ホンダe:HEVの心臓部 - CR-Vのインバータを分解します

This video is brought to you courtesy of IRISO ELECTRONICS CO.

Hello.

Here today.

Honda CR-V power control unit Disassemble PCU This is a PCU removed from a North American version of a 6th generation CR-V CR-V will finally be available in Japan from February 2026.

There is information that the sale will start Unless the powertrain specifications have changed significantly.

The Japanese version has the same PCU as this one.

Likely to be mounted.

Even as a generation of PCUs.

From a previously disassembled fit.

It is a new generation Today we're going to take this apart.

What technology is used?

And from the previous generation of PCUs.

We'll take a closer look at what has changed.

But first, here are today's sponsors Go ahead.

I wonder if you are familiar with IRISO ELECTRONICS CO.

I'm a company that makes connectors.

Among them, the company is very strong in automotive connectors In fact, it's also an important part of the inverter we're taking apart today.

Connectors from IRISO ELECTRONICS are used.

The strengths of IRISO Electronics Industries' connectors include First, it is easy to use in the robot production process It's called a floating connector.

There is a mechanism that can absorb misalignment at the time of fitting.

In addition, flexible board connectors By automatic locking structure Automatic assembly makes it easy And secondly, in terms of reliability.

Can absorb vibration and resonance specific to in-vehicle use Iriso Electronics Industry's proprietary Z-Move technology Long-term reliability of contacts has increased.

In terms of securing contact Using a connector with a two-point contact structure Foreign objects can be removed and contact defects can be prevented.

In addition, the future of automated driving, etc. Since high-speed transmission of signals is required Connectors supporting 25 Gbps, etc. Steady preparations are underway.

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Consider a connector.

Before you start disassembling, the automotive companies have issued We will take a brief look at the hybrid method For a detailed explanation, please contact We have covered this in a previous video.

Please refer there.

There is a link in the overview section.

First, Toyota has THS II Toyota Hybrid System II is adopted.

This is a series-parallel system.

Hybrid method.

Through the power splitting mechanism shown here.

Properly distribute the power of the engine, generator, and motor to We're trying to turn the drive wheel.

Next up is Nissan's e-POWER.

This is a series method hybrid The engine turns a generator to generate electricity and The power is used to turn the motor.

The idea is to turn the drive wheel.

This only turns the drive wheels with the basic motor.

This is the most electric car-like method of all.

And here is Honda's e:HEV Same here as Toyota.

Series and parallel systems It is a hybrid But the operation is similar to the series method.

e:HEV has an interesting mode.

When the speed range is high Directly connect the engine to the drive wheels.

Turn the drive wheel here.

As an entity.

Series-parallel switching system and You might want to call them.

Now, let's get down to the actual We will look at the power control unit.

Here is the PCU removed from the North American version of the CR-V It is a common and ordinary inverter to look at.

Made by Keihin.

Electric motor output of the North American version of CR-V is 133 kW Since the generator output is approximately 120 kW enough to be able to convert that power.

The size is as large as it can be.

First, let's take a look at the terminals, etc. that are out there.

First, here is the input terminal for the drive battery Battery voltage is 262.8V for hybrids For plug-in hybrids, it is 347.5V Next up.

This is for use with electrical equipment for in-car use.

12V output terminal.

The drive battery in this PCU.

Contains a circuit to step down from 260V to 12V I'll disassemble this one later to check.

Right next to it is the coolant inlet/outlet Let's look at the bottom part as well.

This one is connected to drive and power generation.

Two terminals out to three-phase motor If you look closely at the bottom part here Actually, there is a connector here.

This is the power control unit itself.

Signal to control.

Connector for exchange.

Previously disassembled fit inverter and Let's compare the sizes.

The inverter of the fit is more It has become generational and old In this way, we can see that for the width portion CR-V is more spacious, but On the other hand, for the height direction CR-V is thinner.

Fit is higher.

Especially for fits.

From this upper section.

The structure is designed to grow connectors.

Inevitably, the height dimension It's supposed to come out.

CR-V is like a connector out from underneath.

This may be due to its structure.

Its thinner.

From the bottom portion of both We also provide a terminal to connect to the motor.

Connectors are better organized on the bottom.

Do it the smart way.

And the space above the PCU can be effectively utilized.

In fact, in the North American version and the CR-V to be sold in Japan In the upper space of the PCU It is arranged in such a way that the intake passes through Because there are no connectors coming out of the top.

It's an arrangement that can be done.

From here we will check the internal structure.

First, let's remove the top panel.

in that case First, you can see the printed circuit board.

It is a two-story structure.

When this board is removed There is a power module like this Beside it is a film capacitor.

These power modules are Compared to the previously disassembled generation.

Much smaller.

Remove the film capacitor.

Furthermore, when the power module is removed There is a running water path like this We'll look at this in more detail later.

Next, access from the bottom portion.

When the lid is removed It looks like this Comes in through the drive battery terminals.

A laminated bus bar would be a good idea.

Its laminated bath bar is Leads to each component of the circuit Of course, I just saw this.

Film capacitors here and It will also be connected to the power module The inductor and DC/DC converter circuits are also It looks this way.

inductor here Boost converter for boosting battery voltage In this case, it is part of a bidirectional converter circuit Here's a look at it.

There are two windings per input Therefore, the boost converter is May have interleave control DC/DC converters are Used for battery voltage to electrical components in the car, etc. Circuit to output 12V.

The previous generation of DC/DC converters were I had the impression it was pretty messy.

This one looks rather neat.

I'll disassemble it later to check.

If we look at the underside of the inductor There is a running water path like this And if you look further down the DC/DC side.

There is a pathway for water to pass through this way.

I've just seen the PCU used in CR-V.

The structure roughly looks like this Three-layer construction.

There was a film capacitor.

Power Modules On top of the power module Gate drive circuit and control board are included.

There is an aluminum block in the middle through which the coolant passes.

Below that is a DC/DC converter and The structure has an inductor.

In creating this video.

The 6th generation CR-V uses I looked into e:HEV.

We have adopted this configuration The left side is the main part of the electrical system The right side is the main mechanical part.

The electrical part of the system consists of Not much has changed from the past.

There was a battery.

There is DC/DC.

There are bi-directional converters.

With three-phase inverter The idea is to turn each motor generator Basically, the engine has been directly connected up to now.

The North American version of the CR-V has a direct engine connection.

Two speeds can be changed in two steps.

That's the big difference.

As you all know, e:HEV is Basically, using battery power.

We do this by turning the motor to run.

When battery power is not enough The engine runs a generator.

Using that generated electricity.

We're trying to turn the motor.

The most important features of the e:HEV are In areas where speed is high Directly connect the engine to the drive wheels.

There is a fuel-efficient driving mode So far, the engine direct mode has been I was limiting myself to areas of high speed.

In CR-V, high and low gears Direct connection can be switched.

This part is directly connected to the engine.

This is the part that switches between high and low gears.

The opening and closing of this clutch Two gear ratios can be selected.

For example, when the speed is low If the engine is to be directly connected.

Close the clutch on this part for direct connection.

If the engine is directly connected at high speeds.

You can choose to close the clutch here.

This allows the CR-V to Direct engine connection over a wide speed range It is designed to be fuel-efficient.

When the engine is directly connected I'm not sure if the motor or generator does anything.

It's not like that.

Actually, we have it firmly under control.

How we do it.

Run the engine at its most efficient operating point.

Coordinated control.

For example, if the engine load is too heavy Put the motor in power operation.

Assist engine Conversely, if the engine load is too light Put the motor into regenerative operation.

Energy from the engine and The kinetic energy of the vehicle body in motion.

Recovery to battery And the proper load on the engine.

I'm going to do what you're asking me to do.

You do this operation on the motor side.

Or is it done on the generator side?

I looked it up, but couldn't figure it out.

But I think I would do it in the most efficient way.

Maybe it's done on the motor side.

From here on, we will discuss each of the components.

We'll take a closer look.

First, the power module is on top of the power module.

From the control board.

This is the control board here.

It consists of two pieces.

The upper board is the control board The bottom substrate is used to drive the power semiconductors.

Gate drive substrate And it is a board with a sensor on it.

The top and bottom board connections are They are connected by connectors in this section.

This connector is pretty interesting.

The connector moves like this Do you understand?

It's quite dynamic this way.

Connectors are rare.

Let's take a closer look at the connector part Shall I remove the board?

The connector on the control board side here is It's not about being operational.

That's the board on the gate drive side.

It operates like this That's quite a lot of movement, isn't it?

When we looked into it, we found that this connector is actually here.

Product of IRISO ELECTRONICS CO.

They seem to use a proprietary technology called Z-Move.

If you move this connector first...

Thus, in the x-direction and And it moves in the Y direction.

This is when the connector is connected.

I think it's to absorb misalignment of the fit.

This is used to connect the boards together.

Prying force or stress on soldered parts It also reduces stress on the terminal contact area.

In addition to the XY direction, it can also operate in the Z direction.

For this.

Rather than absorbing misalignments in the fit.

If anything, the effects of board vibration and resonance I assume it is intended to reduce Vibrations were transmitted from the vehicle body to this board.

The entire board moves like this This board itself is It is fixed firmly in place to begin with.

There is little effect from vibration.

Depending on the vibration conditions Sliding contacts in the connector section If the contacts continue to slide, they will wear out and Signal transmission can go awry.

In this connector with Z-Move The connector itself works like this.

Since the contacts remain fixed Seems to preserve long-term reliability.

Then there's the mechanical resonance.

Only a portion of the substrate is available for this.

It's like a phenomenon that causes things to vibrate.

The Cladoni figure of the plate vibration.

It's easy to understand when you picture it.

Due to the resonance mode that suddenly appeared.

Sliding contacts.

And situations like that wear out quickly.

It's a workaround.

We will also look at other components on board The on-board microcontroller is It was Renesas' R7F701275.

This is a dual-core high-end automotive microcontroller Detects the angle of rotation of the motor And conversion circuits for resolvers.

Built into this And this is the gate drive board.

All in one board.

Looking at the circuit board Fairly large parts are lined up.

This is to the gate drive circuit.

Transformer for power supply.

Insulation distance is also well secured.

When driving power semiconductors The power semiconductors in the upper arm are The emitter voltage reference is It varies depending on the state of the switching.

Requires separate isolated power supply Therefore, a transformer for the number of power semiconductors is Required For the lower arm Since the emitter reference voltage is common For example, an inverter can The isolated power supplies for the IGBTs for the three lower arms are Only one is needed.

however, in this case Since it provides power for three IGBTs The size of the transformer itself is large Let's look at the reverse side.

Gate drive ICs are ROHM BM60059.

ROHM gate driver ICs are Used quite often Insulation method is according to the data sheet.

It is insulated by magnetic coupling.

In this IC.

Actually, to drive the transformer.

Circuitry is included.

External FETs will be required, but One of these for gate drive It is a convenient IC that can also make a power supply The rest are ICs for Hall sensors, etc. This is in the power module.

The structure is designed to be used by pinching it in.

This Hall sensor is Right near the bus bar of the power module.

The structure is designed to be placed Read the magnetic flux created by the current flowing in the busbar.

We convert it to a current value.

It is difficult to see from the outside.

A steel core material covers the bus bar all the way around.

It is in the power module.

The previous generation, in a manner of speaking.

Compare with the control board of the fit.

The overall impression is that the system has been optimized considerably For fits, the board consists of one piece.

The microcontroller for motor control is Two Renesas ones were used.

A new generation, I mean.

The CR-V board consists of two pieces Each is a low-voltage control circuit And a high-voltage gate drive board called Usage.

The board was divided between low voltage and high voltage.

Compared to the Fit, the isolation distance, etc. I don't have to worry about it so much anymore.

CR-V is more overall.

It has a clean layout.

In addition, the number of microcontrollers is halved from two to one.

In addition, the package is now BGA from QFP Various optimized results The area of the printed circuit board can be reduced by about 20%.

Then there's the connector for external communication.

The previous generation was The connectors were mounted directly on the board, but In the new generation Small connectors out the side of the board.

Run cables through the PCU.

We do this by using a connector out of the bottom portion.

For the height of this connector Does this mean that the height of the PCU can be lowered?

Next is the power module and next to it.

We will look at film capacitors.

These power modules are Fairly close to the film capacitor.

Installed From this film capacitor.

Bus bars are growing on it.

Shortest distance to power module It is ready to be connected.

From the film capacitor bus bar The distance to the power semiconductors is getting shorter.

Loop inductance is also I'm sure it's made pretty small there.

For the power semiconductor part The 2-in-1 configuration is partitioned to each room The structure is to place The two in the center here are Used in bi-directional converters And the three on each side of it.

Used in inverters.

The connection between the power semiconductor and the busbar is Soldering.

And if you look closely Depending on where it is used Power semiconductor chips are different sizes Let's look at the size of an inverter chip, for example Here is the chip size of one inverter on the other And the size of the chip on the other inverter is Nearly 1.8 times larger.

Which inverter is the motor?

Which is the generator side.

It was not removed from the vehicle.

I don't know.

The motor has more power and torque.

The current is so large that it can handle high currents.

May be using a larger chip Looking at the back of the power module.

The cooling fins stand like this Fin pitch is quite dense.

The cooling fins are not evenly distributed.

There are also large cooling fins in some places The reason for this arrangement is I don't know.

But basically, it's right under the chip.

Cooling fins are in place Therefore, the space in this large area is also effectively utilized.

Slightly larger cooling fins.

Maybe it means we should leave it there.

Spread the cooling fins over a large space here as well.

The idea is to release more heat into the coolant.

I think it's designed.

From here, the previous generation of power modules and Compare with film capacitor Below is what we disassembled this time The one above was previously disassembled.

Let's start with the overall arrangement.

What's new.

Power modules and film capacitors are Whereas side-by-side Those of the previous generation were The power module is on top.

The film capacitor is under the capacitor.

Structure.

This difference in structure contributes to thinner products For more information about power modules, please contact Significantly downsized this time.

In the previous one.

There was one chip of power semiconductors in each room.

In the newer It consists of 2 chips in each room Also, from the film capacitor Connect to semiconductor chips The placement of the copper bus bars has also changed significantly In the previous generation The bus bar extends from the film capacitor.

It will be connected at both ends of this From there, we can go further into the power module.

A bus bar runs through it.

For power semiconductor chips It is a structure of connection.

This is a long distance.

Loop inductance will be more The self-inductance of 1 cm of wiring is It is said to be 10nH After all, the longer it takes, the worse it is.

In the newer The bus bar extends from the film capacitor.

The bus bar goes through in the module, but Compared to the old That distance is by far the shortest.

For this part.

The new power module is much better!

We will also look at the cooling section.

In the previous generation For power modules It came with a water jacket.

In the new generation Aluminum block with cooling channels The power module is used to cover it.

It is designed Let's leave aside which is better.

The newer generations are more We use fewer and fewer parts.

Cost is going to be cheaper.

Also for connection from the power module to the motor.

Terminals have also changed.

Previously, the terminals were crimped onto copper wire.

The connector growing from the motor to it.

It was a screwy composition.

In the new generation Connection to the motor is not by screwing in terminals.

The connection is made by pressure.

I took it apart.

It has a spring in it like this.

The structure is designed to be pressed The motor side of the wire is in this area.

So it hits you in some way.

This part is movable, so We don't make everything with bus bars.

To be able to make an escape move.

Braided wires are used.

Is ultrasonic bonding used for this part?

Next is the part accessed from the underside of the PCU Let's start with the inductors.

In case you're wondering, in terms of electricity flow.

This one came in from the battery.

Laminated bus bars.

That bus bar is a DC/DC converter here and a It is designed to connect to an inductor Take a closer look at this inductor.

Two windings are wound on one core material This is winding 1 This is winding 2.

This terminal is the one coming in from the battery.

And there are two terminals at the exit.

This is connected to the power semiconductor side Each winding is Common for battery side For the power semiconductor side, it is divided The windings are densely wound to reduce volume.

Flat wire is used.

Looking at the windings of windings 1 and 2 They are wound in a direction that cancels each other's magnetic flux I talked a little bit about this earlier.

The configuration of this inductor and As far as the connection to the power semiconductor is concerned.

The boost converter can be used in some driving conditions.

Likely to be interleaved control.

Looking at the back side.

This is the channel through which the cooling water passes.

Cooling fins are As you can see, it has a cylindrical shape.

Fit and CR-V.

Comparing the size of inductors CR-V is about twice as big.

Naturally, the power capacity of the CR-V's PCU is higher.

It will be large.

The inductors themselves appear to be larger For more information on this area, see The size of the PCU capacity of compact cars and SUVs. This is where it comes out clearly.

I digress for a moment.

How to put DC/DC and inductors on the fit It's pretty weird.

DC/DC and inductors are Somehow they're all in one piece.

And this inductor, too.

Structure that can be taken further separately.

This is what I can see.

I use four rubber gaskets.

I thought it was a very strange way to put it.

When I took it apart, I thought.

Something about the efficiency of putting parts on and assembling them.

It doesn't look too good, does it?

With the CR-V, that's much better.

DC/DC and inductors are separated Thus, with another component You can do each of them.

Naturally, the number of rubber gaskets was reduced.

One of each, for a total of two.

Next we will look at DC/DC converters.

This is because the high voltage of the drive battery is Conversion circuit for use with 12V for other in-vehicle equipment.

This board can be removed.

Most of the components are on this printed circuit board.

If you look at it, you'll see tall through-hole components.

I use it a lot.

Filled with silicone to prevent parts from falling off due to vibration and Solder cracks, etc. I think they are preventing This area is the 5th generation Toyota Prius.

Compared to DC/DC converters Through-hole components are quite numerous.

Especially since we use a lot of film capacitors.

The volume of the circuit has increased by that amount.

The DC/DC converter of the 5th generation Prius is Actually, we're replacing most of it with MLCC.

We will look at the bottom layer of the substrate here.

Cannot be mounted on a printed circuit board here.

Large components are available Basically, magnetic components and It is a component of semiconductor system From input side to output side We will look at it as if we were following a circuit.

First, here is the printed circuit board This is a relay board-like device.

Remove in that case Below that you can see the power semiconductors.

This is a Shindengen MG051D.

Is this a MOSFET module?

In fact, the DC/DC converter itself consists of Not much has changed.

In the previous generation.

This part has a discrete type They used power semiconductors.

Here, by making it a power module.

Mounting area is greatly reduced The back side is coated with thermal grease.

The heat is dissipated in the aluminum Then it is connected to the transformer here.

Primary winding is flat wire Secondary winding is a bus bar To dissipate heat from the winding and ferrite core Thermal conductive sheet is sandwiched between Then the output choke coil and Connected to the power module for rectification This choke coil and film capacitor Combine arrays Filter circuit is configured The power module shown here is Shindengen diode module.

Two sets of 3-parallel diodes are included.

Probably a Schottky barrier diode.

The package also includes a snubber circuit with Those of the previous generation were Sanken Electric's Schottky barrier diodes.

It was mounted on an aluminum substrate.

By modularization here.

Many things are getting better.

As we have seen so far.

For information on major power semiconductors Many Shindengen power modules are used I digress on this one.

Shindengen's DC/DC converter modules are There is something called the TW series This board also says TW109.

Also, Shindengen's largest shareholder is Honda.

What I am about to tell you is not beyond the realm of prediction.

This DC/DC converter is It is possible that Shindengen is designing About the cooling fins on the back side here It is not clear how it was designed.

Only the part with power semiconductors on it.

The groove is deeper.

Designed to allow more heat to escape So today we have the North American version of the sixth generation Mounted on CR-V Power control unit disassembled.

Compared to previous generation fits, etc. The whole thing is optimized inside.

I think it contributes to miniaturization and high power density.

If you want to make it even better than this...

In the first place, this type of It is also a good idea to use a power module.

We need to think about it.

Is it correct to use this form of power module?

Or it can be cooled on both sides like Toyota.

Is it right to stack power cards?

However, in a type that uses a power module like this one It's pretty much where it's going to end up.

What makes it even better from here is I thought as I took it apart that it might be quite difficult.

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