 7. The first and second switching elements are switching elements constituting the synchronous rectifier circuit.
The vehicle-mounted power conversion device according to claim 7. The isolation transformer is arranged on the radiator.
The vehicle-mounted power conversion device according to any one of claims 8 or 9. The inverter has a smoothing capacitor and
The smoothing capacitor is disposed on the radiator.
The vehicle-mounted power conversion device according to any one of claims 1 to 10.

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