JP6252457B2 - Car electronics - Google Patents

Description

  The technology disclosed in this specification relates to an in-vehicle electronic device.

  The electric vehicle is equipped with an electronic device for converting electric power from the battery into electric power suitable for supplying the electric motor for traveling. A large current flows through electronic equipment. Therefore, the electronic component of the electronic device generates heat. For example, Patent Document 1 discloses an electronic device including a cooler for cooling an electronic component that generates heat.

  The cooling water channel of the cooler in Patent Document 1 is configured by combining an upper member and a lower member. Electronic components are fixed to the upper and lower sides of the cooler, and the cooler is provided with a communication hole for connecting the electronic components arranged above and below. A terminal for electrically connecting electronic components to each other is located inside the communication hole. In the cooler in Patent Document 1, a groove is provided in the lower member so as to surround the cooling water channel, and one end of the groove is connected to a drain outlet located on the outer peripheral surface of the lower member. The groove is disposed between the cooling water channel and the communication hole. Therefore, even when the cooling water leaks out of the cooling water channel for some reason, the leaked cooling water enters the groove, so that the leaked cooling water is prevented from being transmitted to the communication hole.

JP 2011-019339 A

  For example, when the liquid refrigerant flow path of the cooler is configured by combining the upper member and the lower member as in Patent Document 1, there is a possibility that the liquid refrigerant leaks due to a gap formed on the mating surface. The cause of the gap in the mating surfaces is, for example, that the upper or lower member has low rigidity and deforms. Therefore, it is necessary that the upper and lower members have sufficient rigidity. On the other hand, as shown in Patent Document 1, a technique for guiding the leaked liquid refrigerant to a safe location is also required. However, when a groove is provided as in Patent Document 1, the rigidity of the lower member provided with the groove is lowered, and sufficient rigidity may not be ensured. The present specification provides a technique for guiding the leaked liquid refrigerant to a safe location while increasing the rigidity of the members constituting the flow path of the cooler.

  In-vehicle electronic devices are required to be downsized. At this time, there is a case where the electric component is located below the cooler for efficient layout. In this case, a terminal for connecting the electrical component arranged on the lower side to another electrical component may also be located on the lower side of the cooler. The leaked liquid refrigerant moves down along the side of the cooler. Therefore, when the terminal is located directly under the side surface of the cooler, the leaked cooling water may directly adhere to the terminal.

  In one aspect disclosed in the present specification, an in-vehicle electronic device includes a cooler and an electrical component. The cooler includes an upper case and a lower case fixed below the upper case. At least one of the surfaces of the upper case and the lower case facing each other is provided with a groove serving as a liquid refrigerant flow path. The lower case is fixed to the upper case so as to seal the groove with bolts fastened to a plurality of bolt holes provided around the groove. The electrical component is fixed below the lower case, and the electrical component is provided with a terminal directly below one side surface of the lower case. The groove is provided at a position spaced from one side surface when viewed from above. On the upper surface of the lower case, a first rib extending from one end of the upper surface to the other is provided between the groove and one side surface in parallel with the one side surface. Here, among the plurality of bolt holes, the bolt hole closest to the first rib is referred to as a first bolt hole, and the bolt hole closest to the second bolt hole is referred to as a second bolt hole. The first rib is highest between the first bolt hole and the second bolt hole when viewed from one side.

  According to this configuration, since the liquid refrigerant leaking from the flow path is blocked by the first rib, it does not reach one side of the cooler. Therefore, it is possible to prevent the leaked liquid refrigerant from being transmitted to the terminal located immediately below one side surface. Moreover, the rigidity of a lower case can be improved by providing a 1st rib in a lower case. Further, the rigidity of the lower case tends to be low between adjacent bolt holes. In this aspect, since the first rib is the highest between the adjacent bolt holes when viewed from one side, the rigidity between the bolt holes is increased by the highest portion of the first rib. Can be reinforced. Therefore, in this aspect, it is possible to guide the leaked liquid refrigerant to a location different from the terminal while increasing the rigidity of the lower case constituting the flow path. In order to reinforce the rigidity between adjacent bolt holes, it is effective to increase the rigidity at a position closer to that position. The first rib is highest between the first bolt hole (the nearest bolt hole) and the second bolt hole (the next nearest bolt hole). That is, the first rib is useful for increasing the rigidity between the two bolt holes located closest to each other.

  In another aspect disclosed in the present specification, an in-vehicle electronic device includes a cooler and an electrical component. The cooler includes an upper case and a lower case fixed below the upper case. At least one of the surfaces of the upper case and the lower case facing each other is provided with a groove serving as a liquid refrigerant flow path. The lower case is fixed to the upper case so as to seal the groove. The electrical component is fixed under the lower case, and the electrical component is provided with a terminal directly below the one side surface. The lower surface of the lower case is provided with a second rib that extends from the end of the lower surface to the end along the one side surface and is flush with the one side surface. The shape of the lower edge of the second rib is V-shaped when viewed from the one side, and the corners of the V-shape do not overlap with the terminals when viewed from above. positioned.

  According to this configuration, the liquid refrigerant leaking from the flow path is transmitted from one side surface of the cooler to the second rib. In this aspect, the shape of the lower edge of the second rib is V-shaped when viewed from one side. The liquid refrigerant transmitted to the side surface on the one side surface of the second rib is expected to gather at a V-shaped corner. In addition, since the corner is positioned so as not to overlap the terminal when viewed from above, the liquid refrigerant collected at the corner is dropped so as to avoid the terminal. Therefore, it can be expected that the leaked liquid refrigerant is prevented from being transmitted to the terminal. Further, the rigidity of the lower case is enhanced by the second rib. Therefore, also in this aspect, it is possible to guide the leaked liquid refrigerant to a location different from the terminal while increasing the rigidity of the lower case constituting the flow path.

  According to the technology disclosed in the present specification, the liquid refrigerant leaking from the cooler is different from the positions of the terminals of the electrical components located under the cooler while increasing the rigidity of the members constituting the flow path of the cooler. You can guide to the position. Details and further improvements of the technology disclosed in this specification will be described in the following “DETAILED DESCRIPTION”.

It is a block diagram of the electric power system of the vehicle-mounted electronic device (power converter) of 1st Example. It is a disassembled perspective view of the power converter of 1st Example. It is side surface sectional drawing of the power converter of 1st Example. It is a top view when the cooler case of 1st Example is seen from the bottom. It is a top view when the cooler cover of 1st Example is seen from the top. It is a side view when the cooler cover of 1st Example is seen from the back. It is a figure which shows the flow of the refrigerant | coolant which leaked in 1st Example. It is a figure which shows the flow in the cooler cover upper surface of the refrigerant | coolant which leaked in 1st Example. It is a disassembled perspective view of the power converter of 2nd Example. It is side surface sectional drawing of the power converter of 2nd Example. It is a top view when the cooler cover of 2nd Example is seen from the top. It is a side view when the cooler cover of 2nd Example is seen from back. It is a figure which shows the flow of the refrigerant | coolant which leaked in 2nd Example. It is a figure which shows the flow in the cooler cover side surface of the refrigerant | coolant which leaked in 2nd Example.

(First embodiment)
The in-vehicle electronic device of the first embodiment will be described with reference to the drawings. The on-vehicle electronic device of the first embodiment is a power converter 20 that is mounted on a hybrid vehicle 900. FIG. 1 shows a block diagram of a power system of hybrid vehicle 900. The hybrid vehicle 900 includes a three-phase AC motor (hereinafter, motor 4) and an engine 5 for traveling. The output of the motor 4 and the output of the engine 5 are combined by the power distribution mechanism 6 and transmitted to the axle 7. The power distribution mechanism 6 may distribute the output of the engine 5 to the axle 7 and the motor 4 in some cases. In that case, the hybrid vehicle 900 generates power with the motor 4 while traveling with the power of the engine 5. The generated power is charged in a main battery 2 described later.

  The hybrid vehicle 900 includes a power converter 20, a system main relay 3, a main battery 2, an auxiliary battery 9, and auxiliary machines 12a and 12b. The DC power stored in the main battery 2 is converted into AC power suitable for the motor 4 by the power converter 20 and supplied to the motor 4. A system main relay 3 is connected to the main battery 2, and a power converter 20 is connected to the system main relay 3. The motor 4 is connected to the opposite side of the power converter 20 with respect to the system main relay 3. The auxiliary battery 9 is a battery having an output voltage smaller than that of the main battery 2. The output voltage of the main battery 2 is 100V or more, and the output voltage of the auxiliary battery 9 is 12V. Auxiliary machines 12 a and 12 b are connected to the auxiliary battery 9. The hybrid vehicle 900 is equipped with a plurality of auxiliary machines that are supplied with electric power from the auxiliary battery 9. In FIG. 1, some of the plurality of auxiliary machines are depicted. The auxiliary machines 12a and 12b are, for example, air conditioners, car stereos, room lamps, and the like.

  The power converter 20 includes a bidirectional converter circuit 15, an inverter circuit 16, and a DCDC converter circuit 8. The bidirectional converter circuit 15 is connected to the main battery 2 via the system main relay 3. The inverter circuit 16 is connected between the bidirectional converter circuit 15 and the motor 4. The DCDC converter circuit 8 is connected to the main battery 2 via the system main relay 3, and the DCDC converter circuit 8 and the bidirectional converter circuit 15 are connected in parallel. A connection point JP1 that connects the DCDC converter circuit 8 and the bidirectional converter circuit 15 in parallel is located between the system main relay 3 and the bidirectional converter circuit 15. An auxiliary battery 9 is connected to the opposite side of the DCDC converter circuit 8 from the main battery 2. The connection point JP1 and the bidirectional converter circuit 15 are connected by bidirectional converter side bus bars 13a and 13b, and the connection point JP1 and the DCDC converter circuit 8 are connected by DCDC converter side bus bars 14a and 14b. The DCDC converter side bus bars 14a and 14b and the DCDC converter circuit 8 are connected by a connection point JP2. Further, a smoothing capacitor C <b> 2 is connected between the bidirectional converter circuit 15 and the inverter circuit 16.

  As shown in FIG. 1, the bidirectional converter circuit 15 includes two transistors T1, T2, a reactor L1, and a filter capacitor C1. A diode is connected in antiparallel to each of the transistors T1 and T2. The bidirectional converter circuit 15 boosts the power of the main battery 2 and supplies it to the motor 4 via the inverter circuit 16. The electric power generated by the motor 4 is converted from alternating current to direct current by the inverter circuit 16 and then stepped down to the voltage of the main battery 2 by the bidirectional converter circuit 15. The main battery 2 is charged with the electric power. Since the bidirectional converter circuit 15 is a well-known technique, its details are omitted.

  As shown in FIG. 1, the inverter circuit 16 includes three sets of series circuits of two transistors (that is, three sets of T3 and T6, T4 and T7, and T5 and T8). Are connected in parallel. A diode is connected in antiparallel to each of the transistors T3-T8. Each midpoint of the three sets of series circuits is connected to each phase of the motor 4 (ie, U phase, V phase, W phase). The inverter circuit 16 converts the DC power of the main battery 2 boosted by the bidirectional converter circuit 15 into AC power and supplies the AC power to the motor 4. Further, the inverter circuit 16 may convert AC power generated by the motor 4 into DC power. Since the inverter circuit 16 is a well-known technique, the details are omitted.

  The DCDC converter circuit 8 is a circuit including a transistor, a transformer, and the like. In FIG. 1, details of the circuit are omitted. The DCDC converter circuit 8 steps down the output voltage from the main battery 2 from 100 V to an output voltage 12 V suitable for the auxiliary battery 9, and supplies the electric power of the main battery 2 after stepping down to the auxiliary battery 9. Since the DCDC converter circuit 8 is a well-known technique, its details are omitted.

  The configuration of the power converter 20 will be described with reference to FIGS. 2 and 3. FIG. 2 is an exploded perspective view of the power converter 20. In the drawing, an XYZ coordinate system is drawn. In the following description, this coordinate system is used as appropriate. The X axis indicates the front-rear direction of the power converter 20. The X-axis positive direction indicates the front side, and the X-axis negative direction indicates the rear side. The Y axis indicates the width direction of the power converter 20. The Z axis indicates the vertical direction of the power converter 20. The power converter 20 is mounted on the hybrid vehicle 900 so that the positive direction of the X axis and the positive direction of the Z axis coincide with the front side and the upper side of the vehicle, respectively. In FIG. 2, the case of the power converter 20 described later (that is, the case main body 21, the upper cover 22, and the lower cover 23) is not shown. FIG. 3 is a side sectional view of the power converter 20 as seen from the Y-axis direction. In FIG. 3, the case of the power converter 20 is drawn in cross section, and each component built in the power converter 20 is drawn in a side view. In FIG. 3, a cooler case 41 and a cooler cover 42 which will be described later are partially illustrated in cross section.

  As shown in FIG. 2, the power converter 20 is configured by stacking a plurality of members in the vertical direction. In the upper stage, a capacitor unit 31, a transistor unit 32, and a reactor L1 are arranged. The capacitor unit 31 is a unit that combines the filter capacitor C1 and the smoothing capacitor C2. The transistor unit 32 is a unit in which the transistors T1 to T8 included in the bidirectional converter circuit 15 and the inverter circuit 16 are combined into one. Reactor L <b> 1 is a reactor included in bidirectional converter circuit 15. The capacitor unit 31, the transistor unit 32, and the reactor L1 are connected to each other by a bus bar (not shown), and the bidirectional converter circuit 15 and the inverter circuit 16 shown in FIG. 1 are configured. Further, on the upper side of the transistor unit 32, a control board (not shown) for controlling the transistors T1-T8 is disposed. In the drawing, the shapes of the capacitor unit 31, the transistor unit 32, and the reactor L1 are simplified and drawn in a rectangular parallelepiped.

  A cooler 40 is disposed below the capacitor unit 31, the transistor unit 32, and the reactor L1. The cooler 40 is a water-cooled cooler. The cooler 40 is divided into a cooler case 41 located on the upper side and a cooler cover 42 located on the lower side. The capacitor unit 31, the transistor unit 32, and the reactor L1 are fixed to the upper surface of the cooler case 41. A cooler cover 42 is fixed under the cooler case 41 via a seal member 43. Detailed description of the cooler case 41 and the cooler cover 42 will be described later.

  A substrate 80 constituting the DCDC converter circuit 8 is disposed below the cooler cover 42. Four support legs projecting downward are provided on the lower surface of the cooler cover 42. The four support legs are two support legs 42a located on the rear side and two support legs 42b located on the front side. The substrate 80 is fixed to the support legs 42a and 42b. In the drawing, the substrate 80 is drawn in a simplified form as a flat plate, but the components (for example, a transformer) of the DCDC converter circuit 8 protrude to the cooler cover 42 side. The part is in contact with the cooler cover 42. The cooler 40 cools the components of the DCDC converter circuit 8. In addition, a terminal 82 for connecting to a DCDC converter side bus bar 14 described later is provided at the rear end of the substrate 80 (that is, the end on the X axis negative direction side).

  The power converter 20 includes bidirectional converter side bus bars 13a and 13b and DCDC converter side bus bars 14a and 14b in order to connect the bidirectional converter circuit 15 and the DCDC converter circuit 8 in parallel. The bidirectional converter side bus bars 13 a and 13 b extend in parallel and are covered with an insulating member 51 in the middle. Hereinafter, the two bus bars 13a and 13b are collectively referred to as a bidirectional converter-side bus bar 13. One end 52 of the bidirectional converter-side bus bar 13 is exposed from the insulating member 51 and is provided with a hole for connecting to the other member. The other end 53 of the bidirectional converter-side bus bar 13 is also exposed from the insulating member 51, and is provided with a hole for connecting to another member. The bidirectional converter side bus bar 13 is bent at a plurality of locations. In the vicinity of one end 52, the two bus bars 13a and 13b are arranged in the Z-axis direction, and the two bus bars 13a and 13b extend in the X-axis direction. A terminal 32 a is disposed on the side surface of the transistor unit 32 in the Y-axis direction. The battery 32 end of the bidirectional converter circuit 15 is connected to the terminal 32a by another bus bar (not shown). One end 52 is connected to the terminal 32a. This connection is realized by passing a bolt through a hole provided in one end 52 and fastening the bolt to the terminal 32a. In the vicinity of the other end 53, the two bus bars 13a and 13b are arranged in the Y-axis direction, and the two bus bars 13a and 13b extend in the X-axis direction. The bidirectional converter side bus bar 13 is bent downward in the middle, and the other end 53 is connected to the other end 63 of the DCDC converter side bus bar 14 described later.

  The DCDC converter side bus bars 14 a and 14 b also extend in parallel and are covered with an insulating member 61 in the middle. Hereinafter, the two bus bars 14a and 14b are collectively referred to as a bidirectional converter-side bus bar 14. One end 62 of the DCDC converter side bus bar 14 is exposed from the insulating member 61. The other end 63 of the DCDC converter-side bus bar 14 is exposed from the insulating member 61, and is provided with a hole for connecting to another member. In the vicinity of one end 62, the two bus bars 14a, 14b are arranged in the Y-axis direction, and the two bus bars 14a, 14b extend in the X-axis direction. One end 62 is connected to a terminal 82 located at the rear end of the substrate 80. This connection is realized by passing a bolt through a hole provided in the end 62 and the terminal 82 and fixing it. The connection portion between the end 62 and the terminal 82 corresponds to the connection point JP2 in FIG. Hereinafter, this connection site is also referred to as a connection point JP2. In the vicinity of the other end 63, the two bus bars 14a and 14b are arranged in the Y-axis direction, and the two bus bars 14 and 14b extend in the X-axis direction. The other end 63 is connected to the other end 53 of the bidirectional converter-side bus bar 13. This connection is realized by passing bolts through holes provided in both end portions 53 and 63 and fixing them. The connection part of both ends 53 and 63 corresponds to the connection point JP1 in FIG. Hereinafter, this connection site is also referred to as a connection point JP1. As shown in FIG. 3, the connection point JP <b> 2 is located directly below the rear side surface 42 c located on the rear side of the cooler cover 42 (on the X axis negative direction side).

  As shown in FIG. 3, the components of the power converter 20 (for example, the capacitor unit 31, the transistor unit 32, the reactor L <b> 1, the substrate 80, etc.) are accommodated in the case body 21. By fixing the cooler case 41 to the case body 21, each component of the power converter 20 is supported by the case body 21. The upper and lower surfaces of the case body 21 are open, the opening on the upper surface of the case body 21 is closed by the upper cover 22, and the opening on the lower surface of the case body 21 is closed by the lower cover 23. The inlet 41 a and the outlet 41 b of the cooler case 41 extend through the side surface of the case body 21 and out of the case body 21. The case main body 21 and the upper cover are provided with a terminal for connecting the motor 4 and the power converter 20, a terminal for connecting the main battery 2 and the power converter 20, the auxiliary battery 9 and the power converter 20. A terminal for connection is provided. In FIG. 3, illustration of those terminals is omitted.

  The cooler case 41 will be described with reference to FIGS. FIG. 4 is a plan view when the cooler case 41 is viewed from below (that is, when viewed from the Z-axis direction). In FIG. 4, the case main body 21, the upper cover 22, and the bidirectional converter side bus bar 13 are not shown. The cooler case 41 is provided with a refrigerant flow path 41c that is a groove through which the refrigerant passes. On the front side surface of the cooler case 41, a refrigerant inlet 41 a and a refrigerant outlet 41 b are provided. As shown in FIG. 4, the refrigerant flow path 41 c has a U shape when the cooler case 41 is viewed from below. One end of the refrigerant flow path 41c is connected to the inflow port 41a, and the other end of the refrigerant flow path 41c is connected to the outflow port 41b. That is, when viewed from above, the refrigerant flow path 41c is provided at a position separated from the rear side surface 41e opposite to the front side surface where the inflow port 41a and the outflow port 41b are located. The rear side surface 41e is a side surface located on the rear side surface 42c side of the cooler cover 42. As shown in FIG. 3, the refrigerant flow path 41 c opens at the lower surface of the cooler case 41. In addition, as shown in FIG. 4, the refrigerant | coolant flow path 41c is arrange | positioned under the reactor L1. The cooler 40 cools the heat from the reactor L1.

  A plurality of bolt holes are provided around the refrigerant flow path 41c. The cooler cover 42 is fastened to the cooler case 41 by fastening bolts to the bolt holes of the cooler cover 42 through the bolt holes of the cooler cover 42, which will be described later, corresponding one-to-one to the bolt holes. Fixed to. In FIG. 4, among the plurality of bolt holes, a bolt hole closest to the rear side surface 41 e is denoted by reference symbol B <b> 1, and a bolt hole closest to the next is denoted by reference symbol B <b> 2. The reference numerals of other bolt holes are omitted. Bolt holes B1 and B2 correspond to bolt holes B3 and B4 of the cooler cover 42 described later, respectively. In addition, a groove 41 d is provided on the lower surface of the cooler case 41 to accommodate a chevron rib 45 described later when the cooler cover 42 is assembled to the cooler case 41.

  The cooler cover 42 will be described with reference to FIGS. 3, 5, and 6. As shown in FIG. 3, the cooler cover 42 is fixed to the lower surface of the cooler case 41 so as to cover an opening in the lower surface of the cooler case 41 of the refrigerant flow path 41 c (hereinafter referred to as an opening of the refrigerant flow path 41 c). . FIG. 5 is a plan view of the cooler cover 42 as viewed from above. In FIG. 5, illustration of components other than the substrate 80 is omitted. The cooler cover 42 is provided with a groove 44 so as to surround the opening of the refrigerant flow path 41c. A seal member 43 is disposed in the groove 44, and the seal member 43 seals between the cooler case 41 and the cooler cover 42. That is, the opening of the refrigerant channel 41 c is sealed by the cooler cover 42 and the seal member 43. Further, as shown in FIG. 5, the terminal 82 of the substrate 80 is located directly below the rear side surface 42c.

  For the seal member 43, a rubber O-ring or FIPG is selected. In addition, as shown in FIG. 4, the refrigerant | coolant flow path 41c is provided with the wall 41f which separates the U-shaped upstream and downstream. Another seal member (not shown) is also disposed between the surface of the wall 41 f on the cooler cover 42 side and the cooler cover 42.

  Further, a chevron rib 45 is provided on the upper surface of the cooler cover 42. The chevron rib 45 is located between the groove 44 and the rear side surface 42c in parallel with the rear side surface 42c. The chevron rib 45 extends from the end of the upper surface of the cooler cover 42 to the end. FIG. 6 is a side view when the cooler cover 42 is viewed from the rear, that is, from the rear side 42c side. In FIG. 6, illustration of components other than the board 80 is omitted. As shown in FIG. 6, the shape of the mountain-shaped rib 45 is a mountain shape having a peaked top (Z-axis positive direction). On the other hand, as shown in FIG. 5, a plurality of bolt holes are provided around the groove 44. The plurality of bolt holes correspond one-to-one with the plurality of bolt holes of the cooler case 41 described above. In FIG. 5, the bolt hole closest to the mountain-shaped rib 45 is denoted by B <b> 3, and the bolt hole closest to the next is denoted by B <b> 4. The reference numerals of other bolt holes are omitted. Here, the top 45a of the mountain-shaped rib 45 in the mountain shape is located between the bolt holes B3 and B4 when viewed from the rear side surface 42c. That is, the mountain-shaped rib 45 is the highest between the bolt holes B3 and B4 when viewed from the rear side 42c.

  The top 45a of the mountain-shaped rib 45 will be further described. As shown in FIG. 5, when viewed from above, the top 45a is located on the vertical bisector PB of the straight line SL connecting the bolt holes B3 and B4. That is, the distance D1 between the bolt hole B3 and the top 45a in the direction in which the straight line SL extends is equal to the distance D2 between the bolt hole B4 and the top 45a. That is, the top 45a of the mountain-shaped rib 45 is located at the shortest distance from the center between the bolt holes B3 and B4.

  The effect of the first embodiment will be described. FIG. 8 is an enlarged view around the connection point JP2 of FIG. When the seal member 43 is damaged for some reason, the refrigerant flowing through the refrigerant flow path 41c of the cooler 40 may leak from the refrigerant flow path 41c. The solid line arrow shown in FIG. 7 shows the flow of the leaked refrigerant. As shown in FIG. 7, the leaked refrigerant reaches the chevron rib 45 from the refrigerant flow path 41 c beyond the seal member 43. However, the leaked refrigerant is blocked by the mountain-shaped ribs 45 and does not reach the rear side surface 42 c of the cooler cover 42. FIG. 8 is a plan view of the cooler cover 42 as seen from above, as in FIG. The solid line arrow shown in FIG. 8 also shows the flow of the leaked refrigerant as in FIG. The refrigerant that has reached the chevron ribs 45 flows out of the cooler cover 42 along the extending direction of the chevron ribs 45 (ie, the Y-axis direction), and the width direction of the cooler cover 42 (ie, Y It flows under the cooler 40 along the side surface in the axial direction. Here, the broken-line arrows shown in FIG. 7 indicate the flow of the leaked refrigerant when there is no chevron rib 45. When there is no chevron rib 45, the leaked refrigerant travels along the rear side surface 42c and reaches the substrate 80. It adheres to the terminal 82. The terminal 82 may be short-circuited by the attached refrigerant. When the chevron rib 45 is provided, the leaked refrigerant flows under the cooler 40 without reaching the rear side surface 42 c, thereby preventing the leaked refrigerant from adhering to the terminal 82 of the substrate 80.

  As described above, the power converter 20 is mounted on the hybrid vehicle 900. The rear side of the power converter 20 (that is, the X axis negative direction side) corresponds to the rear side of the hybrid vehicle 900. The configuration of the first embodiment is also effective when the hybrid vehicle 900 travels uphill. When the hybrid vehicle 900 travels uphill, the power converter 20 is inclined so that the rear side is lower than the front side. In this case, the refrigerant leaking from the cooler 40 flows from the refrigerant channel 41c toward the rear side surface 42c of the cooler cover 42. Due to the mountain-shaped ribs 45, the leaked refrigerant is prevented from adhering to the terminals 82 of the substrate 80 even when the hybrid vehicle 900 travels uphill.

  Further, when the cooler cover 42 is deformed, a gap is generated in the mating surface between the cooler cover 42 and the cooler case 41, and the sealing performance of the seal member 43 may not be sufficiently exhibited. According to the above-described configuration, the cooler cover 42 is reinforced by the mountain-shaped ribs 45 and the rigidity thereof is increased. By increasing the rigidity, deformation of the cooler cover 42 is prevented, and a gap is prevented from being generated in the mating surface between the cooler cover 42 and the cooler case 41. Moreover, the rigidity of the cooler cover 42 tends to be low between adjacent bolt holes. According to the above-described configuration, the chevron rib 45 has higher rigidity as it approaches the top 45 a of the chevron rib 45. Since the top 45a of the first rib is located between the adjacent bolt holes B3 and B4 when viewed from the rear side 42c, the top 45a reinforces the rigidity between the bolt holes B3 and B4. Can do. Furthermore, between the bolt holes B3 and B4, the closer to the center between them, the lower the rigidity. According to the above-described configuration, the top 45a of the mountain-shaped rib 45 is located at the shortest distance from the center between the bolt holes B3 and B4 where the rigidity is lowered. Therefore, the mountain-shaped rib 45 can effectively reinforce the portion where the rigidity is lowered between the bolt holes B3 and B4. In order to reinforce the rigidity between adjacent bolt holes, it is effective to increase the rigidity at a position closer to that position. The bolt hole B3 is the bolt hole closest to the chevron rib 45, and the bolt hole B4 is the bolt hole closest to the chevron rib 45 next to the bolt hole B3. The chevron ribs 45 are useful for increasing the rigidity between the bolt holes B3 and B4.

  Therefore, according to the configuration of the first embodiment, it is possible to guide the refrigerant leaking from the cooler 40 to a location different from the location where the terminal 82 of the substrate 80 is located while increasing the rigidity of the cooler cover 42. .

(Second embodiment)
The in-vehicle electronic device according to the second embodiment will be described with reference to the drawings. The on-vehicle electronic device of the second embodiment is a power converter 200 mounted on the hybrid vehicle 900 as in the first embodiment. The block diagram of the power system of the hybrid vehicle 900 equipped with the power converter 200 is the same as that of FIG. FIG. 9 is an exploded perspective view similar to FIG. 2 of the power converter 200. FIG. 10 is a side sectional view similar to FIG. 3 of the power converter 200. The power converter 200 has the same configuration as the power converter 20 of the first embodiment except that the cooler cover 242 is different. Hereinafter, the cooler cover 242 having a configuration different from that of the first embodiment will be mainly described. In the figure, in the cooler cover 242, the same components as those in the first embodiment are denoted by the same reference numerals. As shown in FIGS. 9 and 10, the cooler cover 242 is provided with V-shaped ribs 245 different from the chevron ribs 45. FIG. 11 is a plan view similar to FIG. 5 when the cooler cover 242 is viewed from above. FIG. 12 is a side view similar to FIG. 6 when the cooler cover 242 is viewed from the rear. As shown in FIGS. 10 and 11, the V-shaped rib 245 is provided on the lower surface of the cooler cover 242. The V-shaped rib 245 extends from end to end of the lower surface of the cooler cover 242 along the rear side surface 242c of the cooler cover 242. The V-shaped rib 245 is flush with the rear side surface 242c. Further, as shown in FIG. 12, the lower edge of the V-shaped rib 245 has a V-shape that is pointed downward when viewed from the rear side 242c. Further, the substrate 80 of the DCDC converter circuit 8 is located under the cooler cover 242 as in the first embodiment. The corner 245a of the V-shaped rib 245 corresponding to the corner of the V-shape is positioned so as not to overlap with the terminal 82 positioned at the rear end of the substrate 80 when viewed from above. In other words, the corners 245a of the V-shaped ribs 245 and the terminals 82 of the board 80 are shifted from each other in the width direction (that is, the Y-axis direction).

  Further, the corner 245a of the V-shaped rib 245 is located between the bolt holes B3 and B4 when viewed from the rear side surface 242c. As shown in FIG. 11, the corner 245a of the V-shaped rib 245 is located on the vertical bisector PB of the straight line SL connecting the bolt holes B3 and B4 when viewed from above. That is, the corner 245a of the V-shaped rib 245 has the same positional relationship with the bolt holes B3 and B4 as the top 45a of the mountain-shaped rib 45 of the first embodiment.

  The effect of the second embodiment will be described. FIG. 13 is an enlarged view around the connection point JP2 of FIG. A solid line arrow shown in FIG. 13 indicates the flow of the refrigerant leaking from the refrigerant flow path 41c. As shown in FIG. 13, the leaked refrigerant reaches the rear side surface 242 c from the refrigerant flow path 41 c beyond the seal member 43. FIG. 14 is a side view of the cooler cover 242 as viewed from the same as FIG. Similarly to FIG. 13, the solid line arrows shown in FIG. 14 also indicate the flow of the leaked refrigerant. The refrigerant that has reached the rear side surface 242c flows down on the rear side surface 242c, and is transmitted to the side surface of the V-shaped rib 245 that is flush with the rear side surface 242c. Then, the refrigerant transmitted to the V-shaped rib 245 gathers along the lower edge of the V-shaped rib 245 to the corner 245a of the V-shaped rib 245. As described above, the corner 245a of the V-shaped rib 245 is positioned so as not to overlap the terminal 82 when viewed from above. Therefore, the refrigerant collected at the corner 245a is dropped so as to avoid the terminal 82, and the leaked refrigerant is prevented from being transmitted to the terminal 82. The same effect can be obtained even when the hybrid vehicle 900 travels uphill.

  Further, according to the above-described configuration, the cooler cover 242 is reinforced by the V-shaped ribs 245 and the rigidity thereof is increased. Further, the V-shaped rib 245 is more rigid as it is closer to the corner 245a of the V-shaped rib 245 in the V-shape. As described above, the positional relationship between the corners 245a of the V-shaped ribs 245 and the bolt holes B3 and B4 is the same as the positional relationship with the bolt holes B3 and B4 of the top 45a of the mountain-shaped rib 45 of the first embodiment. . Therefore, the V-shaped rib 245 can increase the rigidity between the bolt holes B3 and B4, the rigidity of which is likely to be lowered, like the mountain-shaped rib 45 of the first embodiment.

  Therefore, according to the configuration of the second embodiment, the refrigerant leaking from the cooler 240 can be guided to a location different from the location where the terminal 82 of the substrate 80 is located while increasing the rigidity of the cooler cover 242. .

  “Cooler case 41” is an example of “upper case”, and “cooler cover 42” is an example of “lower case”. “Substrate 80” is an example of “electrical component”. The “mountain rib 45” of the first embodiment is an example of the “first rib”, and the “V-shaped rib” of the second embodiment is an example of the “second rib”. The bolt hole B3 is an example of a “first bolt hole”, and the bolt hole B4 is an example of a “second bolt hole”.

  Hereinafter, points to be noted regarding the technology shown in the embodiments will be described. The vehicle on which the power converter according to the embodiment is mounted may be an electric vehicle that runs only with a motor.

  The refrigerant channel 41c may be provided in the cooler cover 42, or may be provided in both the cooler case 41 and the cooler cover 42.

  The shape of the mountain-shaped rib 45 may be a mountain shape having a top that is curved when viewed from the rear side surface 42c. That is, it is only necessary that the highest portion of the chevron rib 45 be positioned between the bolt holes B3 and B4 when viewed from the rear side surface 42c.

  Specific examples of the present invention have been described in detail above, 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 this specification or the drawings exhibit technical usefulness alone or in various combinations, and are not limited to the combinations described in the claims at the time of filing. In addition, the technology exemplified in this specification or the drawings can achieve a plurality of objects at the same time, and has technical usefulness by achieving one of the objects.

2: Main battery 3: System main relay 4: Motor 5: Engine 6: Power distribution mechanism 7: Axle 8: DCDC converter circuit 9: Auxiliary battery 12a, 12b: Auxiliary machine 13: Bidirectional converter side bus bar 15: Bidirectional Converter circuit 16: Inverter circuit 20, 200: Power converter 31: Capacitor unit 32: Transistor unit 40, 240: Cooler 41: Cooler case 41c: Refrigerant flow path 42, 242: Cooler cover 42c, 242c: Rear side 43: Seal member 45: Angle rib 45a: Top of angle rib 80: Board 82: Terminal 245: V-shaped rib 245a: Corner of V-shaped rib 900: Hybrid vehicle B1, B2, B3, B4: Bolt hole C1: Filter capacitor C2: Smoothing capacitor L1: Reactor

Claims (2)

An in-vehicle electronic device,
An upper case and a lower case fixed below the upper case are provided, and at least one of the mutually facing surfaces of the upper case and the lower case is provided with a groove serving as a liquid refrigerant flow path. A cooler fixed to the upper case so that the lower case seals the groove with bolts fastened to a plurality of bolt holes provided around the groove;
An electrical component fixed under the lower case and provided with a terminal directly under one side of the lower case;
With
The groove is provided at a position spaced from the one side surface when viewed from above,
On the upper surface of the lower case, a first rib extending from one end of the upper surface to the other end is provided in parallel with the one side surface between the groove and the one side surface,
With respect to the first bolt hole closest to the first rib and the second bolt hole closest to the second bolt hole among the plurality of bolt holes, the first rib is the first when viewed from the one side. The highest between the bolt hole and the second bolt hole,
In-vehicle electronic device characterized by the above. An in-vehicle electronic device,
An upper case and a lower case fixed below the upper case are provided, and at least one of the mutually facing surfaces of the upper case and the lower case is provided with a groove serving as a liquid refrigerant flow path. A cooler fixed to the upper case so that the lower case seals the groove;
An electrical component fixed under the lower case and provided with a terminal directly under one side of the lower case;
With
The lower surface of the lower case extends from the lower surface to the end along the one side surface, and is provided with a second rib that is flush with the one side surface,
The shape of the lower edge of the second rib is V-shaped when viewed from the one side surface,
The corners of the V shape are positioned so as not to overlap the terminals when viewed from above.
In-vehicle electronic device characterized by the above.

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