JP2024036437A - Automotive power converter - Google Patents

Abstract

An on-vehicle power conversion device 1 converts AC power input from an AC power source 2 into DC power and supplies the DC power to an on-vehicle battery.
SOLUTION: An on-vehicle power conversion device 1 is provided between a power conversion circuit 10, a frame ground FG grounded via wiring 4, and a positive polarity input path A and a negative polarity input path A' of AC power. A first filter circuit 11 is provided, and a second filter circuit 12 is provided between a positive output path B and a negative output path B' of DC power. The first filter circuit 11 includes a first capacitor C1 and a first ferrite bead FB1 that are connected in series between the positive input path A and the frame ground FG, and between the negative input path A' and the frame ground FG. It includes a second capacitor C2 and a second ferrite bead FB2 that are connected in series. The second filter circuit 12 includes a third capacitor C3 connected between the positive output path B and the frame ground FG, and a fourth capacitor C4 connected between the negative output path B' and the frame ground FG. , is provided.
[Selection diagram] Figure 1

Description

The present invention relates to an on-vehicle power conversion device.

In recent years, with the increasing demand for electric vehicles (hereinafter also referred to as "EV") and plug-in hybrid electric vehicles (hereinafter also referred to as "PHEV"), alternating current power (hereinafter also referred to as "AC") has increased. Demand for onboard battery chargers (hereinafter also referred to as ``OBCs'') that convert DC power (hereinafter also referred to as ``DC'') to charge in-vehicle batteries is increasing.

For example, a technology has been disclosed in which Y capacitors (line bypass capacitors) are provided on each of the AC side line and DC side line to reduce common mode noise that enters the input line from the noise source and suppress normal mode noise components. (for example, Patent Document 1).

Japanese Patent Application Publication No. 9-285115

CISPR25, developed by the IEC, is widely applied as an EMC (Electromagnetic Interference) standard for in-vehicle equipment. The frequency range (150 kHz or more and 108 MHz or less) in which the permissible value of conduction noise superimposed on the power supply harness of in-vehicle electronic equipment is specified in CISPR25 includes the frequency range (150 kHz or more) in which the permissible value of conductive noise in the AC line is specified in CIRPR14. (30 MHz or less) is included.

When the above conventional technology is applied to an OBC, the AC side Y capacitor and the DC side Y capacitor are grounded to, for example, the chassis potential of an EV or PHEV. The ground potential of an EV or PHEV and the ground potential of the AC supply side are generally connected by a shield braided wire of the AC supply cable, so there is an inductance between the ground potential of the EV or PHEV and the ground potential of the AC supply side. May contain ingredients. Therefore, with the above conventional technology, there is a possibility that noise components on the DC side leak from the Y capacitor on the DC side to the Y capacitor on the AC side via the EV or PHEV chassis, exceeding the allowable value for conduction noise on the AC line. be.

The present disclosure has been made in view of the above, and an object of the present disclosure is to obtain an in-vehicle power conversion device that can suppress leakage of high frequency band components of common mode noise.

An in-vehicle power converter according to one aspect of the present disclosure is an in-vehicle power converter that converts AC power input from an AC power supply into DC power and supplies the DC power to an in-vehicle battery. a frame ground that is grounded, a positive input path and a negative input path for AC power that are connected to the AC power source and input to the power conversion circuit; and a frame ground that is connected to the in-vehicle battery and output from the power conversion circuit. a first filter circuit provided between the positive input path and the negative input path; the positive output path and the negative output path; a first filter circuit provided between the positive input path and the negative input path; a second filter circuit provided between the positive input path and the frame ground, and the first filter circuit includes a first capacitor and a first ferrite bead connected in series between the positive input path and the frame ground. , a second capacitor and a second ferrite bead connected in series between the negative input path and the frame ground, and the second filter circuit is connected between the positive output path and the frame ground. a third capacitor and a third ferrite bead connected in series between the negative polarity output path and the frame ground, and a fourth capacitor and a fourth ferrite bead connected in series between the negative output path and the frame ground; The second ferrite bead has a low impedance in a low frequency band of 150 kHz or more and 1 MHz or less, and has a higher impedance in a high frequency band of 30 MHz or more and 108 MHz or less than the low frequency band, and the first filter circuit has a low impedance in a high frequency band of 30 MHz or more and 108 MHz or less. The impedance is low in the frequency band, and the impedance is high in the high frequency band, and the positive polarity input of the AC power is transmitted from the positive output path and the negative output path of the DC power through the second filter circuit and the frame ground. Passage of the high frequency band component of common mode noise flowing into the path and the negative input path is suppressed.

With this configuration, leakage of high frequency band components of common mode noise from the positive output path and negative output path of DC power to the positive input path and negative input path of AC power can be suppressed.

An in-vehicle power converter according to one aspect of the present disclosure is an in-vehicle power converter that converts AC power input from an AC power supply into DC power and supplies the DC power to an in-vehicle battery. a frame ground that is grounded, a positive input path and a negative input path for AC power that are connected to the AC power source and input to the power conversion circuit; and a frame ground that is connected to the in-vehicle battery and output from the power conversion circuit. a first filter circuit provided between the positive input path and the negative input path; the positive output path and the negative output path; a first filter circuit provided between the positive input path and the negative input path; a second filter circuit provided between the positive input path and the frame ground, and the first filter circuit includes a first capacitor and a first ferrite bead connected in series between the positive input path and the frame ground. , a second capacitor and a second ferrite bead connected in series between the negative input path and the frame ground, and the second filter circuit is connected between the positive output path and the frame ground. a third capacitor and a third ferrite bead connected in series between the negative polarity output path and the frame ground, and a fourth capacitor and a fourth ferrite bead connected in series between the negative output path and the frame ground; , the second ferrite bead, the third ferrite bead, and the fourth ferrite bead have low impedance in a low frequency band of 150 kHz or more and 1 MHz or less, and have a lower impedance than the low frequency band in a high frequency band of 30 MHz or more and 108 MHz or less. The first filter circuit has a low impedance in the low frequency band, a high impedance in the high frequency band, and a positive output path of the DC power through the second filter circuit and the frame ground. and the second filter circuit suppresses passage of the high frequency band component of the common mode noise flowing from the negative output path to the positive input path and negative input path of the AC power, and the second filter circuit The impedance becomes high impedance in the high frequency band, and from the positive input path and negative input path of the AC power to the positive output path and negative polarity of the DC power through the first filter circuit and the frame ground. The passage of the high frequency band component of the common mode noise flowing into the output path is suppressed.

With this configuration, leakage of high frequency band components of common mode noise from the positive output path and negative output path of DC power to the positive input path and negative input path of AC power can be suppressed. Furthermore, leakage of high frequency band components of common mode noise from the positive input path and negative input path of AC power to the positive output path and negative output path of DC power can be suppressed.

According to the present disclosure, it is possible to provide an on-vehicle power conversion device that can suppress leakage of high frequency band components of common mode noise.

FIG. 1 is a diagram showing a schematic configuration of a power conversion device according to a first embodiment. FIG. 2 is a diagram showing a schematic configuration of a power conversion device according to a comparative example. FIG. 3 is a diagram showing an example of conduction noise on the AC side when a Y capacitor is not provided. FIG. 4 is a diagram showing an example of conduction noise on the DC side when a Y capacitor is not provided. FIG. 5 is a diagram showing a schematic configuration of a power conversion device according to a second embodiment. FIG. 6 is a diagram showing a schematic configuration of a power conversion device according to the third embodiment. FIG. 7 is a diagram showing a schematic configuration of a power conversion device according to Embodiment 4. FIG. 8 is a diagram showing a schematic configuration of a power conversion device according to Embodiment 5. FIG. 9 is a diagram showing a schematic configuration of a power conversion device according to a first modification of the fifth embodiment. FIG. 10 is a diagram showing a schematic configuration of a power conversion device according to a second modification of the fifth embodiment. FIG. 11 is a diagram showing a schematic configuration of a power conversion device according to a third modification of the fifth embodiment.

Below, a power conversion device according to an embodiment will be described in detail based on the drawings. Note that the present disclosure is not limited to this embodiment. It goes without saying that each embodiment is merely an example, and that configurations shown in different embodiments can be partially replaced or combined. In the second embodiment and subsequent embodiments, descriptions of matters common to the first embodiment will be omitted, and only different points will be described. In particular, similar effects due to similar configurations will not be mentioned for each embodiment.

(Embodiment 1)
FIG. 1 is a diagram showing a schematic configuration of a power conversion device according to a first embodiment.

The power conversion device 1 according to the present embodiment is exemplified by, for example, an OBC for charging an on-vehicle battery mounted on an EV or PHEV. The power converter 1 converts AC input from an AC power source 2 (for example, a commercial power source such as a charging station) into DC, and supplies the DC to a load 3 (for example, a vehicle-mounted battery).

As shown in FIG. 1, the power conversion device 1 includes a power conversion circuit 10, a frame ground FG, and a first filter circuit 11 provided between an AC positive input path A and a negative input path A'. and a second filter circuit 12 provided between the DC positive polarity output path B and the negative polarity output path B'. Hereinafter, the AC positive polarity input path A and negative polarity input path A' will also be collectively referred to as an "AC line." Further, the DC positive output path B and the negative output path B' are also collectively referred to as a "DC line."

The power conversion circuit 10 includes, for example, a rectifier circuit, a power factor correction circuit, a DC/DC converter, and the like. The power conversion circuit 10 converts AC input from the AC line into DC and outputs it to the DC line.

The frame ground FG is, for example, a metal casing of an OBC. Frame ground FG is grounded via wiring 4. The wiring 4 is, for example, a shielded braided wire of a charging cable mounted on an EV or PHEV.

The first filter circuit 11 is a filter circuit provided before the power conversion circuit 10 in order to suppress common mode noise superimposed on the AC line. The first filter circuit 11 includes a first capacitor C1 and a first ferrite bead FB1 connected in series between an AC positive polarity input path A and a frame ground FG, and a first capacitor C1 and a first ferrite bead FB1 connected in series between an AC positive polarity input path A' and a frame ground FG. A second capacitor C2 and a second ferrite bead FB2 are connected in series between the two. The first capacitor C1 and the second capacitor C2 constitute a Y capacitor (line bypass capacitor) connected between the AC line and the frame ground FG. Common mode noise superimposed on the AC line flows to the frame ground FG via the first filter circuit 11.

The second filter circuit 12 is a filter circuit provided after the power conversion circuit 10 in order to suppress common mode noise superimposed on the DC line. The second filter circuit 12 is connected between a third capacitor C3 connected between a DC positive output path B and frame ground FG, and a third capacitor C3 connected between a DC negative output path B' and frame ground FG. and a fourth capacitor C4. The third capacitor C3 and the fourth capacitor C4 constitute a Y capacitor (line bypass capacitor) connected between the DC line and the frame ground FG. Common mode noise superimposed on the DC line flows to the frame ground FG via the second filter circuit 12.

Hereinafter, the gist of the configuration of the power conversion device 1 according to the first embodiment described above will be explained with reference to a comparative example. FIG. 2 is a diagram showing a schematic configuration of a power conversion device according to a comparative example.

In the power conversion device 100 of the comparative example shown in FIG. It does not have ferrite beads FB1 and second ferrite beads FB2.

FIG. 3 is a diagram illustrating an example of conduction noise on the AC side when a Y capacitor is not provided. The straight line shown in FIG. 3 exemplifies the standard value of AC line conduction noise in CIRPR14. In general, the first filter circuit is designed to prevent the conduction noise of the AC line from exceeding the standard value in the frequency range shown in FIG. The capacitance values of the first capacitor C1 and the second capacitor C2 that constitute the Y capacitor 111 are set.

FIG. 4 is a diagram showing an example of conduction noise on the DC side when a Y capacitor is not provided. The straight line shown in FIG. 4 exemplifies the standard value of conduction noise superimposed on the power supply harness of in-vehicle electronic equipment in CISPR25. Generally, the second filter circuit is used to prevent the conduction noise of the DC line from exceeding the standard value in the frequency range in which the standard value of the conduction noise of the DC line shown in FIG. The capacitance values of the third capacitor C3 and the fourth capacitor C4 that constitute the 112 Y capacitors are set.

As described above, the frame ground FG is grounded by the wiring 4 such as a shield braided wire of a charging cable mounted on an EV or PHEV, for example. This wiring 4 includes a parasitic inductance component Lp. This parasitic inductance has a characteristic of being low impedance at low frequencies and high impedance at high frequencies.

Therefore, the high frequency component of common mode noise on the AC line that has flowed from the first filter circuit 111 to the frame ground FG may flow into the DC line via the second filter circuit 112 without flowing to the ground potential GND.

Similarly, the high frequency component of the common mode noise on the DC line that has flowed from the second filter circuit 112 to the frame ground FG may flow into the AC line via the first filter circuit 111 without flowing to the ground potential GND. .

Here, the conduction noise of the AC line shown in FIG. 3 has a high noise level in a low frequency band (for example, 150 kHz or more and 1 MHz or less) and a low noise level in a high frequency band (for example, 30 MHz). For this reason, the Y capacitor is mainly used to reduce noise in the low frequency band.

On the other hand, the conduction noise of the DC line shown in FIG. 4 has a high noise level in a high frequency band (for example, 30 MHz or more and 108 MHz or less). For this reason, the Y capacitor is mainly used to reduce noise in high frequency bands.

Here, in the comparative example shown in FIG. 2, the high frequency component of the common mode noise on the DC line that has flowed from the second filter circuit 112 to the frame ground FG flows into the AC line via the first filter circuit 111. Conducted noise on the AC line in a band (eg, 30 MHz) may exceed the standard value.

In the power conversion device 1 according to the present embodiment, as shown in FIG. 1, with respect to the first filter circuit 111 of the power conversion device 100 of the comparative example shown in FIG. A first ferrite bead FB1 and a second ferrite bead FB2 are connected in series to the capacitor C2, respectively. Ferrite beads have a characteristic that they have low impedance in a low frequency band (for example, 150 kHz or more and 1 MHz or less) and high impedance in a high frequency band (for example, 30 MHz or more and 108 MHz or less). Thereby, high frequency components of common mode noise on the DC line flowing into the AC line via the second filter circuit 12, frame ground FG, and first filter circuit 11 can be suppressed.

(Embodiment 2)
FIG. 5 is a diagram showing a schematic configuration of a power conversion device according to a second embodiment. Note that the same components as those in Embodiment 1 are given the same reference numerals, and the description thereof will be omitted.

A power converter 1a according to the second embodiment is different from the power converter 1 according to the first embodiment in that a common mode choke coil 13 is provided between the AC power supply 2 and the first filter circuit 11. Thereby, the common mode noise in the low frequency band superimposed on the AC line can be reduced more than in the first embodiment, and the conduction noise on the AC line can be further suppressed.

(Embodiment 3)
FIG. 6 is a diagram showing a schematic configuration of a power conversion device according to the third embodiment. Note that the same components as in Embodiment 1 or Embodiment 2 are given the same reference numerals, and description thereof will be omitted.

A power conversion device 1b according to the third embodiment is different from the power conversion device 1a according to the second embodiment in that a common mode choke coil 14 is provided between the first filter circuit 11 and the power conversion circuit 10. Thereby, common mode noise superimposed on the AC line can be reduced more than in the second embodiment, and conduction noise on the AC line can be further suppressed.

Note that the configuration may include a common mode choke coil 14 instead of the common mode choke coil 13 of the second embodiment.

(Embodiment 4)
FIG. 7 is a diagram showing a schematic configuration of a power conversion device according to Embodiment 4. Note that the same components as in Embodiment 1, Embodiment 2, or Embodiment 3 are given the same reference numerals, and description thereof will be omitted.

A power conversion device 1c according to the fourth embodiment is different from the power conversion device 1b according to the third embodiment in that a common mode choke coil 15 is provided between the power conversion circuit 10 and the second filter circuit 12. Thereby, common mode noise superimposed on the DC line can be reduced more than in the first embodiment, and conduction noise on the DC line can be further suppressed.

Note that the configuration may be such that one or both of the common mode choke coil 13 and the common mode choke coil 14 are not provided.

(Embodiment 5)
FIG. 8 is a diagram showing a schematic configuration of a power conversion device according to Embodiment 5. FIG. 9 is a diagram showing a schematic configuration of a power conversion device according to a first modification of the fifth embodiment. FIG. 10 is a diagram showing a schematic configuration of a power conversion device according to a second modification of the fifth embodiment. FIG. 11 is a diagram showing a schematic configuration of a power conversion device according to a third modification of the fifth embodiment. Note that the same components as those in Embodiment 1, Embodiment 2, Embodiment 3, or Embodiment 4 are given the same reference numerals, and description thereof will be omitted.

In the power conversion device 1d according to the fifth embodiment, the second filter circuit 12a includes a third capacitor C3 and a third ferrite bead FB3 connected in series between the DC positive output path B and the frame ground FG, and a DC A fourth capacitor C4 and a fourth ferrite bead FB4 are connected in series between the negative output path B' of the frame ground FG and the frame ground FG. Thereby, high frequency components of common mode noise on the AC line flowing into the DC line via the first filter circuit 11, frame ground FG, and second filter circuit 12 can be suppressed.

Note that, like the power conversion device 1e according to the first modification of the fifth embodiment shown in FIG. It is also possible to have a configuration including the following. Thereby, common mode noise superimposed on the AC line can be reduced more than in the first embodiment, and conduction noise on the AC line can be further suppressed.

Moreover, like the power conversion device 1f according to the second modification of the fifth embodiment shown in FIG. 10, in the configuration shown in FIG. It is also possible to have a configuration including 14. Thereby, common mode noise superimposed on the AC line can be reduced more than in the second embodiment, and conduction noise on the AC line can be further suppressed.

Note that a configuration including a common mode choke coil 14 instead of the common mode choke coil 13 may be used.

Further, as in a power conversion device 1g according to modification 3 of embodiment 5 shown in FIG. It is also possible to have a configuration including 15. Thereby, common mode noise superimposed on the DC line can be reduced more than the configurations shown in FIGS. 8, 9, and 10, and conduction noise on the DC line can be suppressed.

Note that the configuration may be such that one or both of the common mode choke coil 13 and the common mode choke coil 14 are not provided.

Each of the embodiments described above is provided to facilitate understanding of the present disclosure, and is not intended to be interpreted as limiting the present disclosure. This disclosure may be modified/improved without departing from its spirit, and this disclosure also includes equivalents thereof.

Further, the present disclosure can take the following configuration as described above or in place of the above.

(1) An in-vehicle power converter according to one aspect of the present disclosure is an in-vehicle power converter that converts AC power input from an AC power source into DC power and supplies the DC power to an in-vehicle battery, and includes a power converter circuit; A frame ground grounded via wiring, a positive input path and a negative input path for AC power connected to the AC power source and input to the power conversion circuit, and connected to the in-vehicle battery and connected to the power conversion circuit. a positive output path and a negative output path for DC power output from the circuit; a first filter circuit provided between the positive input path and the negative input path; and a first filter circuit provided between the positive output path and the negative input path; a second filter circuit provided between the negative polarity output path, and the first filter circuit includes a first capacitor and a first capacitor connected in series between the positive polarity input path and the frame ground. The second filter circuit includes a ferrite bead, a second capacitor and a second ferrite bead connected in series between the negative input path and the frame ground, and the second filter circuit connects the positive output path and the frame ground. and a fourth capacitor connected between the negative output path and the frame ground, and the first ferrite bead and the second ferrite bead have a frequency of 150kHz. The first filter circuit has a low impedance in a low frequency band of 1 MHz or more, and a higher impedance in a high frequency band of 30 MHz or more and 108 MHz or less than the low frequency band, and the first filter circuit has a low impedance in the low frequency band and A common that has high impedance in a frequency band and flows from the positive output path and negative output path of the DC power to the positive input path and negative input path of the AC power via the second filter circuit and the frame ground. The passage of the high frequency band component of mode noise is suppressed.

With this configuration, leakage of high frequency band components of common mode noise from the positive output path and negative output path of DC power to the positive input path and negative input path of AC power can be suppressed.

(2) An in-vehicle power converter according to one aspect of the present disclosure is an in-vehicle power converter that converts AC power input from an AC power source into DC power and supplies the DC power to an in-vehicle battery, the in-vehicle power converter including a power converter circuit; A frame ground grounded via wiring, a positive input path and a negative input path for AC power connected to the AC power source and input to the power conversion circuit, and connected to the in-vehicle battery and connected to the power conversion circuit. a positive output path and a negative output path for DC power output from the circuit; a first filter circuit provided between the positive input path and the negative input path; and a first filter circuit provided between the positive output path and the negative input path; a second filter circuit provided between the negative polarity output path, and the first filter circuit includes a first capacitor and a first capacitor connected in series between the positive polarity input path and the frame ground. The second filter circuit includes a ferrite bead, a second capacitor and a second ferrite bead connected in series between the negative input path and the frame ground, and the second filter circuit connects the positive output path and the frame ground. a third capacitor and a third ferrite bead connected in series between the negative output path and the frame ground; and a fourth capacitor and a fourth ferrite bead connected in series between the negative output path and the frame ground. The first ferrite bead, the second ferrite bead, the third ferrite bead, and the fourth ferrite bead have low impedance in a low frequency band of 150 kHz or more and 1 MHz or less, and have a low impedance in a high frequency band of 30 MHz or more and 108 MHz or less. The first filter circuit has a low impedance in the low frequency band, a high impedance in the high frequency band, and the positive pole of the DC power through the second filter circuit and the frame ground. The second filter circuit suppresses passage of the high frequency band components of the common mode noise flowing from the positive input path and the negative input path of the AC power from the negative output path and the negative output path, and low impedance in the high frequency band, high impedance in the high frequency band, and from the positive input path and negative input path of the AC power to the positive output path of the DC power via the first filter circuit and the frame ground. and suppresses passage of the high frequency band component of common mode noise flowing into the negative output path.

With this configuration, leakage of high frequency band components of common mode noise from the positive output path and negative output path of DC power to the positive input path and negative input path of AC power can be suppressed. Furthermore, leakage of high frequency band components of common mode noise from the positive input path and negative input path of AC power to the positive output path and negative output path of DC power can be suppressed.

(3) In the in-vehicle power converter according to (1) or (2) above, a common mode choke coil may be provided between the AC power source and the first filter circuit.

With this configuration, common mode noise superimposed on the positive input path and the negative input path of AC power can be reduced more than in (1) or (2) above.

(4) In the in-vehicle power converter of any of (1) to (3) above, a common mode choke coil may be provided between the first filter circuit and the power converter circuit.

With this configuration, the common mode noise in the low frequency band superimposed on the positive input path and the negative input path of AC power can be reduced more than in (1) or (2) above.

(5) In the on-vehicle power converter device of (1) to (4) above, it is preferable that a common mode choke coil is provided between the power converter circuit and the second filter circuit.

With this configuration, common mode noise superimposed on the positive output path and the negative output path of DC power can be reduced more than in (1) or (2) above.

According to the present disclosure, it is possible to obtain an on-vehicle power conversion device that can suppress leakage of high frequency band components of common mode noise.

1 Power converter 2 AC power supply 3 Load 4 Wiring 10 Power converter circuit 11 First filter circuit 12, 12a Second filter circuit 100 Power converter 110 Power converter circuit 111 First filter circuit 112 Second filter circuit

Claims (5)

An in-vehicle power conversion device that converts AC power input from an AC power source into DC power and supplies it to an in-vehicle battery,
a power conversion circuit;
Frame ground grounded via wiring,
a positive input path and a negative input path for AC power connected to the AC power source and input to the power conversion circuit;
a positive polarity output path and a negative polarity output path for DC power connected to the in-vehicle battery and output from the power conversion circuit;
a first filter circuit provided between the positive input path and the negative input path;
a second filter circuit provided between the positive output path and the negative output path;
Equipped with
The first filter circuit includes:
a first capacitor and a first ferrite bead connected in series between the positive input path and the frame ground;
a second capacitor and a second ferrite bead connected in series between the negative input path and the frame ground;
Equipped with
The second filter circuit is
a third capacitor connected between the positive output path and the frame ground;
a fourth capacitor connected between the negative output path and the frame ground;
Equipped with
The first ferrite bead and the second ferrite bead have a low impedance in a low frequency band of 150 kHz or more and 1 MHz or less, and have a higher impedance in a high frequency band of 30 MHz or more and 108 MHz or less than the low frequency band,
The first filter circuit includes:
The impedance is low in the low frequency band, and the impedance is high in the high frequency band, and the positive polarity of the AC power is output from the positive output path and the negative output path of the DC power through the second filter circuit and the frame ground. suppressing passage of the high frequency band components of common mode noise flowing into the negative polarity input path and the negative polarity input path;
Automotive power converter. An in-vehicle power conversion device that converts AC power input from an AC power source into DC power and supplies it to an in-vehicle battery,
a power conversion circuit;
Frame ground grounded via wiring,
a positive input path and a negative input path for AC power connected to the AC power source and input to the power conversion circuit;
a positive polarity output path and a negative polarity output path for DC power connected to the in-vehicle battery and output from the power conversion circuit;
a first filter circuit provided between the positive input path and the negative input path;
a second filter circuit provided between the positive output path and the negative output path;
Equipped with
The first filter circuit includes:
a first capacitor and a first ferrite bead connected in series between the positive input path and the frame ground;
a second capacitor and a second ferrite bead connected in series between the negative input path and the frame ground;
Equipped with
The second filter circuit is
a third capacitor and a third ferrite bead connected in series between the positive output path and the frame ground;
a fourth capacitor and a fourth ferrite bead connected in series between the negative output path and the frame ground;
Equipped with
The first ferrite bead, the second ferrite bead, the third ferrite bead, and the fourth ferrite bead have low impedance in a low frequency band of 150 kHz or more and 1 MHz or less, and have a low impedance in a high frequency band of 30 MHz or more and 108 MHz or less. It becomes a higher impedance than the low frequency band,
The first filter circuit includes:
The impedance is low in the low frequency band, and the impedance is high in the high frequency band, and the positive polarity of the AC power is output from the positive output path and the negative output path of the DC power through the second filter circuit and the frame ground. suppressing the passage of the high frequency band components of common mode noise flowing into the negative polarity input path and the negative polarity input path,
The second filter circuit is
The impedance is low in the low frequency band, the impedance is high in the high frequency band, and the positive polarity of the DC power is transferred from the positive input path and negative input path of the AC power through the first filter circuit and the frame ground. suppressing passage of the high frequency band components of common mode noise flowing into the negative output path and the negative output path;
Automotive power converter. The in-vehicle power conversion device according to claim 1 or 2,
a common mode choke coil is provided between the AC power source and the first filter circuit;
Automotive power converter. The in-vehicle power conversion device according to any one of claims 1 to 3,
a common mode choke coil is provided between the first filter circuit and the power conversion circuit;
Automotive power converter. The in-vehicle power conversion device according to any one of claims 1 to 4,
a common mode choke coil is provided between the power conversion circuit and the second filter circuit;
Automotive power converter.

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