Power control unit for electric vehicle

A power control unit for electric vehicle which can easily detach the high voltage cables even if the motor room is deformed, for example, by head-on collision and/or rear-end collision of the vehicle, which is difficult to be deformed, which can make small, and which can avoid an influence of heat generated by the reactor is disclosed. The power control unit 1 includes a box 10 which accommodates devices for controlling electric power supply of the electric vehicle; a reactor receiver 11a which is provided on a given external surface around the box 10 and supports a reactor R; a heat sink 12 connected to the lower end of the reactor receiver 11a, covering the bottom surface of the box 10, possessing passages including passage wall inside thereof, and performing heat-exchange with the box 10 by allowing coolant water to flow within the passage; and a partition 13a, which is laid on at least one side of the box 10 extending toward the longitudinal direction of the vehicle EV, and is detachably communicated with cables to be connected to the traction motor 4 disposed below the heat sink 12 to supply power.

BACKGROUND OF ARTS

1. Field of the Invention

The present invention relates to a power control unit for an electric vehicle, such as fuel cell electric vehicle, having a traction motor.

2. Description of the Related Arts

Due to discharge of no carbon dioxide gas, an electric vehicle has been focused which has batteries and a fuel cell and is driven by driving a motor for drive (hereinafter referred to as “traction motor”). The electric vehicle has a power control unit (hereinafter referred to as “PCU”) for electric vehicle in addition to the batteries and the traction motor. For example, referring toFIG. 1, in the case of a fuel cell electric vehicle100(hereinafter simply referred to as “vehicle”), an inverter (hereinafter simply referred to as “PDU”) to drive traction motor104, a voltage control unit (hereinafter referred to as “VCU”), which controls the voltage between fuel cell102and capacitor103are accommodated within PCU101.

In vehicle101, fuel cell102and capacitor103are placed under the floor of the cabin, traction motor104is provided within a motor room, and PCU101is placed beneath traction motor104, respectively (symbol W represents driving wheel and symbol S represents driving shaft, respectively). Between two of components, i.e., fuel cell102, capacitor103, traction motor104, and PCU101, are connected high voltage cables as shown by the block diagram ofFIG. 2in order to supply and receive electric power. Amongst high voltage cables, i.e., electric cables, a cable for connecting PCU101to fuel cell2is referred to as FC cable, a cable for connecting PCU101to capacitor103is referred to as CAPA cable, and a cable for connecting PCU101to traction motor104is referred to as MOT cable. It is noted that in order to the length of MOT cable is shortened whereby the loss of the electric power is minimized, PCU101is placed near traction motor104.

The high voltage cables within the motor room have hitherto had a layout as shown in FIG.11.FIG. 11Ais a schematic view of PCU and traction motor disposed within the motor room viewing from a front side (of vehicle),FIG. 11Bis a schematic view of PCU and traction motor disposed within the motor room viewing from a left side (of vehicle), andFIG. 11Cis a schematic view of PCU, viewing from an upper side (in the situation where devices accommodated within PCU are omitted).

As can been seen from these figures, FC cable and CAPA cable are passed through a portion of a diaphragm (hereinafter referred to as “M/R diaphragm”) between traction motor104and motor room. The parts represented by symbol R is a reactor, which is an electric part functioning as a smoothing filter for noise reduction) accommodated within PCU101.

If vehicle100is collided in a front or rear direction (i.e., head-on collision or rear-end collision), the motor room is sometimes crushed in the front or rear direction, causing deformation. This makes the gap between traction motor104and M/R diaphragm narrow, then making it difficult to detach FC cables and/or CAPA cables from PCU101. Furthermore, FC cables and/or CAPA cables are caught into a space between traction motor104and M/R diaphragm, making it impossible to detach these cables. Such a situation then makes it impossible or difficult to perform maintenance with PCU101being detached. Consequently, a configuration is required in which the high voltage cables can be detached from the PCU101even if the motor room is deformed due to head-on and/or rear-end collision of vehicle. In the present situation, there takes a large gap between the traction motor104and M/R diaphragm. This, however, enlarges the wheelbase, improves the turning ability of vehicle100itself only with difficulty, and/or makes a cabin space small to thereby reducing livability. Also, in any case, depending upon the degree of deformation, FC cables and CAPA cables are caught in-between traction motor104and M/R diaphragm.

Since PCU101plays an important role in driving the vehicle, it should minimize the possibility of deforming box101against impact due to the collision to protect the functions of the devices accommodated within PCU101(box110).

As for reactor R accommodated within PCU101, upon supplying electric power, the surface of reactor R becomes high temperature due to Joule heat through the resistance of winding wires and Joule heat through the eddy current generated in the core. For this reason, electric parts and electronic parts are heated up through the radiant heat from reactor R, and have a fear of unstable actuation. If a space of the interior of PCU101(box110) is enlarged in order to enhance ventilation so as to allow PCU101for effectively cooling, PCU101becomes large. However, it is not preferable from the functional viewpoint to dispose reactor R at a portion apart from PCU101.

SUMMARY OF THE INVENTION

In light of the situation of the prior arts, the object of the present invention is to provide a power control unit for electric vehicle which can easily detach the high voltage cables even if the motor room is deformed, for example, by head-on collision and/or rear-end collision of the vehicle, which is difficult to be deformed, which can makes small, and which can avoid an influence of heat generated by the reactor.

According to the first aspect of the present invention which attain the object described above and other objects, there is provided a power control unit for an electric vehicle comprising: a box which accommodates devices for controlling electric power supply of said electric vehicle; a reactor receiver which is provided on a given external surface around said box and which supports a reactor; a heat sink, which is connected to the lower end of said reactor receiver, which covers the bottom surface of said box, which possesses passages comprising passage wall inside thereof, and which performs heat-exchange with said box by allowing coolant water to flow within said passage; and a beam member, which is laid on at least one side of said box extending toward the longitudinal direction of said vehicle, and which is detachably communicated with cables to be connected to the traction motor disposed below the heat sink to supply power.

In such a configuration, the devices for controlling electric power supply of said electric vehicle are accommodated within the box, while the reactor is supported on a given external wall surface of the box. Specifically, the reactor is provided outside of the box. For this reason, the radiant heat from the reactor or such is directed towards the outside of the box. The reactor receiver also serves as enhancing the rigidity. The heat sink, which covers the bottom surface of the box, has a function of enhancing the rigidity of the bottom of the box. Since the heat sink and the lower end of the reactor receiver are connected with each other, a force, for example, the force inputted to the reactor receiver, is distributed into the bottom surface of the box having been covered with the heat sink. Also, the beam member for communicating with the cables enhances the side (side wall) of the box. In addition, since the cables are communicated with the side of the box, cables can easily be disposed at the position where the traction motor residing at the lower portion of the heat sink (box) is avoided. In this case, the length of the cable does not become so long. Since the cables are communicated with the side of the box, the length of the box in the longitudinal direction can be shortened.

In a preferred embodiment of the power control unit as described above, the power control unit further comprises a second beam member, one end of which is fixed on the reactor receiver provided on a front portion or a rear portion of said vehicle, and the other end of which is fixed on the wall surface of the box extending longitudinally and facing to the reactor receiver in the longitudinal direction thereof.

In the power control unit according to this preferred embodiment, the box has the second beam member. One end of the second beam is fixed on the reactor receiver and the other end is fixed on the wall surface of the box extending longitudinally and facing to the reactor receiver in the longitudinal direction of the reactor receiver. Specifically, the second beam member is laid over the longitudinal direction of the box. This imparts the box to the rigidity against the force inputted to the longitudinal direction.

In a preferred embodiment of the power control unit as described above, a number of the wall surface components extending along the longitudinal direction the vehicle is larger than that perpendicular to the longitudinal direction of the vehicle.

In the power control unit according to this preferred embodiment, in the case where a, force is inputted to the longitudinal direction, the possibility of deforming the heat sink is reduced, improving the total rigidity of the box. The wall surface used herein dose not mean to distinguish the wall, ceiling, and floor from each other.

In a preferred embodiment of the power control unit as described above, a plurality of electric cables are arranged from the side of box toward the longitudinal direction of the vehicle, wherein parts of the electric cables are connected to a traction motor disposed below said box and having an outputting shaft directed toward the width direction of the vehicle, and the remaining parts of the electric cables are passed through the side portion at the side of non-outputting shaft of traction motor and arranged in such a manner that they extends towards the rear side of the vehicle.

In the power control unit according to this preferred embodiment, the portions taken out the electric cables (high voltage cables) are side portion of the traction motor. Consequently, even in the case of head-on collision and/or rear-end collision of the vehicle, which are the most frequent case of the collision of vehicle, the geometric arrangement of cables does not make narrow, and sufficient clearance of the cables can be ensured. Accordingly, the motor room can be shortened. This makes it possible to design the vehicle such that the total length of the vehicle body is shortened. In addition, the length of the cabin in the longitudinal direction can be also reduced.

The control unit having such a cable configuration is novel and unique. Consequently, the present invention can be extended to a power control unit for an electric vehicle comprising a box having devices for controlling power supply of the electric vehicle; and a plurality of electric cables arranged from the side of box toward the longitudinal direction of the vehicle, parts of which electric cables being connected to a traction motor disposed below said box and having an outputting shaft directed toward the width direction of the vehicle; wherein the remaining parts of the electric cables are passed through the side portion at the side of non-outputting shaft of traction motor and arranged in such a manner that they extends towards the rear side of the vehicle.

In the power control unit according to this preferred embodiment, the portions taken out the electric cables (high voltage cables) are side portion of the traction motor. Consequently, even in the case of head-on collision and/or rear-end collision of the vehicle, which are the most frequent case of the collision of vehicle, the geometric arrangement of cables does not make narrow, and sufficient clearance of the cables can be ensured. Accordingly, the motor room can be shortened. This makes it possible to design the vehicle such that the total length of the vehicle body is shortened. In addition, the length of the cabin in the longitudinal direction can be also reduced. In addition, the catching the electric cables into the space between the traction motor and the power supply device can be prevented, because the portions taken out the electric cables (high voltage cables) are side portion of the traction motor.

According to a preferred embodiment of the power control unit just mentioned, the electric cables extending toward the rear side of the vehicle are connected to a power supply apparatus disposed under the cabin of the vehicle.

In the power control unit according to this preferred embodiment, the portions taken out the electric cables (high voltage cables) are side portion of the traction motor. Consequently, even in the case of head-on collision and/or rear-end collision of the vehicle, which are the most frequent case of the collision of vehicle, the geometric arrangement of cables does not make narrow, and sufficient clearance of the cables can be ensured. Accordingly, the motor room can be shortened. This makes it possible to design the vehicle such that the total length of the vehicle body is shortened. In addition, the length of the cabin in the longitudinal direction can be also reduced. In addition, the catching the electric cables into the space between the traction motor and the power supply device can be prevented, because the portions taken out the electric cables (high voltage cables) are side portion of the traction motor.

DESCRIPTION OF PREFERRED EMBODIMENTS

Embodiments of the present invention will now be described referring to the attached drawings.

The term “electric cables” or “high voltage cables” as used herein means to encompass all cables, which electrically connect PCU to any other devices. To be specific, in the following embodiments, the vehicle as shown in FIG.1and described in the column of the prior art is mainly explained, but the electric cables (high voltage cables) are not restricted to MOT cables, FC cables, and CAPA cables. For example, cables to be connected to any other storage, accumulator, or electric storage means for battery may be used instead of CAPA cable, and cables to be connected to any other power supply device such as a solar cell may be used instead of FC cable. These cables also be included in the electric cables (high voltage cables) used in the present invention. Specifically, the term electric storage means intended herein includes capacitors and batteries.

Also, the term “longitudinal direction” as used herein is intended to front and/or rear direction of vehicle, box, etc., while the width direction or traverse direction is intended to the right and/or left direction.

As shown inFIG. 1, PCU (Power Control Unit)1according to this embodiment is placed (just) above traction motor4disposed within a motor room in front of vehicle EV. The reasons why PCU1is placed above traction motor4are that the longitudinal length of the motor room makes short and that the length of MOT cable makes short. A basic layout of respective components in vehicle EC according to this embodiment, i.e., the layout of PCU1, fuel cell2, capacitor3, and traction motor4, may be the same as or different from that in the prior art. SinceFIG. 2is commonly used, the situation of connecting each of high voltage cables between the respective components may be the same as that of the prior art.

Box10, which is a body of PCU1, is in a flat box from whose height is lower than the width and depth, and is made waterproofness. Box10has VCU for fuel cell2, PDU for traction motor4, an inverter for circulation of cooling water, an inverter for driving a supercharger or such (not shown) to make up PCU1.

The layout of high voltage cables in the motor room will now be described.

As shown inFIG. 3A, PCU1has connector case13in the right side of the vehicle (left side in the figure). As shown inFIG. 3C, connector case13has three (three-phase) connectors for MOT cables, two (single-phase) connectors for CAPA cables, and two (single-phase) connectors for FC cables. Specifically, in PCU1according to this embodiment, all of the high voltage cables are connected via connector case13provided on one side of PCU1, so that MOT cables and other electric cables can be detached at the portion of connector case13.

Symbol10arepresents a cap of box10, and symbol13arepresents a partition, which sections box10and produces connector case13on box10, and which is in an L-shape in the cross section thereof. Partition13ahas a length over the front wall surface to the rear wall surface of box10. It is noted that connectors for communicating MOT cables and the like are actually fitted to partition13ain a detachable manner. Partition13acorresponds to “a beam member, which is laid on at least one side of said box extending toward the longitudinal direction of said vehicle, and which is detachably communicated with cables to be connected to the traction motor disposed below the heat sink to supply power”.

As shown in FIG.3A andFIG. 3B, MOT cables downwardly extending from PCU1are connected to traction motor4just below PCU1. Also, as shown in FIG.3A andFIG. 3B, FC cables and CAPA cables hanging down from PCU1are passed through the right side (left side in the figures) of traction motor4, extend backwards and are further passed through a lower portion of M/R diaphragm and are connected to fuel cell2and capacitor3respectively, as shown by the block diagram of FIG.2.

As described above, MOT cables, FC cables and CAPA cables are evacuated or offset towards the right side (right side based on vehicle EV). This never makes any trouble in the operation of detaching cables from PCU1, even if traction motor4and/or PCU1move backwards whereby the space between traction motor4and M/R diaphragm becomes narrow due to head-on collision and/or rear-end collision of vehicle EV or such. Also, even if traction motor4moves the motor room backwards in a complete manner, FC cables and CAPA cables are never caught in-between traction motor4and M/R diaphragm (see FIG.3B). In this connection, PCU1according to this embodiment is distinguished from the prior art PCU101shown in FIG.11.

As the high voltage cables like MOT cables are used high voltage electric cables for electric vehicle shielded with cross-linked polyethylene insulating braid comprising conductor (tin-plated soft copper wires) insulated with and protected by sheath (PVC). In this embodiment, the cross sectional area of conductor of CAPA cable is smaller than those of FC cable and MOT cable.

Next, reactor R will be described.

As shown in FIG.3A andFIG. 3B, reactor case11composed of reactor receiver11aand reactor cover11bis provided on the external surface of PCU1at a rear side of vehicle EV. Specifically, in this embodiment reactor R is provided on the outside of PCU1.

As shown inFIG. 4, which is an explosively perspective view of reactor case11, reactor R is accommodated within reactor case11having a water proofing property. As described in the column of the prior art, the surface of reactor R becomes high temperature due to Joule heat through the resistance of winding wires and Joule heat through the eddy current generated in the core. For this reason, reactor cover11bor such is made of a highly heat-conductive material (such as aluminum) in order to enhance heat radiation.

As described above, by shifting the position of reactor R from the inside to the outside of PCU1, the direction of the radiant heat from the surface of reactor R directed toward the inside of PCU1is changed toward the outside of PCU1. For this reason, the influence of heat upon devices within PCU1such as a device for controlling the power supply can be reduced. Also, this makes it easy to cool down reactor R itself.

As shown inFIG. 5etc., heat sink12is provided on the bottom surface of PCU1. Heat sink12covers the entire bottom surface of PCU1except for the portion of connector case13, and has a passage (not shown) comprising inner passage walls. The cooling water flows within the passage to remove the heat generated by PDU and VCU within PCU1. Specifically, heat sink12allows PCU1to cool.

Next, the rigidity of PCU1(box10) will be described.

Since PCU1is a part having important functions for vehicle EV, box10has rigidity sufficient to maintain the functions of PCU1even if vehicle EV is collided.

In this embodiment, box10is composed of molded product or a machined product so that box10has sufficient rigidity. Ribs (not shown) are provided on box10so as to prevent the wall surface of box10from being toppled inside of box10by the impact at the time of collision.

Reactor case11(reactor receiver11a) shown inFIG. 4etc. plays a role in enhancing the rigidity of box10. Particularly, reactor receiver11ahas a substantially L shape viewing from side as shown inFIG. 5, and the projection of L-shape is overlapped with and connected to heat sink12(see bold portion of FIG.5). As being described latter on, heat sink12has a function for enhancing the rigidity of the bottom surface of box10. For this reason, reactor receiver11aprevents reactor R (reactor case11) from being toppled inward of box10by the impact at the time of head-on collision and/or rear-end collision of vehicle EV.

As shownFIG. 5, the bottom surface of box10is covered with heat sink12(except for the portion of connector case12; see FIG.3A), and heat sink12enhances the rigidity of the bottom surface of box10. Furthermore, as schematically shown inFIG. 6A, the passage walls of passages provided within heat sink12are configured so that a number of the wall surface components extending along the longitudinal direction the vehicle EV is larger than that perpendicular to the longitudinal direction of the vehicle EV. Specifically, passage12ais provided so that a number of the linear portions of passage12ain the longitudinal direction of vehicle EV become large. In comparison with a configuration that a number of linear portion of passage12a′ in the traverse (width) direction of vehicle EV is large as shown inFIG. 6B, the passage walls according to the configuration of this embodiment has a function of preventing the deformation similar to the ribs described above. Consequently, this enhances the rigidity and makes it difficult to be deformed even if a force is applied to the longitudinal direction of box10.

Also, as shown inFIG. 3A, FIG.6A and the like, partition13awhich sections box10and produces connector case13on box10is provided over the wall surface from the front wall surface to the rear wall surface of box10; enhancing the rigidity and making it difficult to be deformed even if a force is applied to the longitudinal direction of box10.

As described above, according to PCU1of this embodiment where MOT cables, CAPA cables and FC cables are connected at one side portion of PCU1, even if vehicle EV is collided from a front or rear direction (head-on or rear-end collision), whereby the motor room is deformed as to be compressed in the longitudinal direction, these cables can easily be detached. Also, in such a case, CAPA cables and FC cables are never caught in-between traction motor4and M/R diaphragm. For this reason, PCU1can be taken out, and then can easily be repaired. Furthermore, since MOT cables, CAPA cables and FC cables are connected at the side portion of PCU1, the length of PCU1in the longitudinal direction can be shortened. To make PCU1small and to shorten the length of PCU1in the longitudinal direction can realize the miniaturization of motor room in vehicle EV and can ensure a sufficient space of the cabin of vehicle EV.

Also, according to PCU of this embodiment where reactor R is placed outside of box10, PCU10has a reduced influence of heat upon devices possessed by PCU10in comparison with the prior art case where reactor R is placed inside of box10. This can make PCU1small, can reduce the load for cooling, and can easily perform the cooling of reactor R. To make PCU1small (and to shorten the length of PCU1in the longitudinal direction) can realize the miniaturization of motor room in vehicle EV and can ensure a sufficient space of the cabin of vehicle EV.

According to a preferred embodiment, since reactor receiver11ain a L-shape in the cross section thereof is provided on the external surface of PCU1at a rear side of vehicle EV and since heat sink12and the lower end of reactor receiver11aare overlapped with and connected to each other, the rigidity of box10against a force in the longitudinal direction can be further enhanced. For example, this can prevent the wall surface residing backward box10from being toppled within box10. In addition to enhancing the rigidity of the bottom surface of box10by heat sink12, since passage12ais provided so that a number of the linear portions (wall surface components) of passage12ain the longitudinal direction of vehicle EV become large, the rigidity of box10against a force in the longitudinal direction can be enhanced. Also, since partition13awhich sections box10and produces connector case13is provided on box10, the rigidity of box10against a force in the longitudinal direction can be enhanced.

Referring toFIG. 7, another embodiment of the present invention where the rigidity against a force in the longitudinal direction is enhanced (also seeFIGS. 1to6). In this embodiment, elements and members common to those in the foregoing embodiments are referred to the same numbers and symbols, and their description will be omitted.

As shown inFIG. 7, box10has beam15with an angular shape of the cross section (such as laying U-shape, L-shape) inside thereof. Beam15is laid over box10in the longitudinal direction, one end of beam15is fixed on reactor receiver11a, and the other end of beam15is fixed on a wall surface of box10at the front portion. Beam15used in this embodiment corresponds to “a second beam member, one end of which is fixed on the reactor receiver provided on a front portion or a rear portion of said vehicle, and the other end of which is fixed on the wall surface of the box extending longitudinally and facing to the reactor receiver in the longitudinal direction thereof”.

According to this configuration, since beam15is connected to the front wall surface of box10and the rear wall surface (reactor receiver11a), when vehicle EV is head-on or rear-end collided, the force inputted to box10in the longitudinal direction is distributed by beam15into the front and rear wall surfaces. Consequently, the wall surface of box10is deformed only with difficulty (i.e., increasing of the rigidity). Also, since the front and rear wall surfaces are sectioned into L1, L2shown inFIG. 7by beam15(corresponding to shortening the length of one side of wall surface), the wall surface of box10is difficult to be deformed in relation of moment (i.e., increasing of the rigidity). Beam15may also be provided on cap10a.

Referring toFIG. 8, another embodiment of the present invention will now be described.FIG. 8is a schematic front view of vehicle having PCU of the present invention and FIG.8A andFIG. 8Beach shows a layout of electric conductive wires possessed by PCU.

This embodiment focuses on the arrangement of electric cables, i.e., MOT cables, FC cables, and CAPA cables. However, those skilled in the art will appreciate that the present invention is not restricted to these specific electric cables and any modification can be made without departing from the scope of the present invention. In the following descriptions,FIG. 3will be sometimes referred as occasion demands.

As shown inFIG. 3B, MOT cables, which are parts of electric cables, are connected to traction motor4. FC cables and CAPA cables, which are the remaining electric cables, extend towards non-outputting shaft4bof traction motor4, respectively. Specifically, if these cables extend towards the side of outputting shaft4aof traction motor4, FC cables and CAPA cables may be interfered with each other.

In this particular embodiment, FC cables are connected to fuel cell2shown inFIGS. 8A and 8B, while CAPA cables are passed through the side of fuel cell2(right side in FIGS.8A and8B), and then connected to capacitor3.

As shown inFIG. 3B, since FC cables and CAPA cables hung down slightly backward shaft S, these cables are not interfered with shaft S.

As shown inFIG. 8A, FC cables and CAPA cables are passed from the rear side of PCU1(shown by broken line in this figure) through a part of space between traction motor4and fuel cell2, then through the side portion of fuel cell2, and connected to fuel cell2and capacitor3, respectively.

According to this configuration, FC cables and CAPA cables only present in a small part of the space between traction motor4and fuel cell2(at the rear side of traction motor4). For this reason, it is possible to ensure a sufficient space between traction motor4and fuel cell2.

Consequently, even in case where vehicle EV is head-on or rear-end collided to decrease the space between traction motor4and fuel cell2, the arrangement of the electric cables shown inFIG. 8can prevent these electric cables from being caught in-between traction motor4and fuel cell2. Since it becomes possible to ensure a sufficient clearance between traction motor4and fuel cell2, the length of the motor room can be decreased. Furthermore, this makes it possible to design vehicle in the state where total length of vehicle is shortened, and the length of cabin can also be increased even if the total length of vehicle is not shortened.

In another preferred embodiment, the electric cables can be arranged as shown in FIG.8. Specifically, FC cables and CAPA cables extending downward the PCU1can be extended to the side direction of non-outputting shaft4bof traction motor4, then passed through the side portion of fuel cell2, and connected to fuel cell2and capacitor3, respectively. In arranging the electric cables as shown inFIG. 8B, those skilled in the arts will appreciate that FC cables and CAPA cables should be arranged in such a manner that these electric cables are not interfered with a wheel house (not shown) existing between the non-outputting side4bof traction motor4and wheel S.

According to such a configuration, even in case where vehicle EV is head on or rear-end collided or such and where traction motor4is backed within the motor room, since no electric cable (FC cable and CAPA cable) presents between the motor room and fuel cell2, the electric cables can be prevented from being caught in-between traction motor4and fuel cell2. Furthermore, in this embodiment, the length of the motor room can be decreased. Furthermore, this makes it possible to design vehicle in the state where total length of vehicle is shortened, and the length of cabin can also be increased even if the total length of vehicle is not shortened.

The embodiment as shown in FIG.8A andFIG. 8Bwhere parts of electric cables (MOT cables) amongst a plurality of electric cables arranged from the side of PCU1toward the longitudinal direction of vehicle EV are connected to traction motor4and the remaining parts of electric cables (FC cables and CAPA cables) are passed through the side of non-outputting shaft4bof traction motor4and arranged in such a manner that they extends backwardly, and particularly the embodiment where FC cables which are parts of the electric cables are connected to fuel cell disposed below the cabin of the vehicle is novel, irreverent to the configuration of PCU according to the present invention, and such embodiments can be applied to a generic PCU for an electric vehicle EV.

Specifically, the present invention encompasses a power control unit for an electric vehicle comprising a box having devices for controlling power supply of the electric vehicle; and a plurality of electric cables arranged from the side of box toward the longitudinal direction of the vehicle, parts of which electric cables being connected to a traction motor disposed below said box and having an outputting shaft directed toward the width direction of the vehicle; wherein the remaining parts of the electric cables are passed through the side portion at the side of non-outputting shaft of traction motor and arranged in such a manner that they extends towards the rear side of the vehicle.

In addition, it should be understood that the present invention is not restricted to the foregoing embodiments and various variant and modification can be made without departing from the scope and the spirits of the present invention.

For example, an alternative configuration that avoids the contact with projections of reactor case may be provided on M/R diaphragm shown in FIG.9. In this configuration, in the case of the deformation of the motor room in the longitudinal direction, even if PCU1and M/R diaphragm are close to each other, due to gained stroke, reactor case11can be prevented from being in contact with any other members. Also, the alternative configuration may be set, for example, so as to have a distance and depth sufficient for storing reactor case11. Also, the alternative configuration may be composed of two high-pressure units each having a prescribed thickness provided at a prescribed interval as shown in FIG.9.

In addition, as shown inFIG. 10it is also possible to provide connector cases13on both sides of box10to thereby further enhance the rigidity of box10against forces inputted to front or rear sides.

Also, reactor R may also be provided on the rear side, as well as a side or front side.

Furthermore, it is not necessary that reactor receiver11ais in substantially an L-shape to be overlapped with heat sink12, because the force inputted to reactor receiver11acan be distributed only when they are in contact with each other (even if they are not overlapped with each other).

Also, while the embodiments that the present invention is applied to applied to fuel cell electric vehicle, the present invention may be applied to any of other electric vehicles including generic electric vehicles and hybridized car having an engine, a traction motor, and a buttery. In such a case, FC cables to be connected to fuel cell2are omitted and the electric cables are composed of MOT cables, CAPA cables.

The present invention is not restricted to specific means and method for fixing PCU1in the motor room.

Also, it is within the scope of the present invention that a passage as shown inFIG. 6Bis provided.