Vehicle

Abstract

A vehicle capable of omitting or simplifying a special electronic control for parking and capable of suppressing control complication. A vehicle (100) is provided with a motor (5) having a first winding (5a) and a second winding (5b) and driving a drive wheel of the vehicle, an inverter (8) controlling the motor (5), an electric storage device (3) supplying the inverter (8) with electric power for driving the motor (5), a switch (57) switching a connection state and a cut-off state of an electric power path from the electric storage device (3) to the motor (5), and a parking mechanism (61) locked in a manner that the drive wheel of the vehicle is not rotated. The switch (57) is mechanically linked with the parking mechanism (61) and switches the electric power path to the cut-off state when the parking mechanism (61) is operated.

Description

TECHNICAL FIELD

[0001] The present application relates to a vehicle. BACKGROUND

[0002] In recent years, as a specific countermeasure against global climate change, initiatives toward realization of a low-carbon society or a decarbonized society are very active. In the field of vehicles, there is a strong demand for reduction of CO2 emission, and electrification of drive sources is rapidly progressing. Specifically, development of vehicles equipped with an electric motor as a drive source of the vehicle, a storage battery as a secondary battery capable of supplying electric power to the electric motor, and an inverter as a power conversion device, such as an electrical vehicle (EV) or a hybrid electrical vehicle (HEV), is being promoted.

[0003] In such a vehicle, it is required to downsize and lighten the entire system and achieve improvement of energy efficiency.

[0004] For example, Patent Literature 1 describes a motor drive device of a vehicle that utilizes a motor drive inverter in charging from the outside.

[0005] PRIOR ART DOCUMENTS

[0006] PATENT LITERATURE

[0007] Patent Literature 1: International Publication No. 2013 / 168491 SUMMARY

[0008] PROBLEMS TO BE SOLVED BY THE INVENTION

[0009] However, the motor drive device described in Patent Literature 1 needs to cut off the electric power supply to the motor by electric power cut-off control when the vehicle is parked. In addition, in the conventional motor drive device, control of a parking mechanism, such as that which is linked with the electric power cut-off control, needs to be further added, and the control is further complicated.

[0010] The present application provides a vehicle that can omit or simplify special electronic control for parking and can suppress complication of control.

[0011] MEANS FOR SOLVING THE PROBLEMS

[0012] The present application provides a vehicle that includes:

[0013] a motor that has a multiphase winding and drives a drive wheel of the vehicle;

[0014] an inverter that controls the motor;

[0015] a power supply that supplies electric power for driving the motor to the inverter;

[0016] a switch that switches between a connected state and a cut-off state of a power path from the power supply to the motor; and

[0017] a parking mechanism that is locked in a manner that the drive wheels of the vehicle are not rotated,

[0018] wherein,

[0019] the switch is mechanically linked with the parking mechanism and switches the power path to the cut-off state when the parking mechanism is operated.

[0020] Effects of Invention

[0021] According to the present application, a special electronic control for parking can be omitted or simplified and control complication can be suppressed. BRIEF DESCRIPTION OF DRAWINGS

[0022] Figure 1 is a perspective view of a vehicle 100.

[0023] Figure 2 is a circuit diagram of a motor drive device 1 mounted on the vehicle 100.

[0024] Figure 3 is a perspective view of the motor drive device 1.

[0025] Figure 4 is a perspective view of a state after the switch 57 and the parking mechanism 61 in the motor drive device 1 are pulled out.

[0026] Figure 5 is a diagram showing the flow of current in the circuit diagram of the motor drive device 1 of Figure 2 when the parking mechanism 61 is not operated.

[0027] Figure 6 is a diagram showing the flow of current in the circuit diagram of the motor drive device 1 of Figure 2 when the parking mechanism 61 is operated.

[0028] Figure 7 is a left side view of the switch 57 when the parking mechanism 61 is not operated.

[0029] Figure 8 is a diagram of a part of the switch 57 in a state of viewing from the rear of Figure 7 .

[0030] Figure 9 is a left side view of the switch 57 when the parking mechanism 61 is operated.

[0031] Figure 10 is a diagram of a part of the switch 57 in a state of viewing from the rear of Figure 9 .

[0032] Figure 11 FIG. 8 is a view of a portion of the switch 57 provided with a movable contact from the rear.

[0033] BRIEF DESCRIPTION OF DRAWINGS

[0034] 1 motor drive device

[0035] 3 electric storage device (power supply)

[0036] 5 motor

[0037] 5a first winding (winding)

[0038] 5b second winding (winding)

[0039] 8 inverter

[0040] 10 first inverter

[0041] 15 first switch

[0042] 20 second inverter

[0043] 25 second switch

[0044] 30 third inverter

[0045] 35 third switch

[0046] 51 external AC terminal (charging terminal and charging circuit)

[0047] 57 switch

[0048] 60 gear mechanism

[0049] 61 parking mechanism

[0050] 100 vehicle

[0051] 151 lever

[0052] 153 motor side contact (first contact)

[0053] 154 power supply side contact (second contact)

[0054] 155 motor contact

[0055] 157 charging circuit contact

[0056] 159 power supply contact

[0057] 163 spring (elastic member) DETAILED DESCRIPTION

[0058] An embodiment of the vehicle of the present application will be described below with reference to the drawings.

[0059] Figure 1 is a vehicle 100 of an embodiment of the present application, Figure 2 A circuit diagram of a motor drive device 1 mounted on the vehicle 100 is shown. The vehicle 100 is provided with a power storage device 3 (BAT) and the motor drive device 1, and is an electric vehicle that travels by driving a motor 5 as a drive source using electric power supplied from the power storage device 3. In addition, the vehicle 100 is provided with a parking mechanism 61 that restricts rotation of a gear mechanism 60 (refer to Figure 3 ) linked to a drive wheel (for example, a rear wheel 101) to lock the drive wheel at the time of parking. The gear mechanism 60 and the parking mechanism 61 will be described later. Note that in the following description, front, rear, left, right, upper, and lower are described in the direction viewed from the driver of the vehicle 100, and in the drawings, the front of the vehicle is denoted as Fr, the rear is denoted as Rr, the left side is denoted as L, the right side is denoted as R, the upper side is denoted as U, and the lower side is denoted as D.

[0060] As shown in Figure 2 , the motor drive device 1 is provided with the motor 5, a first inverter 10 (INV1), a second inverter 20 (INV2), and an external AC terminal 51. The motor drive device 1 is also provided with a third inverter 30, a transformer 53, an inductor 54, a first switch 15, a second switch 25, and a third switch 35. The motor drive device 1 converts direct current from the power storage device 3 into alternating current to drive the motor 5 as a drive source. In addition, the motor drive device 1 performs power storage of the power storage device 3 by power transmission from an external AC power source AC connected to the external AC terminal 51. Note that the power storage device 3 is a so-called secondary battery, and can use a lithium ion secondary battery, a nickel-hydrogen battery, or the like, but the type is not particularly limited.

[0061] The motor 5 is a double three-phase motor having two sets of three-phase windings. The winding of each phase includes a first winding 5a and a second winding 5b. Although not shown in the drawing, the motor 5 is provided with a rotating rotor and a stator disposed on the outer periphery of the rotor. A plurality of teeth are disposed at regular intervals on the stator, and three-phase coils constituting the first winding 5a and three-phase coils constituting the second winding 5b are wound on the teeth. However, the type of the motor 5 is not particularly limited, and can be a motor having three or more sets of windings.

[0062] The first inverter 10 has DC terminals 11 and AC terminals 12, and three-phase bridge arms connected in parallel, and is configured to be able to supply electric power from the electric storage device 3 to the first winding 5a. Each bridge arm has a pair of switching elements, such as IGBTs (Insulated Gate Bipolar Transistors), connected in series, and a free-wheeling diode connected in parallel to each switching element. The DC terminals 11 of the first inverter 10 are connected to positive-side and negative-side wires of the three-phase bridge arms connected in parallel, and are connected to the electric storage device 3 via the capacitor Cl and the third switch 35 described later. In addition, the AC terminals 12 of the first inverter 10 are connected to connection points between the pair of switching elements of each bridge arm, and are connected to the first winding 5a of the motor 5 via the first switch 15 described later. Thus, the first inverter 10 is able to convert electric power of the electric storage device 3 as a DC power source into AC, and supply it to the first winding 5a of the motor 5 as an AC motor.

[0063] The second inverter 20 has DC terminals 21 and AC terminals 22, and three-phase bridge arms connected in parallel, and is configured to be able to supply electric power from the electric storage device 3 to the second winding 5b. Each bridge arm has a pair of switching elements, such as IGBTs, connected in series, and a free-wheeling diode connected in parallel to each switching element. The DC terminals 21 of the second inverter 20 are connected to positive-side and negative-side wires of the three-phase bridge arms connected in parallel, and are connected to the electric storage device 3 via the capacitor Cl and the third switch 35 described later. In addition, the AC terminals 22 of the second inverter 20 are connected to connection points between the pair of switching elements of each bridge arm, and are connected to the second winding 5b of the motor 5 via the second switch 25 described later. Thus, the second inverter 20 is able to convert electric power of the electric storage device 3 as a DC power source into AC, and supply it to the second winding 5b of the motor 5 as an AC motor.

[0064] The first inverter 10 and the second inverter 20 are unitized to constitute the inverter 8.

[0065] The external AC terminals 51 are terminals that enable electric power transfer between the electric storage device 3 and an external AC power source AC. When the motor drive device 1 is connected to the external AC power source AC as a household power source, a power source for other equipment, or the like, AC electric power can be supplied from the external AC terminals 51 to the motor drive device 1, and the electric storage device 3 as a DC power source is charged. This process will be described later.

[0066] The third inverter 30 has DC terminals 31 and AC terminals 32, and two-phase bridge arms connected in parallel. Each bridge arm has a pair of switching elements, such as IGBTs, connected in series, and a free-wheeling diode connected in parallel to each switching element. The DC terminals 31 of the third inverter 30 are connected to positive-side and negative-side wires of each bridge arm, and are connected to the electric storage device 3 via the capacitor C2 and the third switch 35 described later. In addition, the AC terminals 32 of the third inverter 30 are connected to connection points between the pair of switching elements of each bridge arm, and are connected to the transformer 53.

[0067] The first switch 15 is connected to the AC terminals 12 of the first inverter 10, and selectively connects either the first winding 5a of the motor 5 or the external AC terminals 51. That is, the first switch 15 is a switch capable of switching the AC terminals 12 of the first inverter 10 to a state of being connected to either the first winding 5a or the external AC terminals 51.

[0068] The second switch 25 is connected to the AC terminals 22 of the second inverter 20, and selectively connects either the second winding 5b of the motor 5 or the transformer 53. That is, the second switch 25 is a switch capable of switching the AC terminals 22 of the second inverter 20 to a state of being connected to either the second winding 5b or the transformer 53.

[0069] The first switch 15 and the second switch 25 are unitized integrally to constitute a switch 57. The switch 57 is mechanically linked to the parking mechanism 61, and when the parking mechanism 61 is not operating, the switch 57 connects the AC terminals 12 of the first inverter 10 to the first winding 5a of the motor 5, and connects the AC terminals 22 of the second inverter 20 to the second winding 5b of the motor 5. In addition, when the parking mechanism 61 is operating, the switch 57 connects the AC terminals 12 of the first inverter 10 to the external AC terminals 51, and connects the AC terminals 22 of the second inverter 20 to the second winding 5b of the motor 5. In other words, the switch 57 is set to a drive mode for driving the motor 5 when the parking mechanism 61 is not operating, and is set to a charging mode for performing power transmission between the electric storage device 3 and the external AC power source AC when the parking mechanism 61 is operating. Note that the structure of the switch 57 and the mechanical linkage to the parking mechanism 61 will be described later.

[0070] The third switch 35 is connected to the electric storage device 3, and selectively connects either the DC terminals 11 of the first inverter 10 and the DC terminals 21 of the second inverter 20, or the DC terminals 31 of the third inverter 30. That is, the third switch 35 is a switch capable of switching the electric storage device 3 to a state of being connected to either the DC terminals 11 of the first inverter 10 and the DC terminals 21 of the second inverter 20, or the DC terminals 31 of the third inverter 30.

[0071] The motor drive device 1 further has a control device 7 (CPU) in addition to the above-described configuration. The control device 7 controls the operation of the motor drive device 1, particularly the switching of the third switch 35, the switching of the first inverter 10, the second inverter 20, and the third inverter 30, in accordance with the situation. The control device 7 can be configured by various processors (computers) and the like that operate in accordance with a predetermined program.

[0072] With regard to the motor drive device 1, the control device 7 is capable of controlling in two modes of 1) a drive mode in which the motor 5 is driven as when the vehicle moves, and 2) a charging mode in which power is transmitted between the electric storage device 3 and the external alternating-current power source AC as when charging.

[0073] Figure 3 A perspective view of the motor drive device 1 is shown. The motor drive device 1 has a housing 62 in which various components shown in the drawing are arranged. Figure 2 In the present embodiment, a gear mechanism 60 including a portion of a parking mechanism 61 is arranged on one side (right side) of the motor 5. In addition, a switch 57 in which the first switch 15 and the second switch 25 are integrated as one unit is arranged on the other side (left side) of the motor 5, that is, on the opposite side of the parking mechanism 61 with respect to the motor 5. Note that the orientation in which the motor drive device 1 is mounted can be appropriately changed.

[0074] The gear mechanism 60 includes a terminal drive gear 65 provided on a drive shaft 90 that supports a drive wheel, and a plurality of gears such as a gear 63 that engages with an output gear (not shown) of the motor 5, and is configured so that the power of the motor 5 is transmitted to the drive wheel via the gear mechanism 60.

[0075] Figure 4 A perspective view of the state after the switch 57 and the parking mechanism 61 in the motor drive device 1 are pulled out is shown. The parking mechanism 61 has a parking gear 66, a parking pawl 67, a parking actuator 68, a parking plate 69, a parking lever 70, and a cone (not shown) provided on the front end of the parking lever 70. When a parking signal is input in conjunction with the shift operation of the user when the parking mechanism 61 is operating, the parking actuator 68 operates to rotate the parking plate 69 in the direction of arrow A. When the parking plate 69 is rotated in the direction of arrow A, the parking lever 70 moves in the direction of arrow B, and by the cone (not shown) provided on the parking lever 70, one end of the parking pawl 67 is lifted, and the parking pawl 67 rotates in the direction of arrow C. When the parking pawl 67 rotates in the direction of arrow C, the claw portion 67a of the parking pawl 67 engages with the groove portion 66a of the parking gear 66, and the rotation of the gear mechanism 60 is restricted, and the drive wheel is locked.

[0076] As described above, the switch 57 is mechanically connected to the parking mechanism 61, and the operation of the switch 57 mechanically follows the operation of the parking mechanism 61.

[0077] Specifically, the parking mechanism 61 further has a switch lever 80 provided on the parking plate 69, a cone 81 provided at a front end of the switch lever 80, and a switch pawl 87. When the parking signal is input in conjunction with the user's shift operation to rotate the parking plate 69 in the A direction, the switch lever 80 moves in the arrow D direction, and by the cone 81 provided on the switch lever 80, one end of the switch pawl 87 is lifted, and the switch pawl 87 rotates in the arrow E direction. Figure 3 and Figure 4 The reference numeral 84 is a pawl guide fixed to the housing 62, and one end of the switch pawl 87 is supported by the switch lever 80. When the switch lever 80 moves in the arrow D direction, the front end portion of the switch lever 80, which is reduced in diameter by the cone 81, abuts against the pawl guide 84, and thus one end of the switch pawl 87 moves upward. When one end of the switch pawl 87 is lifted and the switch pawl 87 rotates in the arrow E direction, the pressing portion 69a of the switch pawl 87 presses the arm portion 151a of the lever 151 of the switch 57. When the lever 151 of the switch 57 is pressed, the motor drive device 1 shifts from the drive mode to the charging mode.

[0078] The parking pawl 67 is urged by the spring 64 to return to the non-engaged state (initial state), and the switch pawl 87 is urged by the spring 82 to return to the drive mode (initial state). Thus, when the parking mechanism 61 is not operating, the motor drive device 1 is set to the drive mode, and when the parking mechanism 61 is operating, the motor drive device 1 is set to the charging mode. In this way, the operation of the switch 57 mechanically links with the operation of the parking mechanism 61.

[0079] Figure 5 is a diagram showing the flow of current in the drive mode with solid arrows. When the motor 5 is driven, the control device 7 controls the third switch 35 as follows.

[0080] In the drive mode, since the parking mechanism 61 is in the non-operating state, the switch 57 is in a state of connecting the AC terminal 12 of the first inverter 10 to the first winding 5a of the motor 5, and connecting the AC terminal 22 of the second inverter 20 to the second winding 5b of the motor 5. Further, the control device 7 controls the third switch 35 so as to connect the electric storage device 3 to the DC terminal 11 of the first inverter 10 and the DC terminal 21 of the second inverter.

[0081] By this control, the transmission path through which electric power is transmitted is set to a path from the electric storage device 3, via the first inverter 10 and the second inverter 20, and to the motor 5. As a result, the control device 7 can set the drive mode in which electric power is transmitted along the solid arrows of Figure 5 , and drive the motor 5 using the first inverter 10 and the second inverter 20.

[0082] Figure 6 is a diagram showing the flow of current in the charging mode with solid arrows. When the external AC power source AC is connected to the external AC terminal 51, the control device 7 controls the third switch 35 as follows.

[0083] In the charging mode, since the parking mechanism 61 is in the active state, the switch 57 is in a state of connecting the AC terminal 12 of the first inverter 10 to the external AC terminal 51 and connecting the AC terminal 22 of the second inverter 20 to the transformer 53. Further, the control device 7 controls the third switch 35 so as to connect the electric storage device 3 to the DC terminal 31 of the third inverter 30.

[0084] By this control, the transmission path through which power transmission is possible is set to a path via the first inverter 10, the second inverter 20, and the third inverter 30 between the external AC power source AC and the electric storage device 3. As a result, the control device 7 can set the charging mode in which power is transmitted along the solid arrows of Figure 6 and performs power transmission between the electric storage device 3 and the external AC power source AC using the first inverter 10, the second inverter 20, and the third inverter 30. This power transmission is so-called bidirectional charging in which power transmission is possible in both directions from the electric storage device 3 to the external AC power source AC and from the external AC power source AC to the electric storage device 3.

[0085] The motor drive device 1 according to the present embodiment can drive the motor 5 using the first inverter 10 and the second inverter 20 when the motor 5 is driven, and can charge the electric storage device 3 using the first inverter 10, the second inverter 20, and the third inverter 30 when the external AC power source AC is connected at the time of parking.

[0086] That is, in the driving mode and the charging mode, the first inverter 10 and the second inverter 20 are shared. Therefore, since the motor drive device 1 can share the driving circuit and the charging circuit, the number of electronic components used only in charging and the number of electronic components used only in driving are reduced, and the number of components can be reduced.

[0087] In addition, since both the first inverter 10 and the second inverter 20 are used at the time of driving, the capacity can be halved compared to the case where one inverter is used. In addition, by the first inverter 10 and the second inverter 20, a plurality of functions (part of rectification · DCDC) of an insulation type AC charger can be assumed, and the driving circuit capacity for charging can be appropriately made.

[0088] In summary Figure 5 and Figure 6The switch 57 is mechanically linked to the parking mechanism 61, switching the connection and disconnection states of the power path from the energy storage device 3 to the motor 5, and also switching the connection and disconnection states of the charging path from the external AC terminal 51 (which serves as the charging circuit) to the energy storage device 3. Figure 5 When the parking mechanism 61 shown is not in operation, switch 57 switches the power path to the connected state and the charging path to the disconnected state. Figure 6 When the parking mechanism 61 shown is in operation, switch 57 switches the power path to the cut-off state and the charging path to the connected state.

[0089] According to the above structure, the switch 57, which switches the connection and disconnection states of the power path between the energy storage device 3 and the motor 5, is mechanically linked to the parking mechanism 61. Therefore, electronic control for parking can be omitted or simplified, and control complexity can be suppressed. In addition, by disconnecting the motor 5 from the energy storage device 3, motor torque can be prevented even when the parking lock is applied.

[0090] In addition, switch 57 can prevent the power path and the charging path from being connected, and can quickly and easily switch the connection and disconnection of the two paths.

[0091] Next, refer to Figures 7-11 The structure of the switch 57, which is linked to the parking mechanism 61, will be explained.

[0092] Figure 7 This is the left-side view of switch 57 when the parking mechanism 61 is not in operation. Figure 8 Observation from the rear Figure 7 The diagram shows a portion of the switch in its active state, with particular attention to a set of motor-side contacts 153, motor contacts 155, and charging circuit contacts 157. As described above, switch 57 includes a first switch 15 and a second switch 25. The first switch 15 constitutes the upper half of switch 57, and the second switch 25 constitutes the lower half of switch 57.

[0093] Switch 57 is equipped with an arm 151a (see reference) Figure 4 The rod 151, a plurality of conductive members 152 disposed on the rod 151, and a plurality of motor contacts 155, charging circuit contacts 157 and power contacts 159 disposed corresponding to the conductive members 152.

[0094] Rod 151 is a rod-shaped member extending in the vertical direction. For example... Figure 4 As explained, lever 151 is connected to parking mechanism 61 and moves vertically in conjunction with the action of parking mechanism 61.

[0095] The three upper conductive members 152 are provided corresponding to the phases (U phase, V phase, W phase) of the first winding 5a and are attached to the rod 151 at regular intervals in the up-and-down direction of the rod 151. The three lower conductive members 152 are provided corresponding to the phases (U phase, V phase, W phase) of the second winding 5b and are attached to the rod 151 at regular intervals in the up-and-down direction of the rod 151. Each conductive member 152 is formed so as to extend in the front-and-rear direction from the rod 151. Each conductive member 152 has a motor-side contact 153 provided at the rear end portion as a first contact and a power supply-side contact 154 provided at the front end portion as a second contact. In other words, the motor-side contact 153 is formed so as to extend rearward in the front-and-rear direction from the rod 151, and the power supply-side contact 154 is formed so as to extend forward in the front-and-rear direction from the rod 151. Two power supply-side contacts 154 are provided on each conductive member 152, separated in the up-and-down direction.

[0096] The switch 57 further has a motor contact 155 and a charging circuit contact 157 that sandwich each motor-side contact 153 and face each other in the up-and-down direction. In the three upper conductive members 152 that constitute the first switch 15, the motor contact 155 is a contact that is connected to the first winding 5a of the motor 5, and the charging circuit contact 157 is a contact that is connected to the external AC terminal 51. In the three lower conductive members 152 that constitute the second switch 25, the motor contact 155 is a contact that is connected to the second winding 5b of the motor 5, and the charging circuit contact 157 is a contact that is connected to the transformer 53.

[0097] The switch 57 further has a power supply contact 159 that faces the power supply-side contact 154 in the up-and-down direction. In the three upper conductive members 152 that constitute the first switch 15, the power supply contact 159 is a contact that is connected to the AC terminal 12 of the first inverter 10. In the three lower conductive members 152 that constitute the second switch 25, the power supply contact 159 is a contact that is connected to the AC terminal 22 of the second inverter 20.

[0098] When the parking mechanism 61 is not operating, the rod 151 is located at the upper position. At this time, in the three upper conductive members 152 that constitute the first switch 15, the lower power supply-side contact 154 is electrically connected to the power supply contact 159 that is connected to the AC terminal 12 of the first inverter 10, and the motor-side contact 153 is electrically connected to the motor contact 155 that is connected to the first winding 5a of the motor 5. In the three lower conductive members 152 that constitute the second switch 25, the lower power supply-side contact 154 is electrically connected to the power supply contact 159 that is connected to the AC terminal 22 of the second inverter 20, and the motor-side contact 153 is electrically connected to the motor contact 155 that is connected to the second winding 5b of the motor 5.

[0099] Thus, Figure 5 the power paths shown are connected, Figure 6The charge path shown is connected.

[0100] Figure 9 is a left side view of the switch 57 when the parking mechanism 61 is operating. Figure 10 is a view of a portion of the switch from the rear Figure 9 when the parking mechanism 61 is operating. At this time, among the upper three conductive members 152 that constitute the first switch 15, the upper power supply side contact 154 is electrically connected to the power supply contact 159 connected to the alternating current terminal 12 of the first inverter 10, and the motor side contact 153 is electrically connected to the charge circuit contact 157 connected to the external alternating current terminal 51. At this time, among the lower three conductive members 152 that constitute the second switch 25, the upper power supply side contact 154 is electrically connected to the power supply contact 159 connected to the alternating current terminal 22 of the second inverter 20, and the motor side contact 153 is electrically connected to the charge circuit contact 157 connected to the transformer 53.

[0101] Thereby, Figure 6 the charge path shown is connected, Figure 5 the power path shown is connected.

[0102] According to the above structure and operation, the switch 57 is able to rapidly and easily perform switching of connection and disconnection of the power path and the charge path by performing switching of a plurality of contacts.

[0103] In the switch 57 thus configured, the motor side contacts 153 of the conductive members 152 are disposed on one side (rear side) with respect to the lever 151 in the front-rear direction, and the power supply side contacts 154 of the conductive members 152 are disposed on the other side (front side) with respect to the lever 151 in the front-rear direction. Thereby, switching of the motor contacts 155 and the charge circuit contacts 157 and connection to the power supply contacts 159 can be performed simultaneously.

[0104] In addition, the motor side contacts 153, the power supply side contacts 154, the motor contacts 155, the charge circuit contacts 157, and the power supply contacts 159 are disposed to face the up-down direction. Thereby, the weight of the lever 151 can be imparted to the contacts, and a connection state in which pressure is easily applied to the contacts can be achieved. Note that these contacts do not necessarily need to face the up-down direction.

[0105] Figure 11 is a partial side view of the switch 57 of a modified example in which springs 163 are provided. In the present embodiment, the pair of charge circuit contacts 157 are opposed apart by a prescribed interval in the left-right direction. In addition, the pair of charge circuit contacts 157 are urged toward each other by the springs 163 as elastic members. That is, the pair of charge circuit contacts 157 are movable contacts.

[0106] In this configuration, as with Figure 9 the same, when the lever 151 moves downward, the upper power source side contact 154 in each of the conductive members 152 is electrically connected to the power source contact 159, and the motor side contact 153 is electrically connected to the pair of charging circuit contacts 157. At this time, the motor side contact 153 is sandwiched by the force of the spring 163 located behind the pair of charging circuit contacts 157, and is electrically connected to the pair of charging circuit contacts 157. Thus, a prescribed force acts on the motor side contact 153 in the left-right direction.

[0107] In Figure 9 and Figure 10 , the pressure by the weight of the lever 151 or the like ensures contact of the motor side contact 153 with the charging circuit contacts 157, but in the embodiment of Figure 11 , the sandwiching force of the pair of charging circuit contacts 157 acts on the motor side contact 153, ensuring contact of the pair of charging circuit contacts 157. Note that only either of the pair of charging circuit contacts 157 can be the charging circuit contact 157.

[0108] Returning to Figure 3 , in the motor drive device 1, the gear mechanism 60 provided with the parking mechanism 61 is disposed on one side (right side) of the motor 5. In addition, the switch 57 including the first switch 15 and the second switch 25 is disposed on the opposite side (left side) of the motor 5 from the parking mechanism 61. Thereby, the gear mechanism 60 provided with the parking mechanism 61 and the switch 57 can be efficiently and weight-balance-considered disposed in a limited space.

[0109] In addition, as shown in Figure 2 , the switch 57 including the first switch 15 and the second switch 25 is disposed in the power path between the motor 5 and the inverter 8 including the first inverter 10 and the second inverter 20. Thereby, at the time of parking, since no voltage is applied to the motor 5, the switching of the connection and the disconnection of the power path and the charging path can be safely performed.

[0110] The above describes a mode for implementing the present application using the embodiments, but the present application is not limited to such embodiments, and various modifications and substitutions can be made within the scope of the gist of the present application.

[0111] In addition, at least the following matters are described in the present specification. Note that the corresponding constituent elements or the like in the above-described embodiments are shown in parentheses, but are not limited thereto.

[0112] (1) A vehicle provided with:

[0113] a motor (motor 5) having a multiphase winding (first winding 5a, second winding 5b) and driving a drive wheel (rear wheel 101) of a vehicle;

[0114] an inverter (control 8) that controls the motor;

[0115] a power supply (power storage device 3) that supplies the inverter with electric power for driving the motor;

[0116] a switch (switch 57) that switches between a connected state and a disconnected state of a power path from the power supply to the motor; and

[0117] a parking mechanism (parking mechanism 61) that is locked in a manner that does not rotate the drive wheel of the vehicle,

[0118] wherein

[0119] the switch is mechanically linked to the parking mechanism and switches the power path to the disconnected state when the parking mechanism is operating.

[0120] According to (1), the switch that switches between the connected state and the disconnected state of the power path between the power supply and the motor is mechanically linked to the parking mechanism, so that electronic control for parking can be omitted or simplified, and the complication of control can be suppressed. In addition, by disconnecting the motor from the power supply, the generation of motor torque can be suppressed even in the locked state when parking is applied, and safety can be improved.

[0121] (2) The vehicle according to (1), wherein

[0122] the vehicle further includes a charging terminal (external AC terminal 51) that receives electric power from an external power supply and a charging circuit,

[0123] the switch is configured to switch between the connected state and the disconnected state of the power path from the power supply to the motor and to switch between the connected state and the disconnected state of a charging path from the charging circuit to the power supply,

[0124] the switch switches the power path to the disconnected state and switches the charging path to the connected state when the parking mechanism is operating.

[0125] According to (2), the switch switches the connection and disconnection of the power path and the charging path, so that the connection of both paths can be prevented, and the switching of the connection and disconnection of both paths can be performed quickly and easily.

[0126] (3) The vehicle according to (2), wherein

[0127] the switch includes:

[0128] a rod (rod 151) extending in a first direction (up-down direction);

[0129] a first contact (motor-side contact 153) extending from the rod in a second direction (front-rear direction) orthogonal to the first direction;

[0130] a second contact (power supply-side contact 154) extending from the rod in the second direction;

[0131] a motor contact (motor contact 155) and a charging circuit contact (charging circuit contact 157) facing each other in the first direction sandwiching the first contact; and

[0132] a power supply contact (power supply contact 159) facing the second contact in the first direction,

[0133] when the rod moves in one of the first direction (upward), the second contact is electrically connected to the power supply contact, and the first contact is electrically connected to the motor contact,

[0134] when the rod moves in the other of the first direction (downward), the second contact is electrically connected to the power supply contact, and the first contact is electrically connected to the charging circuit contact.

[0135] According to (3), the switch performs switching of a plurality of contacts, so that switching of connection and disconnection of the power path and the charging path can be performed quickly and easily.

[0136] (4) The vehicle according to (3), wherein

[0137] the first contact is disposed on one side (rear) with respect to the rod in the second direction,

[0138] the second contact is disposed on the other side (front) with respect to the rod in the second direction.

[0139] According to (4), switching of the motor contact and the charging circuit contact and connection to the power supply contact can be performed simultaneously.

[0140] (5) The vehicle according to (3) or (4), wherein

[0141] the first direction is a vertical direction of the vehicle,

[0142] the first contact, the second contact, the motor contact, the charging circuit contact, and the power supply contact are disposed to face the first direction.

[0143] According to (5), the weight of the rod can be imparted to the contacts, and a connection state in which pressure can be easily applied to the contacts can be achieved.

[0144] (6) The vehicle according to any one of (3) to (5), wherein

[0145] The charging circuit contact constitutes a pair of movable contacts that oppose each other in a state of being brought close to each other by a force of a resilient member (spring 163) in a third direction (left-right direction) orthogonal to the first direction and the second direction,

[0146] The first contact is sandwiched by the pair of movable contacts and electrically connected to the pair of movable contacts when the lever moves to the other side of the first direction.

[0147] According to (6), since the sandwiching force of the pair of movable contacts acts on the motor-side contact, it is possible to ensure contact of the motor-side contact with the charging circuit contact.

[0148] (7) The vehicle according to any one of (1) to (6), wherein

[0149] A gear mechanism (gear mechanism 60) provided with the parking mechanism is disposed on one side of the motor,

[0150] The switch is disposed on the opposite side of the motor from the parking mechanism.

[0151] According to (7), it is possible to efficiently and with consideration of weight balance, dispose the gear mechanism provided with the parking mechanism and the switch in a limited space.

[0152] (8) The vehicle according to any one of (1) to (7), wherein

[0153] The switch is disposed between the motor and the inverter in the electric power path.

[0154] According to (8), since no voltage is applied to the motor at the time of parking, it is possible to safely perform switching of connection and disconnection of the electric power path and the charging path.

Claims

1. A vehicle comprising: a motor having a multiphase winding and driving a drive wheel of the vehicle; an inverter controlling the motor; a power supply supplying electric power for driving the motor to the inverter; a switch switching a connection state and a cut-off state of a power path from the power supply to the motor; and a parking mechanism locking in a manner that the drive wheel of the vehicle does not rotate, wherein the switch is mechanically linked with the parking mechanism and switches the power path to the cut-off state when the parking mechanism is operated, the vehicle further comprises a charging terminal and a charging circuit that receive electric power from an external power supply, the switch is configured to switch the connection state and the cut-off state of the power path from the power supply to the motor and to switch a connection state and a cut-off state of a charging path from the charging circuit to the power supply, the switch switches the power path to the cut-off state and switches the charging path to the connection state when the parking mechanism is operated, the switch comprises: a lever extending in a first direction; a first contact extending from the lever in a second direction orthogonal to the first direction; a second contact extending from the lever in the second direction; a motor contact and a charging circuit contact that oppose each other in the first direction with the first contact interposed therebetween; and a power supply contact opposing the second contact in the first direction, the second contact is electrically connected to the power supply contact and the first contact is electrically connected to the motor contact when the lever moves in one of the first direction, the second contact is electrically connected to the power supply contact and the first contact is electrically connected to the charging circuit contact when the lever moves in the other of the first direction.

2. The vehicle according to claim 1, wherein the first contact is disposed on one side with respect to the lever in the second direction, and the second contact is disposed on the other side with respect to the lever in the second direction.

3. The vehicle according to claim 1 or 2, wherein the first direction is a vertical direction of the vehicle, and the first contact, the second contact, the motor contact, the charging circuit contact, and the power supply contact are disposed to face the first direction.

4. The vehicle according to claim 1, wherein the charging circuit contact constitutes a pair of movable contacts that oppose each other in a third direction orthogonal to the first direction and the second direction in a state of being brought close to each other by a resilient member, and the first contact is sandwiched by the pair of movable contacts and is electrically connected to the pair of movable contacts when the lever moves in the other of the first direction.

5. The vehicle according to claim 1 or 2, wherein a gear mechanism including the parking mechanism is disposed on one side of the motor, and the switch is disposed on the opposite side of the motor from the parking mechanism.

6. The vehicle according to claim 1 or 2, wherein the switch is disposed between the motor and the inverter in the power path. ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​

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