JP2007311634A - Capacitors and electrical equipment and vehicles - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a capacitor in which durability is improved while suppressing the enlargement of an apparatus. <P>SOLUTION: The capacitor C2 is equipped with a capacitor module 10 formed by arranging a plurality of cylindrical capacitor elements 10A having electrodes in both ends in the arrow head directions DR1 and DR2 which cross mutually, a first bus bar 21 which mutually connects the electrodes of the plurality of cylindrical capacitor elements 10A located in the one end of the capacitor elements 10A, a second bus bar 22 which mutually connects the electrodes of the plurality of cylindrical capacitor elements 10A located in the another end of the capacitor elements 10A, and a first and a second electrode terminals 31, 32 respectively connected to the portion located on the same side of the capacitor module 10 in the first and the second bus bars 21, 22. From between the portions to which the first and the second electrode terminals 31, 32 in the first and the second bus bars 21, 22 are connected, a slit 41 is formed so as to extend toward the center of the first and the second bus bars 21, 22. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a capacitor, an electric device, and a vehicle, and more particularly to a capacitor, an electric device, and a vehicle having a plurality of capacitor elements arranged in an array.

A capacitor having a plurality of capacitor elements is conventionally known. Such capacitors are described in, for example, Japanese Patent Application Laid-Open No. 2004-186640 (Patent Document 1), Japanese Patent Application Laid-Open No. 2001-352767 (Patent Document 2) and Japanese Patent Application Laid-Open No. 2001-326131 (Patent Document 3). ing.
JP 2004-186640 A JP 2001-352767 A JP 2001-326131 A JP 2000-60126 A JP 2005-176555 A JP 2002-44960 A

  In the capacitor described in Patent Document 1, only one current input / output unit is provided in each bus bar, and the current flows concentrated in the vicinity of the input / output unit. The path resistance becomes non-uniform and the heat generated from the bus bar also becomes non-uniform. As a result, the durability of the capacitor decreases. On the other hand, by increasing the number of current input / output units or increasing the cross-sectional area of the bus bar, the above non-uniformity can be reduced, but as a result, the capacitor becomes larger. Even in the capacitors described in Patent Documents 2 and 3, the above problem is not sufficiently solved. For example, in the capacitor described in Patent Document 2, a slit is provided in the bus bar, but the current is made uniform by the slit only in the direction in which the positive electrode terminal and the negative electrode terminal are arranged, In the direction orthogonal to the direction in which the positive electrode terminal and the negative electrode terminal are arranged, the above non-uniformity is not sufficiently eliminated.

  In Patent Documents 4 to 6 described above, power conversion devices configured to suppress variation in current between a plurality of semiconductor elements connected in parallel are disclosed, but these are arranged in an array. The premise and the configuration are completely different from those of the present invention for suppressing the variation in current between the plurality of capacitor elements.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a capacitor with improved durability while suppressing an increase in the size of the apparatus, and an electric device and a vehicle including the capacitor. It is to provide.

  A capacitor according to the present invention includes a capacitor module formed by arranging a plurality of cylindrical capacitor elements having electrodes at both ends in first and second directions intersecting each other, and a plurality of capacitors positioned at one end of the capacitor element. A first bus bar that connects the electrodes of the capacitor elements to each other, a second bus bar that connects the electrodes of the plurality of capacitor elements located at the other end of the capacitor elements, and the same side surface of the capacitor module in the first and second bus bars First and second electrode terminals respectively connected to the upper part are provided. An insulating portion is formed so as to extend from between the portion of the first and second bus bars where the first and second electrode terminals are connected toward the center of the first and second bus bars.

  According to the above configuration, it is possible to reduce variations in bus bar inductance and path resistance and variations in the amount of heat generated from the bus bar for a plurality of capacitor elements arranged in the first and second directions. Therefore, it is possible to increase the durability of the capacitor while suppressing an increase in the size of the device.

  In the capacitor, preferably, the width of the capacitor module in the first direction is wider than the width of the capacitor module in the second direction, and the insulating portion extends in the first direction. Thereby, the effect which suppresses the dispersion | variation mentioned above can further be heightened.

  In one aspect, the insulating portion includes a portion formed by providing a slit in the first and second bus bars. In another aspect, the insulating portion includes a portion formed by providing a slit in the first and second bus bars and inserting an insulating member into the slit. Here, preferably, the slit opening is provided on the same surface as the surface of the first and second bus bars to which the first and second electrode terminals are connected. In still another aspect, the insulating portion includes a portion formed by insulating a part of the first and second bus bars.

In any of the above aspects, the insulating portion can be configured with a simple structure.
In the above capacitor, the insulating part preferably has a heat insulating property. As a result, the heat generated from the first and second bus bars located in the vicinity of the first and second electrode terminals where the current is concentrated can be more uniformly distributed to the capacitor elements on the first and second bus bars. The variation in heat generation of the capacitor element can be reduced, and the durability of the capacitor can be further improved.

  The electric device according to the present invention includes the capacitor described above. The vehicle according to the present invention includes the electric device. As a result, an electric apparatus and a vehicle including a capacitor whose durability is improved while suppressing an increase in size of the apparatus are provided.

  ADVANTAGE OF THE INVENTION According to this invention, durability of a capacitor | condenser can be improved, suppressing the enlargement of an apparatus.

  Embodiments of the present invention will be described below. Note that the same or corresponding parts are denoted by the same reference numerals, and the description thereof may not be repeated.

  Note that in the embodiments described below, when referring to the number, amount, and the like, the scope of the present invention is not necessarily limited to the number, amount, and the like unless otherwise specified. In the following embodiments, each component is not necessarily essential for the present invention unless otherwise specified. In addition, when there are a plurality of embodiments below, it is planned from the beginning to appropriately combine the features of each embodiment unless otherwise specified.

  FIG. 1 is a diagram showing a hybrid vehicle (HV) including a capacitor according to an embodiment of the present invention. In the specification of the present application, the “vehicle” is not limited to the hybrid vehicle. For example, a fuel cell vehicle and an electric vehicle are also included in the “vehicle”. An engine as an “internal combustion engine” to be described later may be a gasoline engine or a diesel engine. A capacitor may be used instead of the secondary battery described later.

  Referring to FIG. 1, hybrid vehicle 1 includes an engine 100, a motor generator 200, a PCU (Power Control Unit) 300, a battery 400 that is a chargeable / dischargeable secondary battery, a power split mechanism 500, a differential, and the like. It includes a mechanism 600, a drive shaft 700, and drive wheels 800L and 800R that are front wheels.

  As shown in FIG. 1, engine 100, motor generator 200, PCU 300, and power split mechanism 500 are arranged in the engine room. Motor generator 200 and PCU 300 are connected by a cable 300A. PCU 300 and battery 400 are connected by a cable 400A. A power output device including engine 100 and motor generator 200 is connected to differential mechanism 600 through power split mechanism 500. Differential mechanism 600 is coupled to drive wheels 800L and 800R via drive shaft 700.

  Next, the configuration of the motor generator 200 and its periphery will be described in more detail with reference to FIG.

  Referring to FIG. 2, motor generator 200 includes motor generators 210 and 220. Motor generators 210 and 220 are rotating electrical machines having at least one function of an electric motor and a generator. A speed reduction mechanism 550 is provided between the power split mechanism 500 and the differential mechanism 600. Differential mechanism 600 is connected to drive shaft 700 via drive shaft receiving portion 650. Motor generators 210 and 220, power split mechanism 500, reduction mechanism 550 and differential mechanism 600 are provided in casing 900.

  Motor generators 210 and 220 are electrically connected to cables 300A1 and 300A2 via terminal blocks 910 and 920 provided in housing 900, respectively. The other ends of the cables 300A1 and 300A2 are connected to the PCU 300. PCU 300 is electrically connected to battery 400 via cable 400A. Thereby, battery 400 and motor generators 210 and 220 are electrically connected.

  Power split device 500 is constituted by a plurality of planetary gears, for example, and has a power split function and a speed reduction function. Here, the ring gear in the plurality of planetary gears may be constituted by one cylindrical member.

  When the hybrid vehicle travels, the power output from the engine 100 is transmitted to the shaft 150 and divided into two paths by the power split mechanism 500.

  One of the two paths is a path that is transmitted from the speed reduction mechanism 550 to the drive shaft receiving portion 650 via the differential mechanism 600. The driving force transmitted to the drive shaft receiving portion 650 is transmitted as a rotational force to the drive wheels 800L and 800R via the drive shaft 700, thereby causing the vehicle to travel.

  The other is a path for driving the motor generator 210 to generate power. Motor generator 210 generates power using the engine power distributed by power split device 500. The electric power generated by the motor generator 210 is properly used according to the running state of the vehicle and the state of the battery 400. For example, during normal traveling and sudden acceleration of the vehicle, the electric power generated by motor generator 210 is directly used as electric power for driving motor generator 220. On the other hand, under the conditions determined in battery 400, the electric power generated by motor generator 210 is stored in battery 400 through an inverter and a converter provided in PCU 300.

  Motor generator 220 is driven by at least one of the electric power stored in battery 400 and the electric power generated by motor generator 210. The driving force of motor generator 220 is transmitted from reduction mechanism 550 to drive shaft receiving portion 650 via differential mechanism 600. By doing so, the driving force of engine 100 can be assisted by the driving force from motor generator 220, or hybrid vehicle 1 can be driven only by the driving force from motor generator 220.

  On the other hand, during regenerative braking of hybrid vehicle 1, drive wheels 800L and 800R are rotated by the inertial force of the vehicle body. Motor generator 220 is driven through drive shaft receiving portion 650, differential mechanism 600 and reduction mechanism 550 by the rotational force from drive wheels 800 </ b> L and 800 </ b> R. At this time, the motor generator 220 operates as a generator. Thus, motor generator 220 functions as a regenerative brake that converts braking energy into electric power. The electric power generated by the motor generator 220 is stored in the battery 400 via an inverter provided in the PCU 300.

  FIG. 3 is a circuit diagram showing a configuration of a main part of PCU 300. Referring to FIG. 3, PCU 300 includes a converter 310, inverters 320 (321 and 322), a control device 330, and capacitors C1 and C2. Converter 310 is connected between battery 400 and inverter 320, and inverters 321 and 322 are connected to motor generators 210 and 220, respectively.

  Converter 310 includes power transistors Q1 and Q2, diodes D1 and D2, and a reactor L. Power transistors Q1 and Q2 are connected in series and receive a control signal from control device 330 as a base. Diodes D1 and D2 are connected between the collector and emitter of power transistors Q1 and Q2, respectively, so that current flows from the emitter side to the collector side of power transistors Q1 and Q2. Reactor L has one end connected to a power supply line connected to the positive electrode of battery 400, and the other end connected to a connection point between power transistors Q1 and Q2.

  Converter 310 uses reactor L to boost the DC voltage received from battery 400 and supplies the boosted voltage to the power supply line. Converter 310 steps down the DC voltage received from inverter 320 and charges battery 400.

  Inverters 321 and 322 include U-phase arms 321U and 322U, V-phase arms 321V and 322V, and W-phase arms 321W and 322W, respectively. U-phase arm 321U, V-phase arm 321V and W-phase arm 321W are connected in parallel between nodes N1 and N2. Similarly, U-phase arm 322U, V-phase arm 322V, and W-phase arm 322W are connected in parallel between nodes N1 and N2.

  U-phase arm 321U includes two power transistors Q3 and Q4 connected in series. Similarly, U-phase arm 322U, V-phase arms 321V and 322V, and W-phase arms 321W and 322W each include two power transistors Q5 to Q14 connected in series. Further, diodes D3 to D14 that flow current from the emitter side to the collector side are connected between the collector and emitter of each of the power transistors Q3 to Q14.

  An intermediate point of each phase arm of inverters 321 and 322 is connected to each phase end of each phase coil of motor generators 210 and 220, respectively. In motor generators 210 and 220, one end of three coils of U, V, and W phases is commonly connected to the midpoint.

  Capacitor C1 is connected to battery 400 in parallel. Capacitor C2 is connected in parallel to inverters 321 and 322. Capacitors C1 and C2 smooth the voltage level of the power supply line.

  Inverters 321, 322 drive motor generators 210, 220 by converting the DC voltage from capacitor C2 into an AC voltage based on a drive signal from control device 330.

  Current sensors 340U, 340V, 340W, 350U, 350V, and 350W detect currents flowing through motor generators 210 and 220, respectively, and output the detected currents to control device 330.

  Control device 330 calculates each phase coil voltage of motor generators 210 and 220 based on the motor torque command value, each phase current value of motor generators 210 and 220, and the input voltage of inverters 321 and 322. Based on this, a PWM (Pulse Width Modulation) signal for turning on / off the power transistors Q3 to Q14 is generated and output to the inverters 321 and 322.

  Control device 330 calculates the duty ratio of power transistors Q1 and Q2 for optimizing the input voltage of inverter 320 based on the motor torque command value and the motor rotation speed described above, and power based on the calculation result. A PWM signal for turning on / off the transistors Q1 and Q2 is generated and output to the converter 310.

  Further, control device 330 controls switching operations of power transistors Q <b> 1 to Q <b> 14 in converter 310 and inverter 320 in order to charge battery 400 by converting AC power generated by motor generators 210 and 220 into DC power.

  Since the capacitor C2 is a capacitor for smoothing the boosted voltage boosted by the converter 310, a relatively large capacity is required. Accordingly, a capacitor having a capacitor module in which a plurality of capacitor elements are combined is used as the capacitor C2.

  FIG. 4 is a perspective view showing a capacitor C2 according to Comparative Example 1 for the capacitor according to the present embodiment. Referring to FIG. 4, the capacitor C <b> 2 according to this comparative example includes a capacitor module 10, a bus bar 20, and an electrode terminal 30. Capacitor module 10 is formed by arranging a plurality of capacitor elements 10A in the directions of arrows DR1 and DR2 perpendicular to each other. The capacitor element 10A is a film capacitor having a cylindrical shape. Capacitor element 10A has electrodes at both ends in its axial direction. Bus bar 20 includes, for example, a metal such as copper, aluminum, silver, gold, or iron. Bus bar 20 includes first and second bus bars 21 and 22. The first bus bar 21 connects the electrodes of the plurality of capacitor elements 10A located at one end of the capacitor element 10A. Second bus bar 22 connects electrodes of a plurality of capacitor elements 10A located at the other end of capacitor element 10A. The electrode terminal 30 includes first and second electrode terminals 31 and 32. The first electrode terminal 31 is electrically connected to the first bus bar 21. The second electrode terminal 32 is electrically connected to the second bus bar 22. The first and second electrode terminals 31 and 32 are connected to the first and second bus bars 21 and 22 on the same side surface of the capacitor module 10.

  FIG. 5 is a circuit diagram illustrating a current path in capacitor C2 shown in FIG. The problem of the capacitor C2 according to this comparative example will be described with reference to FIGS.

  In the capacitor C2 shown in FIG. 4, only one electrode terminal 30 is connected to each of the first and second bus bars 21 and 22, and the capacitor element 10A located in the vicinity of the electrode terminal 30 (FIG. 5). Current tends to concentrate on the capacitor element 10 </ b> A) located on the left side of FIG. For this reason, there is a concern that the temperature of some of the capacitor elements 10A becomes excessively high and the durability of the capacitors is reduced. On the other hand, the above-described non-uniformity can be reduced by increasing the number of electrode terminals 30 or increasing the cross-sectional area of the bus bar 20, but as a result, the capacitor C2 is enlarged. This is not preferable from the viewpoint of mountability of the PCU 300 on the vehicle.

  On the other hand, in the capacitor according to the present embodiment, as shown in FIG. 6, slits 41 are provided in the first and second bus bars 21 and 22. The slit 41 is formed so as to extend toward the center of the first and second bus bars 21 and 22 from between the portions of the first and second bus bars 21 and 22 where the first and second electrode terminals 31 and 32 are connected. Has been. The slit 41 prevents the current from flowing in the direction of the arrow DR2 in the vicinity of the electrode terminal 30. As a result, a current as indicated by an arrow I in FIG. In the capacitor C2 having the structure shown in FIG. 6, a current path as shown in FIG. 7 is obtained. According to this current path, the current flows uniformly to each capacitor element 10A, and therefore it is possible to suppress an excessive rise in the temperature of some capacitor elements 10A. Therefore, the durability of the capacitor C2 can be improved. In another aspect, the thickness of the bus bar 20 is increased in order to suppress an excessive temperature rise of some of the capacitor elements 10A, the number of connection points of the electrode terminals 30 to the bus bar 20 is increased, There is no need to increase the film thickness. That is, according to the structure shown in FIG. 6, the thickness of the bus bar 20, the number of connection points of the electrode terminals 30 to the bus bar 20, and the film thickness of the capacitor element 10A can be reduced. As a result, the capacitor C2 can be reduced in size. In yet another aspect, since the heat generation of the capacitor element 10A is suppressed, it is possible to use a lower cost film as the film constituting the capacitor element 10A. As a result, the cost of the capacitor C2 can be reduced.

  FIG. 8 is a perspective view showing a capacitor C2 according to Comparative Example 2 for the capacitor according to the present embodiment. Referring to FIG. 8, in the capacitor C <b> 2 according to this comparative example, the first electrode terminal 31 and the second electrode terminal 32 are connected to the first and second bus bars 21 and 22 on opposite sides of the capacitor module 10. It is connected. Such a structure also provides a current path as shown in FIG. However, by connecting the first and second electrode terminals 31 and 32 to the first and second bus bars 21 and 22 on opposite sides of the capacitor module 10, the first and second electrode terminals 31 and 32 are connected to the capacitor module. It will be separated by the length of 10. As a result, there is a concern that the peripheral structure of the capacitor C2 is enlarged or the assembly efficiency of the capacitor C2 is reduced. In contrast, in the capacitor C2 shown in FIG. 6, the first and second electrode terminals 31 and 32 can be connected to the first and second bus bars 21 and 22 on the same side surface of the capacitor module 10.

  9 to 11 are perspective views showing modifications of the capacitor C2 according to the present embodiment. FIG. 12 is a diagram illustrating a state in which the capacitor C2 illustrated in FIG. 11 is viewed from the direction of the arrow XII.

  In the modification shown in FIG. 9, an insulation processing unit 42 is provided at the same position as the slit 41. The insulation processing part 42 is formed by subjecting a part of the first and second bus bars 21 and 22 to insulation treatment. In the modification shown in FIG. 10, an insulating member 43 is provided in a slit provided at the same position as the slit 41.

  In the example shown in FIGS. 9 and 10, it is preferable that the insulation processing unit 42 and the insulation member 43 have heat insulation properties that can block heat transfer in the direction of the arrow DR <b> 2 on the bus bar 20. By doing in this way, the heat generated from the first and second bus bars 21 and 22 located near the first and second electrode terminals 31 and 32 where the current concentrates is generated on the first and second bus bars 21 and 22. Therefore, it is possible to more uniformly disperse the capacitor element, so that variations in heat generation of the capacitor element can be reduced, and the durability of the capacitor C2 can be further improved.

  In the modification shown in FIGS. 11 and 12, the slit 41 is extended to the back side when viewed from the electrode terminal 30 side, as compared with the example of FIG. In order to secure a current path on the bus bar 20, the first and second bus bars 21 and 22 are also extended. The extended portions of the first and second bus bars 21 and 22 are bent in the vertical direction.

  The slit 41, the insulation processing part 42, and the insulation member 43 described above define the current path in the capacitor C2 by providing electrical insulation on the bus bar 20. Accordingly, in the present specification, these are referred to as “insulating portion 40”.

  In the example of FIGS. 6 and 9 to 11, the width of the capacitor module 10 in the arrow DR1 direction is wider than the width of the capacitor module 10 in the arrow DR2 direction. And in said example, the insulation part 40 is provided so that it may extend in the arrow DR1 direction, as shown in FIG. However, the insulating portion 40 may be provided so as to extend in the direction of the arrow DR2 as shown in FIG.

  FIG. 15 is a diagram illustrating the structure of a capacitor element 10A that is a film capacitor. Referring to FIG. 15, capacitor element 10A includes two films 11A. On the film 11A, a metal vapor deposition part 12A and a non-vapor deposition part 13A are formed. The non-deposition portion 13A is formed at the width direction end of the film 11A. Then, the two films 11A are overlapped so that the non-deposition portion 13A is positioned on the opposite side, and these are wound. Thereby, the capacitor element 10A having a cylindrical shape is formed.

  According to the capacitor in accordance with the present embodiment, as described above, it is possible to reduce variations in bus bar inductance and path resistance and variations in the amount of heat generated from bus bar 20 for a plurality of capacitor elements 10A arranged in the directions of arrows DR1 and DR2. it can. Therefore, it is possible to improve the durability of the capacitor C2 while suppressing an increase in the size of the device.

  Moreover, the effect which suppresses the dispersion | variation mentioned above can further be heightened by providing the insulation part 40 so that it may extend in the arrow DR1 direction which is the width direction of a capacitor | condenser module.

  Further, by using the slit 41 (FIGS. 6 and 11), the insulation processing portion 42 (FIG. 9), and the insulating member 43 (FIG. 10) as the insulating portion 40, the insulating portion 40 can be configured with a simple structure. .

  In addition, when the insulation processing part 42 and the insulation member 43 have heat insulation properties, the heat generated from the first and second bus bars 21 and 22 located near the first and second electrode terminals 31 and 32 where current is concentrated, Since the capacitor elements can be more uniformly dispersed on the first and second bus bars 21 and 22, variation in heat generation of the capacitor elements can be reduced, and the durability of the capacitor C2 can be further improved.

  The above contents are summarized as follows. That is, the capacitor according to the present embodiment is a capacitor included in PCU 300 as an “electrical device”, and is in the direction indicated by arrow DR1 (first direction) intersecting a plurality of cylindrical capacitor elements 10A having electrodes at both ends. ) And the arrow DR2 direction (second direction), the capacitor module 10, the first bus bar 21 connecting the electrodes of the plurality of capacitor elements 10A located at one end of the capacitor element 10A, and the capacitor A second bus bar 22 that connects the electrodes of the plurality of capacitor elements 10A located at the other end of the element 10A to each other, and portions that are located on the same side surface of the capacitor module 10 in the first and second bus bars 21, 22 First and second electrode terminals 31 and 32 to be connected are provided. An insulating portion 40 is formed so as to extend from the portion of the first and second bus bars 21 and 22 where the first and second electrode terminals 31 and 32 are connected toward the center of the first and second bus bars 21 and 22. Has been.

  In the example of FIGS. 6 and 11, the insulating portion 40 is formed by providing slits 41 in the first and second bus bars 21 and 22, respectively. In the example of FIG. 7, the insulating portion 40 is formed by providing an insulating processing portion 42 by insulating a part of the bus bar. In the example of FIG. 10, the insulating portion 40 is formed by inserting an insulating member 43 into a slit provided in the bus bar. 6 (FIG. 11) and FIG. 10, slit slits provided in the first and second bus bars 21 and 22 are the first and second electrode terminals in the first and second bus bars 21 and 22. 31 and 32 are provided on the same surface as the connected surface.

  In the present embodiment, the example of the capacitor C2 has been mainly described, but it is naturally possible to apply the same idea to the capacitor C1. In the present embodiment, the film capacitor is mainly described. However, the idea of the present invention can be applied to an electrolytic capacitor, a ceramic capacitor, and an electric double layer capacitor.

  The PCU 300 is an example of an “electric device”, and the “electric device” on which the capacitor according to the present embodiment is mounted is not limited to this. The “electric device” is not necessarily installed in the vehicle.

  Although the embodiments of the present invention have been described above, the embodiments disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a figure which shows the hybrid vehicle containing the cooling structure of the electric equipment which concerns on one embodiment of this invention. It is a figure explaining the drive unit in the hybrid vehicle shown by FIG. It is a circuit diagram which shows the structure of the principal part of PCU shown by FIG. 1, FIG. 6 is a perspective view showing a capacitor according to Comparative Example 1. FIG. 6 is a circuit diagram illustrating a current path in a capacitor according to Comparative Example 1. FIG. It is the perspective view which showed the capacitor | condenser which concerns on one embodiment of this invention. It is a figure explaining the current pathway in the capacitor concerning one embodiment of the present invention. 10 is a perspective view showing a capacitor according to Comparative Example 2. FIG. It is the perspective view which showed the modification of the capacitor | condenser which concerns on one embodiment of this invention. It is the perspective view which showed the other modification of the capacitor | condenser which concerns on one embodiment of this invention. It is the perspective view which showed the other modification of the capacitor | condenser which concerns on one embodiment of this invention. It is a figure which shows the state which looked at the capacitor | condenser shown by FIG. 11 from the direction of arrow XII. It is FIG. (1) explaining the direction of an insulation part. It is a figure (the 2) explaining the direction of an insulation part. It is a figure explaining the structure of a film capacitor.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 Hybrid vehicle, 10 Capacitor module, 10A Capacitor element, 11A film, 12A Metal vapor deposition part, 13A Non vapor deposition part, 20 Bus bar, 21 1st bus bar, 22 2nd bus bar, 30 Electrode terminal, 31 1st electrode terminal, 32 1st 2 electrode terminal, 100 engine, 150 shaft, 200, 210, 220 motor generator, 300 PCU, 300A, 400A cable, 310 converter, 320 inverter, 321U, 322U U phase arm, 321V, 322V V phase arm, 321W, 322W W Phase arm, 330 control device, 340U, 340V, 340W, 350U, 350V, 350W current sensor, 400 battery, 500 power split mechanism, 550 reduction mechanism, 600 differential mechanism, 50 the drive shaft receiving portion 700 drive shaft, 800L, 800R driven wheels, 900 housing, 910, 920 terminal block.

Claims (9)

A capacitor module formed by arranging a plurality of cylindrical capacitor elements having electrodes at both ends in first and second directions intersecting each other;
A first bus bar for connecting the electrodes of the plurality of capacitor elements located at one end of the capacitor element to each other;
A second bus bar for connecting the electrodes of the plurality of capacitor elements located at the other end of the capacitor elements to each other;
First and second electrode terminals respectively connected to portions of the first and second bus bars located on the same side surface of the capacitor module;
The capacitor | condenser by which the insulation part was formed so that it might extend toward the center of the said 1st and 2nd bus bar from between the part to which the said 1st and 2nd electrode terminal in the said 1st and 2nd bus bar was connected. The width of the capacitor module in the first direction is wider than the width of the capacitor module in the second direction,
The capacitor according to claim 1, wherein the insulating portion is provided so as to extend in the first direction.   The capacitor according to claim 1, wherein the insulating portion includes a portion formed by providing a slit in the first and second bus bars.   The capacitor according to claim 1, wherein the insulating portion includes a portion formed by providing a slit in the first and second bus bars and inserting an insulating member into the slit.   5. The capacitor according to claim 3, wherein the slit opening is provided on the same surface of the first and second bus bars as the surface to which the first and second electrode terminals are connected.   3. The capacitor according to claim 1, wherein the insulating portion includes a portion formed by insulating a part of the first and second bus bars.   The capacitor according to claim 1, wherein the insulating portion has a heat insulating property.   An electric device comprising the capacitor according to any one of claims 1 to 7.   A vehicle comprising the electric device according to claim 8.

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