JP2013247750A - Power control unit - Google Patents

Abstract

Provided is a power control unit that suppresses a harness from hitting another component due to vibration caused by running of a vehicle and reduces the size.
A power control unit 30 mounted on an electric vehicle 10 includes a charger 82 having a switching element and a control circuit for driving the switching element inside a casing, a DC / DC converter 84, and the control circuit. The first harness 150 and the second harness 154 are connected and drawn out of the charger 82 and the DC / DC converter 84, and the first harness 150 and the second harness 154 are attached to the casing of the DC / DC converter 84. Fixed.
[Selection] Figure 6

Description

  The present invention relates to a power control unit mounted on an electric vehicle.

  In Patent Document 1 shown below, a DC- having an intelligent power module, an excitation circuit, a motor controller, an inverter device having an inverter case for housing them, a converter body, and a converter case for housing the converter body. A power control unit comprising a DC converter is described.

JP 2004-304936 A

  In Patent Document 1, the inverter case is provided with a guide member for extending the harness connected to the motor controller to the outside. It is impossible to prevent the harness connected to the contact with other peripheral parts. In addition, it is desirable to reduce the size of the power control unit as much as possible in consideration of the arrangement space of other components mounted on the vehicle.

  Accordingly, an object of the present invention is to provide a power control unit that suppresses the harness from hitting other components due to vibration caused by running of the vehicle, and achieves downsizing.

  The present invention relates to a power control unit mounted on a vehicle, an electric device having a switching element and a control circuit for driving the switching element inside a housing, and connected to the control circuit and pulled out of the electric device. And the signal line is fixed to a housing of the electric device or another electric device.

  The power control unit includes two electric devices adjacent to each other, and one of the electric devices has the signal line drawn out from a side surface facing the other electric device, and the signal line is It is fixed to the housing of the electrical device.

  In the power control unit, the one electric device is a charger, and the charger is provided with a DC terminal on a side adjacent to the other electric device, and opposite to the side on which the other electric device is adjacent. An AC terminal is provided on the side.

  In the power control unit, the respective signal lines drawn from the two electric devices are bundled into one.

  In the power control unit, the two electric devices are attached below a heat sink, and the signal line is fixed to a lower surface of a casing of the electric device.

  In the power control unit, the one electric device is a charger, and the other electric device is a DC / DC converter.

  The power control unit includes an annular core for noise reduction fixed to a casing of the electric device, and a part of a power line connected to the control circuit of the electric device is wound around the core. ing.

  According to the present invention, since the signal line is fixed to the casing of the electric device or other electric device, it is possible to suppress the signal line from violently hitting the electric device or other parts due to vibration caused by running of the vehicle. In addition, since the signal lines can be efficiently arranged, a useless space for wiring the signal lines can be saved, and the power control unit can be downsized.

  In addition, two electric devices adjacent to each other are provided, and one electric device has a signal line drawn out from a side surface facing the other electric device, and the signal line is fixed to the housing of the other electric device. Therefore, it is possible to prevent the signal line from being exposed to electric devices and other parts due to vibrations caused by running of the vehicle, and to efficiently arrange the signal line, so that waste of space can be saved. The power control unit can be downsized.

  One electrical device is a charger, and the charger has a DC terminal on the side adjacent to the other electrical device, and an AC terminal on the side opposite to the side on which the other electrical device is adjacent. Further, it is possible to dispose the AC terminal that is likely to generate noise away from the signal line, and to prevent the noise from getting on the signal line.

  Since the signal lines drawn from the two electrical devices are bundled together, the rigidity of the entire signal lines can be increased, and the signal lines can be further prevented from being violated by vibrations caused by running of the vehicle.

  The two electrical devices are attached below the heat sink, and the signal line is fixed to the lower surface of the casing of the electrical device. Therefore, the signal line is pulled away from the electrical device by its own weight, and is caused by vibration caused by running of the vehicle. It is possible to further suppress the signal line from hitting the electric device or other parts.

  Since a part of the power line connected to the control circuit of the electric device is wound around the annular core for noise reduction, it is possible to suppress noise generated in the power line.

1 is a perspective view schematically illustrating a schematic configuration of an electric vehicle according to an embodiment. 1 is a schematic configuration side view schematically showing a schematic configuration of an electric vehicle according to an embodiment. It is an external appearance perspective view of the power control unit shown in FIG. FIG. 4 is an exploded perspective view of the power control unit shown in FIG. 3. It is a top view of the heat sink shown in FIG. It is a bottom view of the lower case shown in FIG. It is a circuit diagram of a power control unit. FIG. 6 is a partial cross-sectional view taken along line VIII-VIII in FIG. 5. FIG. 6 is a partial cross-sectional view taken along line IX-IX in FIG. 5. It is detail drawing of a fastening member. FIG. 6 is a top view when an upper case is disposed on the heat sink of FIG. 5.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS An electric vehicle having a power control unit according to the present invention will be described in detail below with reference to the accompanying drawings.

  FIG. 1 is a schematic configuration perspective view schematically showing a schematic configuration of an electric vehicle (vehicle) 10, and FIG. 2 is a schematic configuration side view schematically showing the schematic configuration of the electric vehicle 10.

  The electric vehicle 10 includes a battery 18 that outputs a high voltage between the front wheels 14L and 14R and the rear wheels 16L and 16R and is provided at the bottom of the vehicle body 12, and a floor panel 20 inside the vehicle body 12. A vehicle compartment 22 provided above the battery 18, a motor room 24 separated from the vehicle compartment 22 and partitioned in front of the vehicle body 12, a dash panel 26 covering the motor room 24, and a lower part of the dash panel 26 And a power control unit 30 mounted above a traveling motor (external electrical device) 28 which is a kind of rotating electrical machine provided in the motor room 24. The dash panel 26 includes a dash panel lower 26a and a dash panel upper 26b. The dash panel 26 divides the motor room 24 and the vehicle compartment 22 and has a structure that prevents entry of dirt, water, odor, and the like from the motor room 24. In addition, the dash panel 26 has a water discharge function that prevents an inflow of water from the outside from flowing into the A / C (air conditioner) pipe.

  The power cable 34 is for transmitting the power stored in the battery 18 to the power control unit 30. One end of the power cable 34 is connected to the power connector 36 of the battery 18, and the other end of the power control unit 30. It is connected to a power connector 94 (see FIG. 7). The power control unit 30 converts the DC power supplied from the battery 18 into three-phase (U, V, W-phase) AC power, and supplies the converted three-phase AC power to the traveling motor 28. The drive motor 28 is driven and controlled.

  The power control unit 30 controls the power conversion module 60 (see FIGS. 4, 5, and 7) that converts DC power into three-phase AC and the ECU 70 that drives the traveling motor 28 by controlling the power conversion module 60 (see FIG. 4). 4 and FIG. 7). The traveling motor 28 and the power control unit 30 are connected via a three-phase AC power cable (power supply line) 38, and one end of the three-phase AC power cable 38 is connected to the power connector 40 of the traveling motor 28. The other end of the three-phase AC power cable 38 is connected to the power connector 42 (power connectors 42a, 42b, 42c) of the power control unit 30. Since the power control unit 30 is disposed above the traveling motor 28, the high-voltage three-phase AC power cable 38 can be shortened.

  3 is an external perspective view of the power control unit 30, and FIG. 4 is an exploded perspective view of the power control unit 30. In order to facilitate the understanding of the invention, unless otherwise specified, the description of FIG. 3 and subsequent figures will be made in the front-rear, up-down, and left-right directions with reference to the arrow direction shown in FIG. The forward direction shown in FIG. 3 is the same as the traveling direction of the electric vehicle 10, and the backward direction is the same as the backward direction of the electric vehicle 10.

  The power control unit 30 includes a heat sink 50, an upper case 52 provided on the upper part of the heat sink 50, an upper cover 54 covering the upper part of the upper case 52, a lower case 56 provided on the lower part of the heat sink 50, and a lower part of the lower case 56. And a lower cover 58 for covering. The heat sink 50, the upper case 52, the upper cover 54, the lower case 56, and the lower cover 58 constitute a casing of the power control unit 30.

  A power conversion module 60 is provided at substantially the center of the upper surface of the heat sink 50, and a quick charging device 62 and fuses 98 a and 98 b used for charging the battery 18 from the outside are provided on the right side of the upper surface of the heat sink 50 (see FIGS. 5 and 7). ) And the like, and on the upper left side of the heat sink 50, three-phase terminals 64a, 64b, 64c (hereinafter collectively referred to as three-phase) for connecting the power conversion module 60 and the power connectors 42a, 42b, 42c of the upper case 52. Terminal 64 may also be provided). The power conversion module 60 converts the DC power of the battery 18 into three-phase (U, V, W phase) AC power and outputs the converted AC power of each phase to the three-phase terminals 64a, 64b, 64c. The three-phase terminals 64 a, 64 b, 64 c are supported from below by a three-phase terminal block 66 having an intermediate portion provided on the left side of the upper surface of the heat sink 50. The three-phase terminal block 66 includes a heat conductive member, and transfers heat of the three-phase terminals 64 a, 64 b, 64 c to the heat sink 50.

  The power conversion module 60 incorporates a switching module having a plurality of switching elements in a housing. By turning on and off the plurality of switching elements, the power conversion module 60 converts the DC power from the battery 18 into three-phase AC power, or the driving motor 28 converts the three-phase AC power into DC power. .

  With the heat sink 50 and the upper case 52, a charging device chamber 72 for storing the quick charging device 62, a fuse chamber 74 for storing the fuses 98a and 98b, a power conversion chamber 76 for storing the power conversion module 60, and a three-phase terminal 64a. , 64b, 64c are formed with a three-phase terminal chamber 78. The charging device chamber 72 has a first opening (charging device chamber opening) 72a formed on the upper surface of the upper case 52 that allows access to the charging device chamber 72, and the fuse chamber 74 is a fuse chamber. The power conversion chamber 76 has a second opening (fuse chamber opening) 74 a formed on the upper surface of the upper case 52 that allows access to the inside of the power conversion chamber 74. The power conversion chamber 76 allows access to the power conversion chamber 76. The three-phase terminal chamber 78 has a third opening (power conversion chamber opening) 76 a formed on the upper surface of the upper case 52, and the three-phase terminal chamber 78 allows access to the three-phase terminal chamber 78. It has the 4th opening part (three-phase terminal chamber opening part) 78a formed in the upper surface (refer FIG. 4, FIG. 11). An ECU (control device) 70 that controls the power conversion module 60 is provided in the charging device chamber 72 above the quick charging device 62.

  The upper cover 54 includes a first upper cover 54a that covers the first opening 72a, a second upper cover 54b that covers the second opening 74a, a third upper cover 54c that covers the third opening 76a, and a fourth opening. And a fourth upper cover 54d covering the portion 78a. Since the charging device chamber 72 is formed higher than the fuse chamber 74, the power conversion chamber 76, and the three-phase terminal chamber 78, the first opening 72a is compared with the second opening 74a to the fourth opening 78a. It is formed at a high position.

  A capacitor module 80 having a smoothing capacitor 96 (see FIG. 7) is attached above the power conversion module 60 and below the third opening 76a so as to be suspended from the inner wall of the upper case 52. The smoothing capacitor 96 is electrically connected to the power conversion module 60 and smoothes the power from the battery 18. The capacitor module 80 has a smoothing capacitor 96 housed in a housing.

  A battery (electric device) 82 for charging the battery 18 and a battery for supplying low voltage power to a low voltage device (electric component) mounted on the electric vehicle 10 are provided below the upper surface of the lower case 56. And a DC / DC converter (electric device) 84 for stepping down 18 voltages. The DC / DC converter 84 and the charger 82 are housed in a rectangular casing, and the casing of the charger 82 that has a larger number of parts and is likely to be larger than the DC / DC converter 84 is the DC / DC converter 84. Larger than the housing. The charger 82 and the DC / DC converter 84 include a switching element through which a high-voltage current flows and a control circuit that drives the switching element.

  The heat sink 50 has an inflow portion 86 into which a fluid flows in and an outflow portion 88 from which the fluid flows out. A flow path (not shown) through which the fluid flows is formed by the lower surface of the heat sink 50 and the upper surface of the lower case 56. The fluid flowing in from the inflow portion 86 flows out from the outflow portion 88 through the flow path formed by the heat sink 50 and the lower case 56. As a result, the heat sink 50 generates heat from the power conversion module 60 and the quick charging device 62 provided on the upper surface side of the heat sink 50 and the charger 82 and the DC / DC converter 84 provided on the lower surface side of the heat sink 50. The amount of heat generated can be dissipated and cooled.

  5 is a top view of the heat sink 50, FIG. 6 is a bottom view of the lower case 56, and FIG. 7 is a circuit diagram of the power control unit 30. 8 is a partial cross-sectional view taken along line VIII-VIII in FIG. 5, and FIG. 9 is a partial cross-sectional view taken along line IX-IX in FIG. 5.

  The power conversion module 60 is connected to a power connector 94 (see FIG. 7), and the power conversion module 60 and the battery 18 are connected by connecting the battery 18 to the power connector 94 via the power cable 34. A smoothing capacitor 96 of a capacitor module 80 for smoothing the voltage is connected in parallel between the power conversion module 60 and the battery 18. The capacitor module 80 is electrically connected to the DC / DC converter 84, the charger 82, the rapid charging device 62, and the fuses 98a and 98b by a bus bar.

  As a result, the DC / DC converter 84, the charger 82, the quick charging device 62, and the fuses 98 a and 98 b are connected to the battery 18. The bus bar is formed by punching a metal plate such as a copper plate. The rapid charging device 62 includes a diode (rapid charging diode) 100, a first main contactor (first rapid charging contactor) 102, a second main contactor (second rapid charging contactor) 104, a resistor R, and a pre-contactor. 106. In this way, high voltage components (power conversion module 60, DC / DC converter 84, charger 82, and quick charge device 62) are housed in a single housing, so that they can be connected by a bus bar without using a high voltage cable. Thus, the power control unit 30 can be reduced in size, and the cost can be reduced.

  As shown in FIG. 5, the capacitor module 80 includes a first positive terminal 110a and a first negative terminal 110b, a second positive terminal 112a and a second negative terminal 112b, a third positive terminal 114a and a third negative terminal 114b, The first positive terminal 110a, the second positive terminal 112a, and the third positive terminal 114a are electrically connected to each other, and the first negative terminal 110b, the second negative terminal 112b, and the third negative terminal 114b are electrically connected to each other. doing. The second positive terminal 112a and the second negative terminal 112b are connected to the power connector 94 via bus bars 115a and 115b and power cables 94a and 94b (see FIG. 6). Thus, the second positive terminal 112 a is connected to the positive side of the battery 18, and the second negative terminal 112 b is connected to the negative side of the battery 18.

  The first positive terminal 110a, the first negative terminal 110b, the second positive terminal 112a, the second negative terminal 112b, the third positive terminal 114a, and the third negative terminal 114b are provided in a row in the above order, and the first positive terminal The terminal 110a and the first negative terminal 110b, and the third positive terminal 114a and the third negative terminal 114b are provided across the second positive terminal 112a and the second negative terminal 112b.

  As shown in FIG. 8, the power conversion module 60 has a second connection positive terminal 117a (connection terminal) connected to the second positive terminal 112a, and includes a second connection positive terminal 117a, a second positive terminal 112a, The one end of the bus bar 115a is fixed in contact with the bolt B. The power conversion module 60 has a first connection positive terminal (not shown) connected to the first positive terminal 110a and a third connection positive terminal (not shown) connected to the third positive terminal 114a. Similarly to FIG. 8, the first connection positive terminal, the first positive terminal 110a, and one end of the bus bar 116 are contact-fixed by the bolt B, and the third connection positive terminal, the third positive terminal 114a, Alternatively, one end of the bus bar 126 may be contacted and fixed with a bolt B. In this case, the first connection positive terminal, the second connection positive terminal 117a, and the third connection positive terminal are electrically connected to each other.

  As shown in FIG. 9, the power conversion module 60 has a second connection negative terminal 117b (connection terminal) connected to the second negative terminal 112b, and includes a second connection negative terminal 117b, a second negative terminal 112b, The one end of the bus bar 115b is fixed in contact with the bolt B. The power conversion module 60 has a first connection negative terminal (not shown) connected to the first negative terminal 110b and a third connection negative terminal (not shown) connected to the third negative terminal 114b. As in FIG. 9, the first connection negative terminal, the first negative terminal 110b, and one end of the bus bar 124 are fixed by contact with the bolt B, and the third connection negative terminal, the third negative terminal 114b, The one end of the bus bar 136 may be fixed in contact with the bolt B. In this case, the first connection negative terminal, the second connection negative terminal 117b, and the third connection negative terminal are electrically connected to each other.

  The power cables 94a and 94b are inserted into the power control unit 30 from below through through holes 50a and 50b formed in the heat sink 50, and are connected to the other ends of the bus bars 115a and 115b.

  The first positive terminal 110a, one end of the fuses 98a and 98b, and the cathode of the diode 100 are connected by a single bus bar 116. The other end of the fuse 98a not connected to the first positive terminal 110a is connected to the air conditioner compressor (air conditioning compressor) 118, and the other end of the fuse 98b not connected to the first positive terminal 110a is connected to the heater 120. (See FIG. 7). The power control unit 30 includes a normal mode coil and a common mode coil in the fuse chamber 74, and connects the other end of the fuse 98a and the air conditioner compressor 118 via the normal mode coil or the common mode coil. It may be.

  The cathode of the diode 100 is connected to one end of the first main contactor 102 via the resistor R and the pre-contactor 106, and the anode of the diode 100 is connected to the one end of the first main contactor 102 by the bus bar 122. The first negative terminal 110 b is connected to one end of the second main contactor 104 by the bus bar 124.

  As shown in FIGS. 5 and 6, the third positive terminal 114 a includes a fourth positive terminal 130 a which is a positive DC terminal of the charger 82 by the bus bars 126 and 128, and a DC / DC converter 84 by the bus bars 126 and 132. The third negative terminal 114b is connected to the fifth positive terminal 134a, which is a positive DC terminal, and the fourth negative terminal 130b, which is the negative DC terminal of the charger 82, by the bus bars 136, 138, and the bus bars 136, 140, respectively. To the fifth negative terminal 134b which is a negative DC terminal of the DC / DC converter 84. The fourth positive terminal 130 a and the fourth negative terminal 130 b are provided on the side surface facing the DC / DC converter 84, and the fifth positive terminal 134 a and the fifth negative terminal 134 b are provided on the rear side of the DC / DC converter 84. It has been.

  The sixth positive terminal 142a and the sixth negative terminal 142b, which are AC terminals of the charger 82, are connected to the connector 92 via the cable 92a (see FIGS. 6 and 7), and are the DC terminals of the DC / DC converter 84. The seventh positive terminal 144 a and the seventh negative terminal 144 b are connected to a cable 146 led out of the power control unit 30. As a result, the power stepped down by the DC / DC converter 84 can be supplied to the low-voltage device mounted on the electric vehicle 10 by the cable 146. The seventh positive terminal 144 a and the seventh negative terminal 144 b are provided on the front side of the DC / DC converter 84.

  As shown in FIG. 5, the power conversion module 60 has a U-phase terminal 148a, a V-phase terminal 148b, and a W-phase terminal 148c. A three-phase terminal 64a is connected to the U-phase terminal 148a, and a V-phase terminal 148b. Are connected to the three-phase terminal 64b, and the W-phase terminal 148c is connected to the three-phase terminal 64c.

  As shown in FIG. 6, the DC / DC converter 84 and the charger 82 are arranged so that their longitudinal directions are orthogonal to each other, and the long side of the DC / DC converter 84 and the short side of the charger 82 are adjacent to each other. Has been placed.

  When the plug 93 connected to the connector 92 is connected to a commercial outlet, 100V or 200V AC power is supplied to the charger 82, and the charger 82 normally charges the battery 18 (see FIG. 7).

  Here, the layout of the control circuit in the electric device such as the charger 82 or the DC / DC converter 84 is as follows: the input / output position of the current of the electric device, the arrangement position of the electric device in the power control unit 30, and The power control unit 30 is set in consideration of the arrangement position of the vehicle in the hood of the vehicle. In addition, the harness connected to the control circuit of the electric device is desired to be pulled out from the casing of the electric device at the shortest possible distance from the viewpoint of reducing noise. For this reason, there is almost no freedom in the wiring layout of the harness. Therefore, in the present embodiment, while there is no freedom of such signal line wiring layout, it is possible to prevent the harness from hitting other components due to vibration caused by running of the vehicle and to reduce the size of the power control unit 30. Is intended.

  As shown in FIG. 6, it has a signal line connected to the control circuit of the charger 82 and a power line that supplies power supplied from a sub battery (not shown) that is a 12V power source to the control circuit of the charger 82. The first harness 150 is pulled out of the charger 82 from the side of the charger 82 that faces the DC / DC converter 84 on the rear side of the charger 82 and is charged by a fastening member 152 described later. It is fixed to the lower surface of the casing of the device 82 and the DC / DC converter 84. In addition, a signal line connected to the control circuit of the DC / DC converter 84 and a power line for supplying power supplied from a sub battery (not shown) which is a 12V power source to the control circuit of the DC / DC converter 84 are provided. The two harnesses 154 are drawn out of the casing of the DC / DC converter 84 from the side surface opposite to the surface facing the charger 82 and bundled together with the first harness 150 as the main harness 156. The clips 158, 160 and 162 are fixed to the casing of the DC / DC converter 84. That is, since the main harness 156 includes the first harness 150 and the second harness 154, the first harness 150 and the second harness 154 are connected to the casing of the DC / DC converter 84 by the clips 158, 160, and 162. Fixed to.

  The main harness 156 is fixed to the lower surface of the casing of the DC / DC converter 84 by the clip 158 and is fixed to the side surface of the DC / DC converter 84 by the clips 160 and 162. The clip 160 fixes the main harness 156 on the side surface opposite to the surface facing the charger 82 of the DC / DC converter 84, and the clip 162 is fixed on the front side surface of the DC / DC converter 84.

  The other end side of the main harness 156 passes through an opening 164 provided on the front side of the heat sink 50 and extends to the upper surface side of the heat sink 50 as shown in FIG. It is fixed and connected to a signal line connector 170 connected to an external control device (not shown). Thus, the external control device can drive and control the charger 82 and the DC / DC converter 84 by connecting the external control device to the signal line connector 170. The signal line connector 170 is provided on the front right side of the heat sink 50, that is, on the front side of the quick charging device 62.

  FIG. 10 is a detailed view of the fastening member 152. The fastening member 152 is attached to the stay 172 fixed to the lower surface side of the DC / DC converter 84, the noise preventing core portion 174 provided in the first harness 150, and the stay 172, and fixes the core portion 174. Belt 176. The core portion 174 has an annular core (not shown), and a part of the power line of the first harness 150 is wound around the annular core. Thereby, the noise which generate | occur | produces in the power line which supplies the electric power of the said sub battery to the said control circuit of the charger 82 can be suppressed.

  FIG. 11 is a top view when the upper case 52 is disposed above the heat sink 50 of FIG. In FIG. 11, the illustration of the capacitor module 80 is omitted. The upper case 52 is provided with a quick charging connector 182, and the other end of the first main contactor 102 and the other end of the second main contactor 104 are connected to the quick charging connector 182 via the bus bars 184 a and 184 b. Is done. Connected to the quick charging connector 182 is a connector 188 that is connected to a charger side connector 186 of a quick charger (not shown) that supplies high-voltage DC power (not shown) provided in a service area or a power supply station (see FIG. 7). . The quick charger rapidly charges the battery 18 by connecting the charger side connector 186 and the connector 188 of the quick charger.

  As described above, in the present embodiment, since the first harness 150 and the second harness 154 are fixed to the casing of the DC / DC converter 84, the first harness 150 and the second harness 154 are caused by vibration caused by the traveling of the vehicle. Can be prevented from hitting the charger 82 and the DC / DC converter 84 and other components, and the first harness 150 and the second harness 154 can be efficiently arranged. And the useless space for the wiring of the 2nd harness 154 can be saved, and the power control unit 30 can be reduced in size.

  Further, the charger 82 and the DC / DC converter 84 are adjacent to each other, and the first harness 150 is drawn out from the side surface of the charger 82 facing the DC / DC converter 84 and placed in the casing of the DC / DC converter 84. Since it is fixed, the first harness 150 can be prevented from being exposed to the charger 82, the DC / DC converter 84 and other parts due to the vibration of the vehicle, and the first harness 150 can be arranged efficiently. Therefore, a useless space for wiring the first harness 150 can be saved, and the power control unit 30 can be downsized.

  The charger 82 is provided with a fourth positive terminal 130a and a fourth negative terminal 130b which are direct current terminals on the side adjacent to the DC / DC converter 84, and on the side opposite to the side adjacent to the DC / DC converter 84, Since the sixth positive terminal 142a and the sixth negative terminal 142b, which are AC terminals, are provided, the first harness 150 drawn from the side adjacent to the DC / DC converter 84 and the AC terminal that easily generates noise are provided. It can arrange | position away and can prevent that noise gets on the 1st harness 150. FIG.

  Since the first harness 150 and the second harness 154 are bundled together to form one main harness 156, the rigidity of the main harness 156 can be increased, and the main harness 156 is further violated by vibration caused by running of the vehicle. Can be suppressed.

  The charger 82 and the DC / DC converter 84 are attached below the heat sink 50, and the first harness 150 and the second harness 154 are fixed to the lower surface of the casing of the DC / DC converter 84. The harness 150 and the second harness 154 are pulled away from the charger 82 and the DC / DC converter 84, and the first harness 150 and the second harness 154 are caused by the vibration caused by the traveling of the vehicle. It can suppress hitting other parts.

  As described above, the present invention has been described using the preferred embodiments, but the technical scope of the present invention is not limited to the scope described in the above embodiments. It will be apparent to those skilled in the art that various modifications or improvements can be added to the above embodiment. It is apparent from the description of the scope of claims that embodiments with such changes or improvements can be included in the technical scope of the present invention.

DESCRIPTION OF SYMBOLS 10 ... Electric vehicle 12 ... Car body 18 ... Battery 28 ... Traveling motor 30 ... Power control unit 34, 94a, 94b ... Power cable 36, 94 ... Power connector 38 ... Three-phase alternating current power cable 40, 42, 42a, 42b, 42c ... Power connector 50 ... Heat sink 50a, 50b ... Through hole 52 ... Upper case 54 ... Upper cover 56 ... Lower case 58 ... Lower cover 60 ... Power conversion module 62 ... Quick charging devices 64, 64a, 64b, 64c ... Three-phase terminals 66 ... Three-phase terminal block 70 ... ECU
72 ... Charging device chamber 74 ... Fuse chamber 76 ... Power conversion chamber 78 ... Three-phase terminal chamber 80 ... Capacitor module 82 ... Charger 84 ... DC / DC converter 98a, 98b ... Fuse 100 ... Diode 102 ... First main contactor 104 ... Second main contactor 106: Pre-contactor 115a, 115b, 116, 122, 124, 126, 128, 132, 136, 138, 140, 184a, 184b ... Bus bar 118 ... Air conditioner compressor 120 ... Heater 130a ... Fourth positive terminal 130b ... 4th negative terminal 142a ... 6th positive terminal 142b ... 6th negative terminal 150 ... 1st harness 152 ... Fastening member 154 ... 2nd harness 156 ... Main harness 158, 160, 162, 166, 168 ... Clip 172 ... Stay 174 ... Core part 176 ... Door

Claims (7)

In the power control unit mounted on the vehicle,
An electrical device having a switching element and a control circuit for driving the switching element inside the housing;
A signal line connected to the control circuit and drawn out of the electrical device;
With
The power control unit, wherein the signal line is fixed to a housing of the electric device or another electric device. In the power control unit according to claim 1,
Two electrical devices adjacent to each other,
One of the electrical devices has the signal line drawn out from the side facing the other electrical device,
The power control unit, wherein the signal line is fixed to a housing of the other electric device. The power control unit according to claim 2,
The one electrical device is a charger;
The power control unit, wherein the charger is provided with a DC terminal on a side adjacent to the other electrical device, and an AC terminal is provided on a side opposite to the side on which the other electrical device is adjacent. In the power control unit according to claim 2 or 3,
Each of the signal lines drawn out from the two electric devices is bundled into one power control unit. In the power control unit according to any one of claims 2 to 4,
The two electrical devices are mounted below the heat sink;
The power control unit, wherein the signal line is fixed to a lower surface of a casing of the electric device. In the power control unit according to any one of claims 2 to 5,
The one electrical device is a charger;
The other electric device is a DC / DC converter. In the power control unit according to any one of claims 1 to 6,
Having an annular core for noise reduction fixed to the housing of the electrical device;
A part of a power line connected to the control circuit of the electrical device is wound around the core.

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