WO2014045708A1 - Vehicle-mounted power unit - Google Patents

Vehicle-mounted power unit Download PDF

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Publication number
WO2014045708A1
WO2014045708A1 PCT/JP2013/070090 JP2013070090W WO2014045708A1 WO 2014045708 A1 WO2014045708 A1 WO 2014045708A1 JP 2013070090 W JP2013070090 W JP 2013070090W WO 2014045708 A1 WO2014045708 A1 WO 2014045708A1
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WIPO (PCT)
Prior art keywords
inverter
vehicle
distribution module
power distribution
power
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PCT/JP2013/070090
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French (fr)
Japanese (ja)
Inventor
辰弥 進藤
宏行 渋井
豪成 奥山
敦明 横山
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日産自動車株式会社
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Publication of WO2014045708A1 publication Critical patent/WO2014045708A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the present invention relates to an arrangement of a high voltage device mounted on an electric vehicle or a plug-in hybrid drive vehicle.
  • Electric vehicles and plug-in hybrid drive vehicles are equipped with high-power devices such as electric motors, inverters, batteries, battery chargers, and junction boxes. These devices are electrically connected by a high voltage cable.
  • JP2001-097052A issued by the Japan Patent Office in 2001, proposes a structure for mounting an inverter on a vehicle in order to prevent disconnection of a high-voltage cable against the impact of the vehicle.
  • the electrical connection using the high voltage cable has a high cost as well as the following problems regarding the arrangement of the high voltage cable.
  • the high-voltage cable is difficult to bend from the beginning, and the arrangement route is also restricted from the viewpoint of absorbing the vibration of the electric motor. Also, the cable diameter is likely to be limited. In order to increase the output of an electric motor, it is indispensable to cope with a large current of a high voltage cable. However, due to such limitations, it is difficult to realize a large current of a high voltage cable.
  • the present invention has been made to solve the above-mentioned problems related to the arrangement of high-voltage cables for connecting high-voltage devices, and is intended to shorten the connection distance of high-voltage cables in electric vehicles and plug-in hybrid drive vehicles. Objective.
  • a vehicle-mounted high power unit includes an electric motor, an inverter, and a power distribution module to which a high voltage cable is connected.
  • the inverter is fixed on the electric motor
  • the power distribution module is fixed on the inverter.
  • FIG. 1 is a front view of a vehicle-mounted high power unit according to the first embodiment of the present invention.
  • FIG. 2 is a schematic vertical view of the power distribution module according to the first embodiment of the present invention.
  • FIG. 3 is a rear view of the on-vehicle high power unit.
  • FIG. 4 is a side view of the main part of the on-vehicle high power unit.
  • FIG. 5 is a side view of the vehicle-mounted high power unit viewed from the opposite direction to
  • FIG. 6A and 6B are a front view and a plan view of a vehicle-mounted high-power unit according to the second embodiment of the present invention relating to the arrangement of bus bars.
  • a vehicle-mounted high power unit 1 is disposed on an electric motor 2, an inverter 3 disposed on the electric motor 2, and an inverter 3. It consists of a power distribution module 4.
  • the high power unit 1 is mounted in a portion corresponding to an engine room of a vehicle such as an electric vehicle or a plug-in hybrid drive vehicle.
  • FIG. 1 corresponds to a front view of the high power unit 1 as viewed from the traveling direction of the vehicle.
  • the electric motor 2 functions as a power source for the vehicle.
  • the electric motor 2 is composed of, for example, an AC synchronous motor.
  • the electric motor 2 is operated by power supply from a battery (not shown) mounted on the vehicle.
  • the inverter 3 performs control including conversion between alternating current and direct current with respect to the supply current from the battery to the electric motor 2 and the charging current from the outside to the battery.
  • the high-power unit 1 by configuring the high-power unit 1 with the electric motor 2, the inverter 3, and the power distribution module 4 stacked in the vertical direction, the length of the high-voltage cable connecting these components can be shortened. As a result of the integration, the length of the cooling pipe for cooling the high voltage unit 1 is also shortened. Therefore, it is possible to reduce the cost of the on-vehicle high-power equipment including the high-power unit 1 and to obtain a favorable effect for reducing the space required for arranging the high-power equipment.
  • the power distribution module 4 includes a junction box (J-BOX) 11 for connecting and branching a high voltage cable, a DC / DC converter 12 for changing a DC voltage, a battery using externally supplied power. And an on-board charger (OBC) 13 for charging. As shown by the arrows in FIG. 2, the power distribution module 4 has a DC / DC converter 12 and an OBC 13 mounted on the front and a J-Box 11 mounted on the rear in the traveling direction of the vehicle.
  • J-BOX junction box
  • OBC on-board charger
  • the battery is mounted under the vehicle floor.
  • the high voltage harness 5 including a plurality of bundled high voltage cables connecting the battery and the J-Box 11 is disposed on the back surface of the high voltage unit 1.
  • the J-Box 11 is housed in the power distribution module 4 at the top of the high voltage unit 1.
  • One end of the high voltage harness 5 is connected to a connection portion 15 provided on the back surface of the power distribution module 4. Therefore, the high voltage harness 5 extends downward from the uppermost portion of the high voltage unit 1 along the back surface of the high voltage unit 1 and is bent by approximately 90 degrees to be connected to the battery under the floor.
  • Arranging the J-Box 11 at the rear of the power distribution module 4 has a favorable effect in protecting the high-voltage harness 5 connected to the J-Box 11 from an impact at the time of a vehicle collision.
  • the J-BOX 11 by bending the J-BOX 11 into the power distribution module 4 disposed at the top of the high-voltage unit 1, the bending of the high-voltage harness 5 extending from the J-BOX 11 at a higher position to the battery under the floor A large radius can be set.
  • the high voltage cable constituting the high voltage harness 5 may need to have a large diameter for securing current capacity. If the bending radius of the high voltage harness 5 is small, it is difficult to increase the diameter of the high voltage cable. However, if the bending radius of the high voltage harness 5 is large, the diameter of the high voltage cable can be increased. Therefore, it is preferable to provide the J-BOX 11 at the rear part of the uppermost power distribution module 4 of the high voltage unit 1 in order to increase the capacity of the high voltage cable.
  • an additional device such as a boost converter has been required to increase the output of the electric motor 2 due to the limitation on the diameter of the high voltage cable.
  • the capacity of the high-voltage cable can be increased, so that the output of the electric motor 2 can be increased without such an additional device.
  • the high-voltage harness 5 that extends downward from the connection portion 15 with the power distribution module 4 toward the battery under the floor is fixed to the high-power unit 1 via the bracket 16 on the way.
  • the position of the bracket 16 is set in the vicinity of the inverter 3 located in the middle stage between the electric motor 2 and the power distribution module 4.
  • the necessary number of brackets 16 necessary for fixing the high voltage harness 5 is reduced.
  • the high-power unit 1 As the vehicle accelerates and decelerates, the high-power unit 1 is subjected to a swinging pressure centered on the roll axis R shown in FIG.
  • the bracket 16 is disposed near the roll axis R.
  • the concave portion 2A is formed on the top of the electric motor 2
  • the convex portion 3A that engages with the concave portion 2A is formed on the bottom surface of the inverter 3
  • the convex portion 3A is engaged with the concave portion 2A while the inverter 3 is It is fixed on the electric motor 2.
  • FIG. it is possible to set such a concave-convex relationship between the inverter 3 and the power distribution module 4.
  • the overall height of the high voltage unit 1 can be reduced while satisfying the requirements regarding the arrangement of the components inside the electric motor 2, the inverter 3, and the power distribution module 4 constituting the high voltage unit 1. It can be kept low. This is also preferable for shortening the high-power connection distance between the units.
  • the upper surface 3B of the inverter 3 is formed in a plane. Further, the bottom surface 4B of the power distribution module 4 is also formed in a plane. The power distribution module 4 is fixed on the inverter 3 with the bottom surface 4B in close contact with the top surface 3B of the inverter 3.
  • fixing the power distribution module 4 and the inverter 3 in a state where the planes are in contact with each other with no gap is preferable in order to suppress the height of the high power unit 1 as a whole.
  • FIGS. 6A and 6B A second embodiment of the present invention will be described with reference to FIGS. 6A and 6B.
  • This embodiment relates to the arrangement of bus bars.
  • the inverter 3 includes an input bus bar 21 and an output bus bar 22.
  • the input bus bar 21 is composed of a PN terminal.
  • the output bus bar 22 is constituted by a UVW terminal.
  • the inverter 3 includes a PM input electrode 23 and a PM output electrode 24 of the core power module (PM).
  • the input bus bar 21 and the PM output electrode 23 are provided on the same surface of the inverter 3, and the output bus bar 22 and the PM output electrode 24 are provided on the same surface of the inverter 3.
  • the PM output electrode 23 is provided on the back surface of the inverter 3 with respect to the traveling direction of the vehicle, and the input bus bar 21 protrudes from the PM input electrode 23.
  • the PM output electrode 24 is provided on the front surface of the inverter 2, and the output bus bar 22 protrudes from the PM output electrode 24.
  • the input bus bar 21 is connected to the J-BOX 11 above the inverter 3 as shown by the broken line in FIG. 6A. Further, it is connected to the high voltage harness 5 via the J-BOX 11.
  • the output bus bar 22 is connected to the electrode of the electric motor 2 below the inverter 3 as shown by a broken line in FIG. 6A.
  • the other configuration of the high voltage unit 1 is the same as that of the first embodiment.
  • the input bus bar 21 and the PM input electrode 23 are provided on the same surface of the inverter 3, and the output bus bar 22 and the PM output electrode 24 are provided on the same surface of the inverter 3, thereby connecting the bus bar and the PM electrode.
  • the input bus bar 21 and the PM input electrode 23 can be provided on the front surface of the inverter 3 in the same manner as the output bus bar 22 and the PM output electrode 24 as shown by the broken line in FIG. 6B.
  • the high power unit 1 is formed by stacking and integrating the electric motor, the inverter, and the power distribution module in the vertical direction, the length of the high voltage cable connecting them can be shortened. As a result of the integration, the length of the cooling pipe for cooling the high voltage device is also shortened. In addition, the number of brackets necessary for the arrangement of the high voltage cable can be reduced. Further, the high voltage cable extending from the uppermost power distribution module to the floor direction can be set to have a large bending diameter.

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  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Abstract

This vehicle-mounted power unit is provided with an electric motor, and inverter, and a power distribution module. The inverter is affixed on the electric motor, and the power distribution module is affixed on the inverter, and so a reduction in the length of high-voltage cables connecting same is achieved.

Description

車両搭載用強電ユニットHigh power unit for on-vehicle use
　本発明は、電気自動車やプラグイン方式のハイブリッド駆動自動車に搭載される強電装置の配置に関する。 The present invention relates to an arrangement of a high voltage device mounted on an electric vehicle or a plug-in hybrid drive vehicle.
　電気自動車やプラグイン方式のハイブリッド駆動自動車には、電動モータ、インバータ、バッテリ、バッテリチャージャ、ジャンクションボックスなどの強電装置が搭載される。これらの装置間は高電圧ケーブルで電気的に接続される。 Electric vehicles and plug-in hybrid drive vehicles are equipped with high-power devices such as electric motors, inverters, batteries, battery chargers, and junction boxes. These devices are electrically connected by a high voltage cable.
　日本国特許庁が２００１年に発行した、ＪＰ２００１－０９７０５２Ａは、車両が被る衝撃に対して、高電圧ケーブルの断線を防止するための、車両へのインバータの搭載構造を提案している。 JP2001-097052A, issued by the Japan Patent Office in 2001, proposes a structure for mounting an inverter on a vehicle in order to prevent disconnection of a high-voltage cable against the impact of the vehicle.
　高電圧ケーブルによる電気接続は、高電圧ケーブル自体のコストが高いうえに、高電圧ケーブルの配置に関しても次のような問題がある。 The electrical connection using the high voltage cable has a high cost as well as the following problems regarding the arrangement of the high voltage cable.
　すなわち、高電圧ケーブルはもともと曲げにくく、電動モータの揺動吸収の観点からも配置の経路に制限を受けやすい。また、ケーブル径にも制限を受けやすい。電動モータの高出力化には、高電圧ケーブルの大電流対応が不可欠であるが、こうした制限のために、高電圧ケーブルの大電流対応を実現することは難しい。 That is, the high-voltage cable is difficult to bend from the beginning, and the arrangement route is also restricted from the viewpoint of absorbing the vibration of the electric motor. Also, the cable diameter is likely to be limited. In order to increase the output of an electric motor, it is indispensable to cope with a large current of a high voltage cable. However, due to such limitations, it is difficult to realize a large current of a high voltage cable.
　また、高電圧ケーブルを車両の所定位置に係止するため、各所に固定用ブラケットを配置する必要がある。こうした固定用ブラケットを多く使用することは重量増やコスト増を招く。 Also, in order to lock the high voltage cable at a predetermined position of the vehicle, it is necessary to arrange fixing brackets at various places. The use of many such fixing brackets causes an increase in weight and cost.
　さらに、高電圧ケーブルが長いと、高電圧ケーブルが接続する強電機器の冷却のための配管も長くなることは避けられない。 Furthermore, if the high-voltage cable is long, it is inevitable that the piping for cooling the high-voltage equipment to which the high-voltage cable is connected will be long.
　本発明は、強電装置を接続する高電圧ケーブルの配置に関する上記の問題点を解決すべくなされたもので、電気自動車やプラグイン方式のハイブリッド駆動自動車における高電圧ケーブルの接続距離を短縮することを目的とする。 The present invention has been made to solve the above-mentioned problems related to the arrangement of high-voltage cables for connecting high-voltage devices, and is intended to shorten the connection distance of high-voltage cables in electric vehicles and plug-in hybrid drive vehicles. Objective.
　以上の目的を達成するために、本発明のある態様による車両搭載用強電ユニットは、電動モータと、インバータと、高電圧ケーブルが接続される配電モジュールとを備えている。この車両搭載用強電ユニットにおいては、インバータを電動モータの上に固定し、インバータの上に配電モジュールを固定している。 To achieve the above object, a vehicle-mounted high power unit according to an aspect of the present invention includes an electric motor, an inverter, and a power distribution module to which a high voltage cable is connected. In this on-vehicle high power unit, the inverter is fixed on the electric motor, and the power distribution module is fixed on the inverter.
図１は、本発明の第１の実施形態による車両搭載用強電ユニットの正面図である。FIG. 1 is a front view of a vehicle-mounted high power unit according to the first embodiment of the present invention. 図２は、本発明の第１の実施形態による配電モジュールの概略縦面図である。FIG. 2 is a schematic vertical view of the power distribution module according to the first embodiment of the present invention. 図３は、車両搭載用強電ユニットの背面図である。FIG. 3 is a rear view of the on-vehicle high power unit. 図４は、車両搭載用強電ユニットの要部側面図である。FIG. 4 is a side view of the main part of the on-vehicle high power unit. 図５は、図４と反対方向から眺めた車両搭載用強電ユニットの側面図である。FIG. 5 is a side view of the vehicle-mounted high power unit viewed from the opposite direction to FIG. 図６Ａと６Ｂは、バスバーの配置に関する本発明の第２の実施形態による車両搭載用強電ユニットの正面図及び平面図である。6A and 6B are a front view and a plan view of a vehicle-mounted high-power unit according to the second embodiment of the present invention relating to the arrangement of bus bars.
　以下、添付図面を参照しながら本発明の実施形態について説明する。 Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.
　図１を参照すると、本発明の第１の実施形態による車両搭載用の強電ユニット１は、電動モータ２と、電動モータ２の上に配置されたインバータ３と、インバータ３の上に配置された配電モジュール４からなる。強電ユニット１は電気自動車やプラグイン方式のハイブリッド駆動自動車などの車両のエンジンルーム相当部分に搭載される。図１は車両の走行方向から強電ユニット１を眺めた正面図に相当する。 Referring to FIG. 1, a vehicle-mounted high power unit 1 according to a first embodiment of the present invention is disposed on an electric motor 2, an inverter 3 disposed on the electric motor 2, and an inverter 3. It consists of a power distribution module 4. The high power unit 1 is mounted in a portion corresponding to an engine room of a vehicle such as an electric vehicle or a plug-in hybrid drive vehicle. FIG. 1 corresponds to a front view of the high power unit 1 as viewed from the traveling direction of the vehicle.
　電動モータ２は車両の動力源として機能する。電動モータ２は例えば交流同期モータで構成される。電動モータ２は車両に搭載された図示されないバッテリからの電力供給により運転される。インバータ３はバッテリから電動モータ２への供給電流及び外部からバッテリへの充電電流に関して、交流と直流の変換を含む制御を行う。 The electric motor 2 functions as a power source for the vehicle. The electric motor 2 is composed of, for example, an AC synchronous motor. The electric motor 2 is operated by power supply from a battery (not shown) mounted on the vehicle. The inverter 3 performs control including conversion between alternating current and direct current with respect to the supply current from the battery to the electric motor 2 and the charging current from the outside to the battery.
　このように、上下方向に積層された電動モータ２とインバータ３と配電モジュール４とで強電ユニット１を構成することにより、これらのコンポーネント間を接続する高電圧ケーブルの長さを短縮できる。一体化の結果、強電ユニット１を冷却する冷却配管の長さも短縮される。したがって、強電ユニット１を含む車両搭載用の強電設備のコストを削減し、強電設備配置に要するスペースの削減に好ましい効果が得られる。 Thus, by configuring the high-power unit 1 with the electric motor 2, the inverter 3, and the power distribution module 4 stacked in the vertical direction, the length of the high-voltage cable connecting these components can be shortened. As a result of the integration, the length of the cooling pipe for cooling the high voltage unit 1 is also shortened. Therefore, it is possible to reduce the cost of the on-vehicle high-power equipment including the high-power unit 1 and to obtain a favorable effect for reducing the space required for arranging the high-power equipment.
　図２を参照すると、配電モジュール４は高電圧ケーブルの結合と分岐などを行うジャンクションボックス（Ｊ－ＢＯＸ）１１と、直流電圧を変化させるＤＣ／ＤＣコンバータ１２、外部からの供給電力を用いてバッテリに充電を行うオンボードチャージャ（ＯＢＣ）１３とを備える。図２の矢印に示すように、配電モジュール４は車両の進行方向に関して前部にＤＣ／ＤＣコンバータ１２とＯＢＣ１３を搭載し、後部にＪ－Ｂｏｘ１１を搭載する。 Referring to FIG. 2, the power distribution module 4 includes a junction box (J-BOX) 11 for connecting and branching a high voltage cable, a DC / DC converter 12 for changing a DC voltage, a battery using externally supplied power. And an on-board charger (OBC) 13 for charging. As shown by the arrows in FIG. 2, the power distribution module 4 has a DC / DC converter 12 and an OBC 13 mounted on the front and a J-Box 11 mounted on the rear in the traveling direction of the vehicle.
　バッテリは車両の床下に搭載される。 The battery is mounted under the vehicle floor.
　図３－図５を参照すると、バッテリとＪ－Ｂｏｘ１１とを接続する束ねられた複数の高電圧ケーブルからなる高電圧ハーネス５は、強電ユニット１の背面に配置される。Ｊ－Ｂｏｘ１１は強電ユニット１の最上部の配電モジュール４内に収装される。高電圧ハーネス５の一端は配電モジュール４の背面に設けた接続部１５に接続される。高電圧ハーネス５はしたがって、強電ユニット１の最上部から強電ユニット１の背面に沿って下向きに伸び略９０度屈曲して床下のバッテリに接続される。Ｊ－Ｂｏｘ１１を配電モジュール４の後部に配置することは、Ｊ－Ｂｏｘ１１に接続される高電圧ハーネス５を車両の衝突時の衝撃から保護する上で好ましい効果をもたらす。 3 to 5, the high voltage harness 5 including a plurality of bundled high voltage cables connecting the battery and the J-Box 11 is disposed on the back surface of the high voltage unit 1. The J-Box 11 is housed in the power distribution module 4 at the top of the high voltage unit 1. One end of the high voltage harness 5 is connected to a connection portion 15 provided on the back surface of the power distribution module 4. Therefore, the high voltage harness 5 extends downward from the uppermost portion of the high voltage unit 1 along the back surface of the high voltage unit 1 and is bent by approximately 90 degrees to be connected to the battery under the floor. Arranging the J-Box 11 at the rear of the power distribution module 4 has a favorable effect in protecting the high-voltage harness 5 connected to the J-Box 11 from an impact at the time of a vehicle collision.
　また、Ｊ－ＢＯＸ１１を、強電ユニット１の最上部に配置される配電モジュール４に収装することで、高い位置にあるＪ－ＢＯＸ１１から床下のバッテリへと延設される高電圧ハーネス５の屈曲半径を大きく設定することが可能となる。高電圧ハーネス５を構成する高電圧ケーブルは電流容量の確保のために大径化を必要とする場合がある。高電圧ハーネス５の屈曲半径が小さいと高電圧ケーブルの大径化は難しいが、高電圧ハーネス５の屈曲半径が大きければ高電圧ケーブルの大径化も可能となる。したがって、Ｊ－ＢＯＸ１１を強電ユニット１の最上部の配電モジュール４の後部に設けることは、高電圧ケーブルの大容量化を可能にするうえで好ましい。 Further, by bending the J-BOX 11 into the power distribution module 4 disposed at the top of the high-voltage unit 1, the bending of the high-voltage harness 5 extending from the J-BOX 11 at a higher position to the battery under the floor A large radius can be set. The high voltage cable constituting the high voltage harness 5 may need to have a large diameter for securing current capacity. If the bending radius of the high voltage harness 5 is small, it is difficult to increase the diameter of the high voltage cable. However, if the bending radius of the high voltage harness 5 is large, the diameter of the high voltage cable can be increased. Therefore, it is preferable to provide the J-BOX 11 at the rear part of the uppermost power distribution module 4 of the high voltage unit 1 in order to increase the capacity of the high voltage cable.
　従来は、高電圧ケーブルの大径化の制限により、電動モータ２を高出力化するためには、昇圧コンバータなどの追加装置を必要としていた。この強電ユニット１の上記構成によれば、高電圧ケーブルの大容量化が可能となるので、こうした追加装置なしに電動モータ２の高出力化を図ることができる。 Conventionally, an additional device such as a boost converter has been required to increase the output of the electric motor 2 due to the limitation on the diameter of the high voltage cable. According to the above configuration of the high-power unit 1, the capacity of the high-voltage cable can be increased, so that the output of the electric motor 2 can be increased without such an additional device.
　配電モジュール４との接続部１５から床下のバッテリに向けと下向きに延びる高電圧ハーネス５は途中でブラケット１６を介して強電ユニット１に固定される。このブラケット１６の位置は、電動モータ２と配電モジュール４の間の中段に位置するインバータ３の付近に設定される。なお、高電圧ハーネス５の屈曲半径を大きく設定することで、高電圧ハーネス５の固定に必要なブラケット１６の必要数も少なくなる。 The high-voltage harness 5 that extends downward from the connection portion 15 with the power distribution module 4 toward the battery under the floor is fixed to the high-power unit 1 via the bracket 16 on the way. The position of the bracket 16 is set in the vicinity of the inverter 3 located in the middle stage between the electric motor 2 and the power distribution module 4. In addition, by setting the bending radius of the high voltage harness 5 large, the necessary number of brackets 16 necessary for fixing the high voltage harness 5 is reduced.
　車両の走行中の加減速に伴い、強電ユニット１には図５に示すロール軸Ｒを中心とする揺動圧力が作用する。ブラケット１６はこのロール軸Ｒの近くに配置される。ブラケット１６をロール軸Ｒの近くに設けることで、強電ユニット１の揺動に伴うブラケット１６の変位を小さく抑えることができる。その結果、高電圧ハーネス５に大きな曲げ加重が加わるのを防止することができる。 As the vehicle accelerates and decelerates, the high-power unit 1 is subjected to a swinging pressure centered on the roll axis R shown in FIG. The bracket 16 is disposed near the roll axis R. By providing the bracket 16 near the roll axis R, the displacement of the bracket 16 due to the swinging of the high voltage unit 1 can be suppressed small. As a result, it is possible to prevent a large bending load from being applied to the high voltage harness 5.
　一方、ブラケット１６をロール軸Ｒの近くに設けることで、図５に示すブラケット１６と接続部１５との距離Ｄを大きく取ることができる。これは、強電ユニット１のロール軸Ｒを中心とする揺動時に、高電圧ハーネス５が接続部１５に及ぼす荷重を低減する効果をもたらす。 On the other hand, by providing the bracket 16 near the roll axis R, the distance D between the bracket 16 and the connecting portion 15 shown in FIG. This brings about the effect of reducing the load that the high-voltage harness 5 exerts on the connecting portion 15 when the high-voltage unit 1 swings around the roll axis R.
　再び図１を参照して、強電ユニット１を構成する電動モータ２、インバータ３、及び配電モジュール４の相互の接合構造について説明する。 Referring to FIG. 1 again, the joint structure of the electric motor 2, the inverter 3, and the power distribution module 4 constituting the high-power unit 1 will be described.
　この実施形態では、電動モータ２の上部に凹部２Ａを形成し、インバータ３の底面に凹部２Ａと係合する凸部３Ａを形成し、凸部３Ａを凹部２Ａに係合させつつ、インバータ３を電動モータ２の上に固定する。なお、電動モータ２とインバータ３のそれぞれの構成部材の要求に応じて、凹部をインバータ３に設け、凸部を電動モータ２に設けることも可能である。さらに、インバータ３と配電モジュール４の間にこのような凹凸関係を設定することも可能である。 In this embodiment, the concave portion 2A is formed on the top of the electric motor 2, the convex portion 3A that engages with the concave portion 2A is formed on the bottom surface of the inverter 3, and the convex portion 3A is engaged with the concave portion 2A while the inverter 3 is It is fixed on the electric motor 2. In addition, according to the request | requirement of each structural member of the electric motor 2 and the inverter 3, it is also possible to provide a recessed part in the inverter 3, and to provide a convex part in the electric motor 2. FIG. Furthermore, it is possible to set such a concave-convex relationship between the inverter 3 and the power distribution module 4.
　このような凹凸構造を用いることで、強電ユニット１を構成する電動モータ２、インバータ３，及び配電モジュール４の内部の各構成部材の配置に関する要求を満たしつつ、強電ユニット１の全体の高さを低く抑えることができる。これは、ユニット間の強電接続距離を短くするうえでも好ましい。 By using such a concavo-convex structure, the overall height of the high voltage unit 1 can be reduced while satisfying the requirements regarding the arrangement of the components inside the electric motor 2, the inverter 3, and the power distribution module 4 constituting the high voltage unit 1. It can be kept low. This is also preferable for shortening the high-power connection distance between the units.
　一方、インバータ３の上面３Ｂは平面に形成される。また、配電モジュール４の底面４Ｂも平面に形成される。配電モジュール４は底面４Ｂをインバータ３の上面３Ｂに密接させた状態で、インバータ３の上に固定される。 On the other hand, the upper surface 3B of the inverter 3 is formed in a plane. Further, the bottom surface 4B of the power distribution module 4 is also formed in a plane. The power distribution module 4 is fixed on the inverter 3 with the bottom surface 4B in close contact with the top surface 3B of the inverter 3.
　このように平面同士が隙間なく接する状態で配電モジュール４とインバータ３とを固定することは、強電ユニット１全体の高さを抑えるうえで好ましい。電動モータ２とインバータ３との接合面を平面に形成することももちろん可能である。 In this way, fixing the power distribution module 4 and the inverter 3 in a state where the planes are in contact with each other with no gap is preferable in order to suppress the height of the high power unit 1 as a whole. Of course, it is also possible to form the joint surface of the electric motor 2 and the inverter 3 in a plane.
　図６Ａと６Ｂを参照して、本発明の第２の実施形態を説明する。 A second embodiment of the present invention will be described with reference to FIGS. 6A and 6B.
　この実施形態はバスバーの配置に関する。 This embodiment relates to the arrangement of bus bars.
　インバータ３は入力バスバー２１と出力バスバー２２を備える。入力バスバー２１はＰＮ端子で構成される。出力バスバー２２はＵＶＷ端子で構成される。また、インバータ３は中核となるパワーモジュール（ＰＭ）のＰＭ入力用電極２３とＰＭ出力用電極２４とを備える。 The inverter 3 includes an input bus bar 21 and an output bus bar 22. The input bus bar 21 is composed of a PN terminal. The output bus bar 22 is constituted by a UVW terminal. The inverter 3 includes a PM input electrode 23 and a PM output electrode 24 of the core power module (PM).
　この実施形態では、入力バスバー２１とＰＭ出力用電極２３とをインバータ３の同一面に設ける、また、出力バスバー２２とＰＭ出力用電極２４とをインバータ３の同一面に設ける。具体的には、ＰＭ出力用電極２３を車両の走行方向に関してインバータ３の背面に設け、ＰＭ入力用電極２３から入力バスバー２１を突出させる。また、ＰＭ出力用電極２４をインバータ２の前面に設け、ＰＭ出力用電極２４から出力バスバー２２を突出させる。 In this embodiment, the input bus bar 21 and the PM output electrode 23 are provided on the same surface of the inverter 3, and the output bus bar 22 and the PM output electrode 24 are provided on the same surface of the inverter 3. Specifically, the PM output electrode 23 is provided on the back surface of the inverter 3 with respect to the traveling direction of the vehicle, and the input bus bar 21 protrudes from the PM input electrode 23. Further, the PM output electrode 24 is provided on the front surface of the inverter 2, and the output bus bar 22 protrudes from the PM output electrode 24.
　入力バスバー２１は、図６Ａの破線に示されるように、インバータ３の上方のＪ－ＢＯＸ１１に接続される。さらに、Ｊ－ＢＯＸ１１を介して高電圧ハーネス５に接続される。出力バスバー２２は図６Ａの破線に示されるように、インバータ３の下方の電動モータ２の電極に接続される。 The input bus bar 21 is connected to the J-BOX 11 above the inverter 3 as shown by the broken line in FIG. 6A. Further, it is connected to the high voltage harness 5 via the J-BOX 11. The output bus bar 22 is connected to the electrode of the electric motor 2 below the inverter 3 as shown by a broken line in FIG. 6A.
　強電ユニット１のその他の構成は第１の実施形態と同一である。 The other configuration of the high voltage unit 1 is the same as that of the first embodiment.
　このように入力バスバー２１とＰＭ入力用電極２３とをインバータ３の同一面に設け、出力バスバー２２とＰＭ出力用電極２４とをインバータ３の同一面に設けることで、バスバーとＰＭ電極との接続をそれぞれ最短距離で行なうことができる。接続距離の短縮に関しては、一方の組み合わせのみをインバータ３の同一面に設けることでも相応の効果が得られる。 In this way, the input bus bar 21 and the PM input electrode 23 are provided on the same surface of the inverter 3, and the output bus bar 22 and the PM output electrode 24 are provided on the same surface of the inverter 3, thereby connecting the bus bar and the PM electrode. Can be performed at the shortest distance. For shortening the connection distance, a corresponding effect can be obtained by providing only one combination on the same surface of the inverter 3.
　なお、入力バスバー２１とＰＭ入力用電極２３を、図６Ｂの破線に示すように、出力バスバー２２とＰＭ出力用電極２４と同様にインバータ３の前面に設けることも可能である。 Note that the input bus bar 21 and the PM input electrode 23 can be provided on the front surface of the inverter 3 in the same manner as the output bus bar 22 and the PM output electrode 24 as shown by the broken line in FIG. 6B.
　以上のように、強電ユニット１は電動モータと、インバータと、配電モジュールとを上下方向に積層して一体化したので、これらを接続する高電圧ケーブルの長さを短縮できる。一体化の結果、強電装置を冷却する冷却配管の長さも短縮される。また、高電圧ケーブルの配置に必要なブラケットの数を低減できる。さらに、最上段の配電モジュールから床下方向へ延設される高電圧ケーブルは曲がりの径を大きく設定することが可能となる。 As described above, since the high power unit 1 is formed by stacking and integrating the electric motor, the inverter, and the power distribution module in the vertical direction, the length of the high voltage cable connecting them can be shortened. As a result of the integration, the length of the cooling pipe for cooling the high voltage device is also shortened. In addition, the number of brackets necessary for the arrangement of the high voltage cable can be reduced. Further, the high voltage cable extending from the uppermost power distribution module to the floor direction can be set to have a large bending diameter.
　以上、本発明の実施形態について説明したが、上記実施形態は本発明の適用例の一部を示したに過ぎず、本発明の技術的範囲を上記実施形態の具体的構成に限定する趣旨ではない。 The embodiment of the present invention has been described above. However, the above embodiment only shows a part of application examples of the present invention, and the technical scope of the present invention is limited to the specific configuration of the above embodiment. Absent.
　本願は２０１２年９月２１日に日本国特許庁に出願された特願２０１２―２０８３６０号に基づく優先権を主張し、この出願の全ての内容は参照により本明細書に組み込まれる。 This application claims priority based on Japanese Patent Application No. 2012-208360 filed with the Japan Patent Office on September 21, 2012, the entire contents of which are incorporated herein by reference.

Claims (8)

  1. 　電動モータと、インバータと、高電圧ハーネスが接続される配電モジュールとを備え、
    　電動モータの上にインバータを固定し、インバータの上に配電モジュールを固定した、車両搭載用強電ユニット。     An electric motor, an inverter, and a power distribution module to which a high voltage harness is connected;
    A vehicle-mounted high-power unit with an inverter fixed on the electric motor and a power distribution module fixed on the inverter.
  2. 　配電モジュールとインバータとの接続とを行なうバスバーと、インバータと電動モータとの接続を行なうバスバーと、をさらに備える請求項１の車両搭載用強電ユニット。 The vehicle-mounted high power unit according to claim 1, further comprising: a bus bar for connecting the power distribution module and the inverter; and a bus bar for connecting the inverter and the electric motor.
  3. 　配電モジュールは高電圧ハーネスを接続するジャンクションボックスを含む請求項１の車両搭載用強電ユニット。 2. The on-vehicle high power unit according to claim 1, wherein the power distribution module includes a junction box for connecting a high voltage harness.
  4. 　配電モジュールはさらに、ＤＣ／ＤＣコンバータ及び充電器を含み、配電モジュール内でジャンクションボックスはＤＣ／ＤＣコンバータ及び充電器よりも車両の後方寄りに配置される、請求項３の車両搭載用強電ユニット。 The power distribution module according to claim 3, wherein the power distribution module further includes a DC / DC converter and a charger, and the junction box is disposed closer to the rear of the vehicle than the DC / DC converter and the charger in the power distribution module.
  5. 　車両搭載用強電ユニットは車両の走行や停止に伴う揺動の中心となるロール軸を有し、ロール軸に近い位置において高電圧ハーネスを車両搭載用強電ユニットに係止するブラケットをさらに備える、請求項３の車両搭載用強電ユニット。 The vehicle-mounted high-power unit has a roll shaft that is a center of swinging when the vehicle is running or stopped, and further includes a bracket that locks the high-voltage harness to the vehicle-mounted high-power unit near the roll shaft. Item 3. On-vehicle high power unit.
  6. 　電動モータと、インバータと、配電モジュールのうち少なくとも２つの隣接する要素の一方に凹部を形成し、もう一方に凹部と係合する凸部を形成した、請求項１から５のいずれかの車両搭載用強電ユニット。 The vehicle mounting according to any one of claims 1 to 5, wherein a concave portion is formed in one of at least two adjacent elements of the electric motor, the inverter, and the power distribution module, and a convex portion that engages with the concave portion is formed in the other. High power unit.
  7. 　電動モータと、インバータと、配電モジュールのうち少なくとも２つの隣接する要素の一方ともう一方とにそれぞれ平面を形成し、これらの平面を接した状態で、電動モータの上にインバータを固定し、インバータの上に配電モジュールを固定した、請求項１から６のいずれかの車両搭載用強電ユニット。 An electric motor, an inverter, and one and the other of at least two adjacent elements of the power distribution module are each formed with a plane, and the inverter is fixed on the electric motor in a state where these planes are in contact with each other. The vehicle-mounted high power unit according to any one of claims 1 to 6, wherein a power distribution module is fixed on the vehicle.
  8. 　インバータはパワーモジュールへの電力の入力を行うＰＭ入力用電極と、パワーモジュールからの電力の出力を行うＰＭ出力用電極と、を備え、配電モジュールとインバータとの接続とを行なうバスバーは、ＰＭ入力用電極に電気的に接続された入力用バスバーで構成され、インバータと電動モータとの接続を行なうバスバーはＰＭ出力用電極に電気的に接続された出力用バスバーで構成され、入力用バスバーとＰＭ入力用電極または出力用バスバーとＰＭ出力用電極を、車両の走行方向との関係においてインバータの同一面に設けた、請求項２の車両搭載用強電ユニット。 The inverter includes a PM input electrode for inputting power to the power module and a PM output electrode for outputting power from the power module, and the bus bar for connecting the power distribution module and the inverter has a PM input. The bus bar for connecting the inverter and the electric motor is composed of the output bus bar electrically connected to the PM output electrode. The input bus bar and the PM 3. The vehicle-mounted high-power unit according to claim 2, wherein the input electrode or output bus bar and the PM output electrode are provided on the same surface of the inverter in relation to the traveling direction of the vehicle.
PCT/JP2013/070090 2012-09-21 2013-07-24 Vehicle-mounted power unit WO2014045708A1 (en)

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