Vehicle and drive circuit unit

In a drive circuit unit of a vehicle, a first terminal is electrically connected to a drive circuit that performs power conversion, and configured to input or output electric power with respect to the exterior of the drive circuit unit via a first cable. A front protruding portion is formed by extending a portion of a front side surface of the drive circuit unit in a forward direction in a longitudinal direction of the vehicle. The first terminal is disposed on the front protruding portion in an upwardly facing manner, at a more rearward position than a front end of the front protruding portion.

CROSS-REFERENCE TO RELATED APPLICATION

This application is based upon and claims the benefit of priority from Japanese Patent Application No. 2017-137268 filed on Jul. 13, 2017, the contents of which are incorporated herein by reference.

BACKGROUND OF THE INVENTION

Field of the Invention

The present invention relates to a drive circuit unit equipped with a drive circuit that converts (or adjusts) an electric power from a power source and supplies the converted or adjusted electric power to a motor, as well as to a vehicle having such a drive circuit unit.

Description of the Related Art

Various connecting structures for electrically connecting with the exterior have been proposed or disclosed in relation to a drive circuit unit that converts (or adjusts) electric power from a power source and supplies the converted or adjusted electric power to a motor (for example, see Japanese Laid-Open Patent Publication No. 2012-240477).

Japanese Laid-Open Patent Publication No. 2012-240477 has the object of providing a charge-discharge harness routing structure in an electric vehicle, which is capable of enhancing a protective property of the charge-discharge harness when an external force is input to the electric vehicle (paragraph [0005], abstract). In order to achieve this object, according to Japanese Laid-Open Patent Publication No. 2012-240477 (abstract), a high-power unit 20, which is disposed in a motor room and supplies a drive current to a motor drive unit 10, and a battery pack, which is disposed in a lower part of the vehicle body floor, are connected to each other through the charge-discharge harness 51. The high-power unit 20 includes a unit rear surface (a rear surface of the high-power module) 24, and a harness connecting recessed part 25. The unit rear surface 24 faces toward a dash panel upright extending between the motor room and the vehicle body floor. The harness connecting recessed part 25 is recessed from the unit rear surface 24 toward the interior of the high-power unit 20, and a charge-discharge harness connecting terminal 26, which is connected to one end 51a of the charge-discharge harness 51, is provided inside the harness connecting recessed part 25.

According to a first embodiment of Japanese Laid-Open Patent Publication No. 2012-240477, the charge-discharge harness 51 and a charging harness 52 (including a rapid charge harness 53 and a normal charge harness 54) are connected to the connecting terminals 26, 27a, 27b that are provided in the harness connecting recessed part 25 (see FIGS. 2, 3, 4 and paragraphs [0022] to [0025]). Further, the harness connecting recessed part 25 is positioned below the dash panel 4 (see FIG. 3 and paragraph [0028]).

SUMMARY OF THE INVENTION

As described above, in Japanese Laid-Open Patent Publication No. 2012-240477, inside the harness connecting recessed part 25, which is recessed toward the interior of the high-power unit 20 (drive circuit unit) from the unit rear surface 24, harnesses 51, 53, 54 (or cables) are connected to the respective connecting terminals 26, 27a, 27b (see FIGS. 2, 3, 4 and paragraphs [0022] to [0025]).

However, in the case that the connecting terminals 26, 27a, 27b are arranged inside the harness connecting recessed part 25, in a state in which the high-power unit 20 is disposed inside the motor room 2, time and effort is required for an operator to attach and detach the harnesses 51, 53, 54 with respect to the connecting terminals 26, 27a, 27b. In particular, in the event that the harness connecting recessed part 25 is positioned below the dash panel 4 (seeFIG. 3), in a state with the bonnet opened, it is difficult to see the connecting terminals 26, 27a, 27b from above the high-power unit 20.

The present invention has been devised taking into consideration the aforementioned problems, and has the object of providing a vehicle and a drive circuit unit, which are capable of improving ease of operation when attaching or detaching cables with respect to terminals of the drive circuit unit.

A vehicle according to one aspect of the present invention includes:

a motor;

a power source; and

a drive circuit unit configured to convert electric power from the power source and supply the converted electric power to the motor;

the drive circuit unit including:

a drive circuit configured to perform power conversion;

a first terminal electrically connected to the drive circuit, and which is configured to input or output electric power with respect to the exterior of the drive circuit unit via a first cable; and

a front protruding portion formed by extending a portion of a front side surface of the drive circuit unit in a forward direction in a longitudinal direction of the vehicle;

wherein the first terminal is disposed on the front protruding portion in an upwardly facing manner, at a more rearward position than a front end of the front protruding portion.

According to the present invention, the first terminal is disposed in an upwardly facing manner. Therefore, for example, in a state in which the bonnet is opened, an operator can easily see the first terminal. In addition, the first terminal is disposed on the front protruding portion that is formed by extending a portion of the front side surface of the drive circuit unit in a forward direction. Therefore, for example, compared to a case in which the first terminal is disposed behind or to one side of the drive circuit unit, it is possible to shorten the distance between the operator and the first terminal. Accordingly, it is possible to improve ease of operation when attaching or detaching the first cable, at a time of assembling the vehicle or when performing maintenance or the like.

Further, according to the present invention, the first terminal is disposed on the front protruding portion at a more rearward position than the front end of the front protruding portion. Therefore, in the case that a peripheral component (front side peripheral component), which is arranged more on a front side than the drive circuit unit, presses against the drive circuit unit when the vehicle collides with a forward obstacle, the pressing force (load) from the front side peripheral component is received by the front end of the front protruding portion. Accordingly, by preventing the load from being directly input to the first terminal, it is possible to protect the first terminal.

The drive circuit unit may further include a case in which the drive circuit is accommodated, and a heat sink which is fixed to the case and arranged along the longitudinal direction of the vehicle. Further, the front protruding portion may be configured as a portion of the heat sink that is positioned in front of the case.

In accordance with these features, the first terminal is disposed on the front protruding portion, which forms a portion of the heat sink that is positioned in front of the case. Because the heat sink is fixed to the case, it is easy to arrange the first terminal in the vicinity of the case. Further, in the case that the heat sink is of relatively high rigidity, it is possible to protect the first terminal more reliably, even when the vehicle collides with a forward obstacle, and the front side peripheral component is pressed against the heat sink.

A fastening part, in which a fastening member for fastening the drive circuit unit to a motor housing is disposed, may be formed on the front protruding portion. Further, the first terminal may be disposed at a more rearward position than the front end of the front protruding portion and to one side of the fastening part.

Since the fastening member (a bolt or the like), which is disposed in the fastening part, is fixed to the exterior, the rigidity in the vicinity of the fastening member and the fastening part tends to be high. According to the present invention, the first terminal is disposed at a more rearward position than the front end of the front protruding portion and to one side of the fastening part. Therefore, even in the case that the vehicle collides with a forward obstacle and the front side peripheral component is pressed against the front protruding portion, it is possible for the first terminal to be protected more reliably.

The drive circuit unit may further include a second terminal connected electrically to the drive circuit, and which is configured to input or output electric power with respect to the exterior of the drive circuit unit via a second cable. Further, the fastening part may be formed at an end of the front protruding portion in a vehicle widthwise direction. Furthermore, the second terminal may be disposed in an upwardly facing manner on a rear side of the fastening part.

As discussed above, the rigidity in the vicinity of the fastening part tends to be high. According to the present invention, the first terminal and the second terminal are provided in the vicinity of the fastening part. Therefore, even in the case that the vehicle collides with a forward obstacle and the front side peripheral component is pressed against the front protruding portion, it is possible for the first terminal and the second terminal to be protected more reliably.

Further, since the first terminal and the second terminal are disposed in the vicinity of the fastening part, the first terminal and the second terminal are disposed in close proximity to each other. Therefore, in the case that attachment or detachment of the first cable and the second cable are carried out at the same time, operational efficiency can be improved.

The drive circuit unit may be fixed to a motor housing in which the motor is accommodated. Further, the front end of the front protruding portion may be positioned on a more rearward side than a front end of the motor housing. In accordance with these features, in the case that the vehicle collides with a forward obstacle and the front side peripheral component is displaced toward the rear, the front side peripheral component has a higher possibility of coming into contact with the front end of the motor housing than the front end of the front protruding portion. Stated otherwise, contact of the front side peripheral component with respect to the first terminal can be prevented both by the front protruding portion and the motor housing. Accordingly, the first terminal can be protected more reliably.

The drive circuit may include a DC/DC converter configured to step down a voltage from the power source. Further, the first cable may connect an output side of the DC/DC converter to a low voltage system via the first terminal. Furthermore, the second cable may connect the second terminal and the power source to each other.

In accordance with these features, the first terminal to which a relatively low voltage is applied is disposed on a front side, whereas the second terminal to which a relatively high voltage is applied is disposed on a rear side. Accordingly, in the case that the vehicle collides with a forward obstacle and the front side peripheral component comes into contact with the front protruding portion, the second terminal can be protected preferentially over the first terminal.

The drive circuit unit may be inclined so as to be positioned at a downward orientation heading toward a front side of the vehicle. In accordance with this feature, it is possible to further improve ease of operation when the operator attaches or detaches the first cable to or from the front side of the vehicle.

The motor and the drive circuit unit may be arranged inside a motor room provided on a front side of the vehicle. Further, the motor room may be arranged between a vehicle cabin, a bonnet, and a motor frame. Consequently, it is possible to enhance the effect of the arrangement and orientation of the first terminal.

A drive circuit unit according to another aspect of the present invention serves to convert electric power from a power source and supply the converted electric power to a motor, the drive circuit unit including:

a drive circuit configured to perform power conversion;

a first terminal electrically connected to the drive circuit, and which is configured to input or output electric power with respect to the exterior of the drive circuit unit via a first cable; and

a front protruding portion formed by extending a portion of a front side surface of the drive circuit unit in a forward direction;

wherein the first terminal is disposed on the front protruding portion in an upwardly facing manner, at a more rearward position than a front end of the front protruding portion.

According to the present invention, it is possible to improve ease of operation when attaching or detaching cables with respect to terminals of the drive circuit unit.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

FIG. 1is a side view schematically showing a configuration of a vehicle10including an electric power control unit28(hereinafter referred to as a “PCU28”) as a drive circuit unit according to an embodiment of the present invention.FIG. 2is a plan view schematically showing a configuration on a front side of the vehicle10of the present embodiment.FIG. 3is an electrical circuit diagram showing an electrical connection relation of the vehicle10of the present embodiment.

As shown inFIGS. 1 to 3, the vehicle10includes, in addition to the PCU28, an engine20(seeFIG. 2), a traction motor22, a generator24, a high voltage battery26(hereinafter also referred to as a “battery26” or a “BAT26”), a low voltage system30, a first cable32, a second cable34, and a radiator36. The vehicle10is a hybrid vehicle, and utilizes the engine20and the traction motor22as traveling drive sources. As will be discussed later, the vehicle10may be another type of vehicle. The generator24generates electric power on the basis of a driving force of the engine20. The generator24may also be used as a traveling drive source.

The PCU28converts or adjusts the electric power from the battery26and/or the generator24, and supplies the converted or adjusted electric power to the traction motor22. Further, the PCU28converts or adjusts the generated electric power Pgen of the generator24and the generated electric power (regenerative power Preg) of the traction motor22, and uses the converted or adjusted electric power to charge the battery26.

The traction motor22is a three-phase alternating current (AC) brushless type motor, and serves as a drive source for driving the vehicle10, and which generates motive power Ftrc and supplies the motive power to the vehicle wheels40(driving wheels). More specifically, the traction motor22is driven by one or both of electric power Pbat from a high voltage battery26and electric power Pgen from the generator24. Further, the traction motor22carries out regeneration during braking of the vehicle10, and supplies regenerative electric power Preg to the battery26. The regenerative electric power Preg may also be supplied to a low voltage system30.

Hereinafter, the traction motor22may also be referred to as a TRC motor22or simply a motor22. The TRC motor22may function as a generator in addition to or instead of functioning as a traction motor. Hereinafter, “TRC” or “trc” or “t” is appended to parameters related to the traction motor22. Further, inFIGS. 1 and 3, the traction motor22is indicated by “TRC”.

The generator24is a three-phase alternating current brushless type generator, and functions as a generator that generates electric power by the motive power Feng from the engine20. The electric power Pgen generated by the generator24is supplied to the battery26or the traction motor22, or is supplied to the low voltage system30.

Hereinafter, the generator24may also be referred to as a GEN24. The GEN24, in addition to or instead of functioning as a generator, may also function as a traction motor. Hereinafter, “GEN” or “gen” or “g” is appended to parameters related to the generator24. Further, inFIG. 3, the generator24is indicated by “GEN”. The generator24can be used as a starter motor for the engine20.

The high voltage battery26is a power storage device (energy storage) including a plurality of battery cells, and is capable of outputting high voltage (several hundreds of volts). For example, a lithium ion secondary battery, a nickel hydrogen secondary battery, or the like, can be used for the high voltage battery26. Instead of or in addition to the battery26, it is also possible to use a power storage device such as a capacitor.

The PCU28converts or adjusts the electric power from the battery26and/or the generator24, and supplies the converted or adjusted electric power to the traction motor22. Further, the PCU28converts or adjusts the generated electric power Pgen of the generator24and the regenerative electric power Preg of the traction motor22, and uses the converted or adjusted electric power to charge the battery26.

As shown inFIG. 3, the PCU28includes a first DC/DC converter50, a first inverter52, a second inverter54, a first capacitor56, a second capacitor58, an electronic control unit60(hereinafter referred to as an “ECU60”), and a second DC/DC converter62.

The first DC/DC converter50(hereinafter also referred to as a “converter50”) is a step-up/step-down type converter. The converter50steps up the output voltage Vbat (hereinafter also referred to as a “battery voltage Vbat”) of the battery26, and outputs the stepped-up voltage to the TRC motor22. Further, the converter50steps down the output voltage Vgen of the generator24(hereinafter also referred to as a “GEN voltage Vgen”) or the output voltage Vreg of the traction motor22(hereinafter also referred to as a “regenerative voltage Vreg”), and supplies the stepped-down voltage to the battery26.

The first inverter52converts the DC current from the battery26into an AC current, and supplies the AC current to the traction motor22. Further, the first inverter52converts the AC current from the traction motor22into a DC current, and supplies the DC current to the battery26.

The second inverter54converts the AC current from the generator24into a DC current, and supplies the DC current to the battery26and/or the traction motor22. Further, in the case that the generator24is used as a traveling drive source, the second inverter54converts the DC current from the battery26into an AC current, and supplies the AC current to the generator24.

The first capacitor56and the second capacitor58function as smoothing capacitors.

The second DC/DC converter62steps down the battery voltage Vbat or the like, and outputs the stepped-down voltage to the low voltage system30(in particular, a relay box90).

The ECU60is a control circuit (or a control device) that controls the respective components of the PCU28, and has an input/output unit, a computation unit, and a storage unit, none of which are shown. The input/output unit inputs signals to and outputs signals from the respective components of the vehicle10via signal lines70(communication lines). It should be noted that, inFIG. 1, the signal lines70are shown in a simplified manner. The input/output unit includes a non-illustrated A/D conversion circuit for converting input analog signals into digital signals.

The computation unit includes a central processing unit (CPU), and operates by executing programs stored in the storage unit. A portion of the functions executed by the computation unit can also be realized through the use of logic ICs (Integrated Circuits). The programs may be supplied from the exterior via a non-illustrated wireless communications device (a mobile phone, a smartphone, or the like). In the computation unit, a portion of the programs can also be constituted by hardware (circuit components).

The storage unit stores programs and data used by the computation unit, and is equipped with a random access memory (hereinafter referred to as a “RAM”). As the RAM, there can be used a volatile memory such as a register or the like, and a nonvolatile memory such as a flash memory or the like. Further, in addition to the RAM, the storage unit may include a read only memory (hereinafter referred to as a “ROM”).

The low voltage system30is a power system that handles low voltage (for example, 12 V). As shown inFIG. 3, the low voltage system30includes a relay box90, a low voltage battery92, and electrical accessories94a,94b(hereinafter also referred to as “auxiliary devices94a,94b” and collectively as “auxiliary devices94”). Moreover, although only two auxiliary devices94(94a,94b) are shown inFIG. 3, the number of auxiliary devices94may be one or three or more.

The relay box90switches the connection relation (on/off) on the basis of commands from the ECU60or another ECU of the vehicle10. It should be noted that, inFIG. 3, illustration of the signal lines70connecting the ECU60and the relay box90is omitted. The low voltage battery92(hereinafter also referred to as a “12 V battery92”) supplies low voltage (for example, 12 V) power to the low voltage system30. The low voltage battery92, for example, is a lead battery. The auxiliary devices94a,94bare devices that operate at low voltage. As examples of the auxiliary devices94a,94b, there are included, for example, a navigation device and a headlight (neither of which is shown), the ECU60, and the like.

As shown inFIG. 3, the first cable32is an electric power line connecting the PCU28(in particular, a secondary side of the second DC/DC converter62) and the low voltage system30(in particular, the relay box90). The first cable32includes two core wires and a cover that covers the core wires (neither of which is shown). The first cable32includes a connector100aon the side of the PCU28(hereinafter also referred to as a “first PCU side connector100a”), and a connector100bon the side of the low voltage system30(hereinafter also referred to as a “low voltage system side connector100b”).

The first PCU side connector100ais connected to a connector110(hereinafter also referred to as a “first PCU connector110”) of the PCU28. The low voltage system side connector100bis connected to a connector112(hereinafter also referred to as a “low voltage system connector112”) of the low voltage system30(in particular, the relay box90).

The second cable34is an electric power line connecting the high voltage battery26and the PCU28(in particular, a primary side of the first DC/DC converter50). The second cable34includes two core wires and a cover that covers the core wires (neither of which is shown). The second cable34includes a connector120aon the side of the PCU28(hereinafter also referred to as a “second PCU side connector120a”), and a connector120bon the side of the battery26(hereinafter also referred to as a “battery side connector120b”). The second PCU side connector120ais connected to a connector130(hereinafter also referred to as a “second PCU connector130”) of the PCU28. The battery side connector120bis connected to a connector132(hereinafter also referred to as a “battery connector132”) of the battery26.

Moreover, although not shown inFIG. 3, other connections (for example, a connection between the PCU28and the motor22, a connection between the PCU28and the generator24) can also be made using similar cables, bus bars, or the like.

The radiator36is a component that cools the coolant (not shown) that serves to cool the PCU28, etc., and is disposed on a distal end side of the vehicle10. The radiator36is a front side peripheral component which is located more on the front side than the PCU28.

A-2. Arrangement of Respective Components

As shown inFIGS. 1 and 2, the engine20, the motor22, the generator24, the PCU28, the 12-V battery92, and the relay box90are disposed in a front side room150. The front side room150functions as an engine room for the engine20, a motor room for the motor22, and a generator room for the generator24.

As shown inFIG. 1, the front side room150is disposed between a vehicle cabin152, a bonnet154, and a front side frame156(motor frame). The front side frame156is connected to a non-illustrated main frame.

As shown inFIG. 1(and inFIG. 5, to be described later), the PCU28is fixed to a motor housing160in which the motor22is accommodated. Further, the PCU28is inclined so as to be positioned at a downward orientation heading toward the front side of the vehicle10(seeFIG. 5). In addition to the motor22, the motor housing160of the present embodiment also accommodates the generator24.

As shown inFIG. 1, the high voltage battery26is disposed below a seat170or a floor172inside the vehicle cabin152, and is supported by the main frame.

A-3. Specific Configuration and Arrangement of PCU28

FIG. 4is a perspective view schematically showing an external appearance of the PCU28of the present embodiment.FIG. 5is a side view of the PCU28of the present embodiment and the periphery thereof. As shown inFIGS. 4 and 5, the PCU28includes an upper case200, a lower case202, and a heat sink204. The upper case200, the lower case202, and the heat sink204are each made of metal (for example, made of aluminum).

In the interior of the upper case200and the lower case202, circuit components210(seeFIG. 4) are arranged, such as the first DC/DC converter50, the first inverter52, the second inverter54, the first capacitor56, the second capacitor58, the ECU60, and the second DC/DC converter62. For example, in the upper case200, the circuit components210are arranged on a circuit board212(seeFIG. 4) and around the periphery thereof. A similar circuit board (not shown) is also provided in the lower case202, and circuit components210are connected thereto.

Hereinafter, the circuit components210and the circuit board212are referred to collectively as a drive circuit220. The drive circuit220supplies electric power to the motor22. In addition, the drive circuit220supplies electric power from the generator24and the motor22to the battery26and the second DC/DC converter62. The upper case200and the lower case202accommodate the drive circuit220.

The heat sink204is a plate-shaped member that cools the first DC/DC converter50, the first inverter52, the second inverter54, and the like, which act as heating elements. A coolant is supplied from a non-illustrated coolant pump to an introduction side pipe230(seeFIG. 4) of the heat sink204. After the coolant has moved inside the heat sink204, the coolant is discharged from a discharge side pipe232(seeFIG. 5). The coolant that is discharged from the discharge side pipe232releases heat through the radiator36(seeFIGS. 1 and 2), and thereafter, the coolant is supplied again to the introduction side pipe230.

As can be understood fromFIGS. 4 and 5, the upper case200, the lower case202, and the heat sink204are connected or fixed to each other by screws240.

Further, the upper case200, the lower case202, and the heat sink204(and more specifically, the PCU28), which are connected or fixed by the screws240, are further connected or fixed by bolts250to the motor housing160. More specifically, a plurality of fastening bosses252, in which the bolts250(fastening members) are arranged, are provided on the lower case202. As can be understood fromFIG. 4, etc., the fastening bosses252are provided at corner portions of the PCU28as viewed in plan.

As shown inFIGS. 4 and 5, according to the present embodiment, the lower case202and the heat sink204include a portion260(hereinafter referred to as a “front protruding portion260”) that extends in a forward direction of the upper case200in a longitudinal (front-rear) direction of the vehicle10.

Further, as shown inFIGS. 4 and 5, the lower case202includes a portion262(hereinafter referred to as a “lateral protruding portion262”) that extends laterally beyond the upper case200and the heat sink204. Details of the front protruding portion260and the lateral protruding portion262will be described later.

The upper case200, the lower case202, and the heat sink204are all arranged along the longitudinal direction of the vehicle10. However, the upper case200, the lower case202, and the heat sink204are inclined so as to be positioned at a downward orientation heading toward the front side of the vehicle10(seeFIG. 5).

As described above, the first PCU connector110(seeFIG. 3) of the PCU28is electrically connected to the drive circuit220(in particular, to the secondary side of the second DC/DC converter62). The first PCU connector110is a component having a terminal portion, and an insulating portion (or a protective portion for protecting the insulating portion from water or the like) which is made of resin or the like and supports the terminal portion. Further, the first PCU connector110is capable of inputting or outputting electric power with respect to the exterior of the PCU28(i.e., to the low voltage system30, and in particular, the relay box90) via the first cable32.

As shown inFIGS. 4 and 5, the first PCU connector110is disposed on the front protruding portion260. More specifically, the first PCU connector110is disposed on the front protruding portion260at a more rearward position than a front end of the front protruding portion260(seeFIGS. 4 and 5). For fixing the first PCU connector110to the front protruding portion260, for example, it is possible to form a flange (not shown) on the first PCU connector110, and to use a method in which the flange and the front protruding portion260are fixed together by using screws.

As described above, the front protruding portion260is a portion that extends in a forward direction, ahead of (the front surface270of) the upper case200, and is constituted by the lower case202and the heat sink204. Stated otherwise, a portion of the wiring of the drive circuit220is routed inside the lower case202and the heat sink204, and is connected to the first PCU connector110.

As shown inFIG. 5, the front end of the front protruding portion260is positioned on a more rearward side than the front end of the motor housing160(seeFIG. 5). InFIG. 5, an imaginary plane P is shown that contacts the front end (a forwardmost front side position) of the motor housing160. The imaginary plane P is a plane that extends in the lateral (left-right) direction and the vertical (up-down) direction of the vehicle10, and is perpendicular with respect to the longitudinal (front-rear) direction of the vehicle10.

Further, as shown inFIGS. 4 and 5, the first PCU connector110is disposed adjacent to the bolt250and the fastening boss252. Furthermore, as shown inFIGS. 4 and 5, the first PCU connector110is arranged in an upwardly facing manner. Therefore, by displacing in a downward direction the first PCU side connector100aof the first cable32, which is to be connected to the first PCU connector110, both of the connectors100a,110are connected together mutually.

As described above, the second PCU connector130(seeFIG. 3) of the PCU28is electrically connected to the drive circuit220(in particular, to the primary side of the first DC/DC converter50). The second PCU connector130is a component having a terminal portion, and an insulating portion (or a protective portion for protecting the insulating portion from water or the like) which is made of resin or the like and supports the terminal portion. Further, the second PCU connector130is capable of inputting or outputting electric power with respect to the exterior of the PCU28(i.e., to the high voltage battery26) via the second cable34.

As shown inFIGS. 4 and 5, the second PCU connector130is disposed on the lateral protruding portion262. As described above, the lateral protruding portion262is a portion that protrudes in a lateral direction beyond (the side surface272of) the upper case200, and is constituted by the lower case202. Stated otherwise, a portion of the wiring of the drive circuit220is routed inside the lower case202, and is connected to the second PCU connector130.

Further, as shown inFIGS. 4 and 5, the second PCU connector130is disposed adjacent to the bolt250and the fastening boss252, on a rear side of the bolt250and the fastening boss252. Furthermore, as shown inFIGS. 4 and 5, the second PCU connector130is arranged in an upwardly facing manner. Therefore, by displacing in a downward direction the second PCU side connector120aof the second cable34, which is to be connected to the second PCU connector130, both of the connectors120a,130are connected together mutually. Further still, as shown inFIGS. 4 and 5, the second PCU connector130is inclined in the rearward direction.

In the case of assembling the PCU28, first, the upper case200, the lower case202, and the heat sink204are fastened together mutually with the screws240, in a state in which the circuit components210(seeFIG. 4) and the circuit board212are disposed inside the upper case200and the lower case202(seeFIGS. 4 and 5). Thereafter, the upper case200, the lower case202, and the heat sink204(i.e., the PCU28), which are connected to each other, are fixed to the motor housing160by the bolts250(seeFIGS. 4 and 5).

A-5. Effects of the Present Embodiment

According to the present embodiment, the first PCU connector110(first terminal) is disposed in an upwardly facing manner (seeFIGS. 4 and 5). Therefore, for example, in a state in which the bonnet154is opened, an operator can easily see the first PCU connector110. In addition, the first PCU connector110is disposed on the front protruding portion260that is formed by extending a portion (in this instance, the front surface270of the upper case200) of the front side surface of the PCU28(drive circuit unit) in a forward direction (seeFIGS. 4 and 5). Therefore, for example, compared to a case in which the first PCU connector110is disposed behind or to one side of the PCU28(or the upper case200), it is possible to shorten the distance between the operator and the first PCU connector110. Accordingly, it is possible to improve ease of operation when attaching or detaching the first cable32, at a time of assembling the vehicle10or when performing maintenance or the like.

Further, according to the present embodiment, the first PCU connector110is disposed on the front protruding portion260at a more rearward position than the front end of the front protruding portion260(seeFIGS. 4 and 5). Therefore, in the case that a front side peripheral component (the radiator36or the like), which is arranged more on a front side than the PCU28(drive circuit unit), presses against the PCU28when the vehicle10collides with a forward obstacle, the pressing force (load) from the front side peripheral component is received by the front end of the front protruding portion260. Accordingly, by preventing the load from being directly input to the first PCU connector110, it is possible to protect the first PCU connector110.

In the present embodiment, the PCU28(drive circuit unit) further comprises the upper case200(case) in which the drive circuit220is accommodated, and the heat sink204which is fixed to the upper case200and arranged along the longitudinal direction of the vehicle10(seeFIGS. 4 and 5). Further, the front protruding portion260is configured as a portion of the heat sink204that is positioned in front of the upper case200(seeFIGS. 4 and 5).

In accordance with these features, the first PCU connector110(first terminal) is disposed on the front protruding portion260, which forms a portion of the heat sink204that is positioned in front of the upper case200. Because the heat sink204is fixed to the upper case200, it is easy to arrange the first PCU connector110in the vicinity of the upper case200.

Further, in the case that the heat sink204is of relatively high rigidity, it is possible to protect the first PCU connector110more reliably, even when the vehicle10collides with a forward obstacle, and the front side peripheral component (the radiator36or the like) is pressed against the heat sink204.

According to the present embodiment, the fastening boss252(fastening part), in which the bolt250(fastening member) is disposed for fastening the PCU28to the motor housing160, is formed on the front protruding portion260(seeFIGS. 4 and 5). Further, the first PCU connector110(first terminal) is disposed at a more rearward position than the front end of the front protruding portion260and to one side of the fastening boss252(seeFIGS. 4 and 5).

Since the bolt250, which is disposed in the fastening boss252, is fixed to the motor housing160, rigidity in the vicinity of the fastening boss252tends to be high. According to the present embodiment, the first PCU connector110is disposed at a more rearward position than the front end of the front protruding portion260and to one side of the bolt250and the fastening boss252(seeFIGS. 4 and 5). Therefore, even in the case that the vehicle10collides with a forward obstacle and the front side peripheral component (the radiator36or the like) is pressed against the front protruding portion260, it is possible for the first PCU connector110to be protected more reliably.

In the present embodiment, the PCU28(drive circuit unit) further comprises the second PCU connector130(second terminal) connected electrically to the drive circuit220, and which is capable of inputting or outputting electric power with respect to the exterior of the PCU28via the second cable34(seeFIGS. 4 and 5). Further, the fastening boss252is formed at an end of the front protruding portion260in a vehicle widthwise direction (seeFIG. 4). Furthermore, the second PCU connector130is disposed in an upwardly facing manner on a rear side of the fastening boss252(fastening part) (seeFIGS. 4 and 5).

As discussed above, the rigidity in the vicinity of the fastening boss252tends to be high. According to the present embodiment, the first PCU connector110and the second PCU connector130are provided in the vicinity of the fastening boss252. Therefore, even in the case that the vehicle10collides with a forward obstacle and the front side peripheral component (the radiator36or the like) is pressed against the front protruding portion260, it is possible for the first PCU connector110and the second PCU connector130to be protected more reliably.

Further, since the first PCU connector110and the second PCU connector130are disposed in the vicinity of the fastening boss252(fastening part), the first PCU connector110and the second PCU connector130are disposed in close proximity to each other. Therefore, in the case that attachment or detachment of the first cable32and the second cable34are carried out at the same time, operational efficiency can be improved.

Furthermore, for example, by laying out the first cable32and the second cable34collectively in a rearward direction, the first cable32and the second cable34are laid out in a manner that utilizes space efficiently, and it is possible to provide portions for absorbing vibrations of the traveling drive sources on the cables.

In the present embodiment, the PCU28(drive circuit unit) is fixed to the motor housing160in which the motor22is accommodated (seeFIG. 5). The front end of the front protruding portion260is positioned on a more rearward side than the front end of the motor housing160(seeFIG. 5).

In accordance with these features, in the case that the vehicle10collides with a forward obstacle and the front side peripheral component (the radiator36or the like) is displaced toward the rear, the front side peripheral component has a higher possibility of coming into contact with the front end of the motor housing160than the front end of the front protruding portion260. Stated otherwise, contact of the front side peripheral component with respect to the first PCU connector110can be prevented both by the front protruding portion260and the motor housing160. Accordingly, the first PCU connector110can be protected more reliably.

In the present embodiment, the drive circuit220includes the second DC/DC converter62(DC/DC converter) adapted to step down the voltage from the high voltage battery26(power source) (seeFIGS. 1 to 3). The first cable32connects the output side of the second DC/DC converter62and the low voltage system30via the first PCU connector110. The second cable34connects the second PCU connector130and the high voltage battery26to each other (seeFIG. 3).

In accordance with these features, the first PCU connector110to which a relatively low voltage is applied is disposed on a front side, whereas the second PCU connector130to which a relatively high voltage is applied is disposed on a rear side. Accordingly, in the case that the vehicle10collides with a forward obstacle and the front side peripheral component (the radiator36or the like) comes into contact with the front protruding portion260, the second PCU connector130can be protected preferentially over the first PCU connector110.

In the present embodiment, the PCU28(drive circuit unit) is inclined so as to be positioned at a downward orientation heading toward the front side of the vehicle10(seeFIG. 5). In accordance with this feature, it is possible to further improve ease of operation when the operator attaches or detaches the first cable32to or from the front side of the vehicle10.

In the present embodiment, the motor22and the PCU28(drive circuit unit) are arranged inside the front side room150(motor room) provided on the front side of the vehicle10(seeFIG. 1). The front side room150is arranged between the vehicle cabin152, the bonnet154, and the front side frame156(motor frame) (seeFIG. 1). Consequently, it is possible to enhance the effect of the arrangement and orientation of the first PCU connector110.

It is a matter of course that the present invention is not limited to the above-described embodiment, and various modified or additional configurations could be adopted therein based on the descriptive content of the present specification. For example, the following configurations can be adopted.

B-1. Objects to which the Present Invention is Applied

The vehicle10of the above-described embodiment includes the engine20, the traction motor22, and the generator24(seeFIG. 1). However, for example, insofar as attention is paid to the arrangement and orientation of the first PCU connector110(first terminal) or the second PCU connector130(second terminal), the present invention is not limited to this feature. For example, the vehicle10may be an electrically powered vehicle that does not include the engine20. Alternatively, the vehicle10may be configured to include a plurality of traction motors22and generators24.

B-2. Rotary Electric Machines

The traction motor22and the generator24of the above embodiment are three-phase AC brushless type rotary electric machines (seeFIG. 3). However, for example, insofar as attention is paid to the arrangement and orientation of the first PCU connector110(first terminal) or the second PCU connector130(second terminal), the present invention is not limited to this feature. The traction motor22and the generator24may be of a direct current type or a brush type.

B-3. Power Source

In the above-described embodiment, the high voltage battery26is used as a power source for supplying electric power to the motor22via the PCU28(seeFIGS. 1 to 3). However, for example, insofar as attention is paid to the arrangement and orientation of the first PCU connector110(first terminal) or the second PCU connector130(second terminal), the present invention is not limited to this feature. For example, it is possible to position the generator24as the main power source (to use the generator24as a so-called range extender).

[B-4-1. Overall Configuration of PCU28]

In the above-described embodiment, both the upper case200and the lower case202are provided (seeFIGS. 4 and 5). However, for example, insofar as attention is paid to the arrangement and orientation of the first PCU connector110(first terminal) or the second PCU connector130(second terminal), the present invention is not limited to this feature. For example, one or three or more cases may be provided. Moreover, as a situation in which only one case is provided, there may be considered a situation in which the case is fixed directly to the motor housing160(i.e., in which the drive circuit220is disposed directly on the motor housing160), or the like.

In the above-described embodiment, one heat sink204is provided through which a coolant is circulated (seeFIG. 4). However, for example, insofar as attention is paid to the arrangement and orientation of the first PCU connector110(first terminal) or the second PCU connector130(second terminal), the present invention is not limited to this feature. For example, it is possible to omit the heat sink204or to provide a plurality of heat sinks204.

In the above-described embodiment, the drive circuit220includes the first DC/DC converter50, the first inverter52, the second inverter54, the first capacitor56, the second capacitor58, the ECU60, and the second DC/DC converter62(seeFIGS. 3 and 4). However, for example, from the standpoint of converting (or adjusting) the electric power from the high voltage battery26and supplying the converted (or adjusted) electric power to the traction motor22, the present invention is not limited to this feature. For example, the first DC/DC converter50may be omitted from the drive circuit220. Alternatively, the second inverter54may be omitted (in which case, the generator24may also be omitted) from the drive circuit220. Alternatively, the first inverter52(and the first DC/DC converter50) may be omitted, in the event that the traction motor22is a direct current type of motor. Moreover, in the case that the first DC/DC converter50and the first inverter52are omitted, then in the drive circuit220, as a process for converting or adjusting the electric power from the high voltage battery26, an on/off switch can be provided.

In the above-described embodiment, the PCU28is provided with the first PCU connector110(i.e., a component having a terminal portion and an insulating portion) as a connecting portion to which the first cable32is connected (seeFIG. 3, etc.). However, for example, from the standpoint of connecting the drive circuit220to the first cable32(or alternatively, from the standpoint of providing the first terminal that connects with the first cable32on the PCU28), the present invention is not limited to this feature.

For example, instead of the first PCU connector110, a terminal block to which core wires of the first cable32are fixed by screws may be provided on a side of the PCU28(in this case, the first cable32does not include the first PCU side connector100a). Alternatively, instead of the first PCU connector110, a bus bar may be provided, and such a bus bar may be connected to the first cable32.

The same aspects may be applied to the second PCU connector130.

In the above-described embodiment, the front protruding portion260is formed by the lower case202and the heat sink204(seeFIGS. 4 and 5). However, from the standpoint of the first PCU connector110(the first terminal) being disposed on a front side (of the front surface270) of the upper case200, the present invention is not limited to this feature.

For example, the front protruding portion260may be formed from only one of the lower case202or the heat sink204. Alternatively, the front protruding portion260can be formed by a member that differs from any one of the upper case200, the lower case202, and the heat sink204.

Alternatively, from the standpoint of the front protruding portion260being formed by extending a portion of the front side surface (in this case, the front surface270) of the PCU28in a forward direction, in addition to or instead of the lower case202and the heat sink204, a portion of the front surface270of the upper case200may protrude in a forward direction to thereby form the front protruding portion260.

In the above-described embodiment, the lateral protruding portion262is formed by the lower case202(seeFIGS. 4 and 5). However, from the standpoint of the second PCU connector130(second terminal) being disposed laterally (of the side surface272) of the upper case200, the present invention is not limited to this feature.

For example, the lateral protruding portion262may be formed by both the lower case202and the heat sink204. Alternatively, the lateral protruding portion262can be formed by a member that differs from any one of the upper case200, the lower case202, and the heat sink204.

B-5. Front Peripheral Component

In the above-described embodiment, the radiator36(FIGS. 1 and 2) is cited as an example of the front peripheral component in relation to the PCU28. However, other components may be positioned as front peripheral components. As an example of another front peripheral component, for example, the 12-V battery92(seeFIGS. 1 and 2) may be cited.