Electric vehicle

Abstract

Provided is an electric vehicle capable of protecting a power supply cable connected to a drive unit. A vehicle (V) includes a drive unit (10) including a rotary electric machine (11, 12), a housing (14) that houses the rotary electric machine (11, 12), and a power control device (16) that controls the rotary electric machine (11, 12); a battery (BAT) that is capable of accumulating electric power supplied to the rotary electric machine (11, 12); and a power supply cable (20) that connects the power control device (16) and the battery (BAT). A sheet metal member (30) is provided between a shift lever (151) of the drive unit (10) and the power supply cable (20).

Description

Technical Field

[0001] This invention relates to an electric vehicle. Background Technology

[0002] In recent years, efforts to achieve a low-carbon or decarbonized society have become more active. In the field of vehicles, research and development related to electric vehicles are also underway to reduce carbon dioxide emissions and improve energy efficiency.

[0003] Electric vehicles are equipped with drive units. For example, Patent Document 1 describes a drive unit mounted in a motor compartment (engine compartment). The drive unit of Patent Document 1 includes an electric motor and a transmission housed in a gearbox, as well as a power control unit (hereinafter also referred to as PCU) located on the upper part of the gearbox for controlling the electric motor. The PCU is connected to a battery mounted at the rear of the electric vehicle via a power cable.

[0004] Existing technical documents

[0005] Patent documents

[0006] Patent Document 1: Japanese Patent Application Publication No. 2020-185887 Summary of the Invention

[0007] The problem that the invention aims to solve

[0008] In Patent Document 1, the power cable is routed between the drive unit and the front bulkhead. Therefore, in the event of a collision involving an electric vehicle, the power cable may sometimes be trapped between the drive unit and the front bulkhead. Sharp components are also sometimes present on the drive unit, and in the event of a collision, the power cable may become trapped between this component and the front bulkhead, potentially resulting in a breakage.

[0009] This invention provides an electric vehicle capable of protecting the power cable connected to the drive unit. Furthermore, it helps improve energy efficiency.

[0010] Solution for solving the problem

[0011] The present invention provides an electric vehicle comprising: a drive unit having a rotary motor, a housing for housing the rotary motor, and an electrical control device for controlling the rotary motor;

[0012] A storage battery capable of storing the electricity supplied to the rotating motor; and

[0013] A power cable connects the power control device and the battery.

[0014] The drive unit further includes a first component that is different from the rotary motor, the housing, and the power control device. This first component is disposed outside the housing.

[0015] A protective component is provided between the first component and the power cable.

[0016] Invention Effects

[0017] According to the present invention, the power cable connected to the drive unit can be protected. Attached Figure Description

[0018] Figure 1 This is a schematic side view showing the overall structure of an electric vehicle according to one embodiment of the present invention.

[0019] Figure 2 This is a three-dimensional view of the drive unit 10 connected to the engine ENG.

[0020] Figure 3 This is a side view of the drive unit 10 connected to the power cable 20.

[0021] Figure 4 This is a top view of the space formed between the drive unit 10 and the front bulkhead 2.

[0022] Figure 5 yes Figure 4 AA section view (power cable 20 is represented by dashed line).

[0023] Figure 6 (a) is a perspective view of the retainer 23 that holds the power cable 20. Figure 6 (b) is Figure 6 BB section view in (a).

[0024] Figure 7 This is a view of the sheet metal component 30 and the shifting device 15 from the rear (the power cable 20 is not shown).

[0025] Figure 8 This is an enlarged perspective view of the connection 153 between the shift lever 151 and the shift actuator 155.

[0026] Explanation of reference numerals in the attached figures:

[0027] 7. Air conditioning unit

[0028] 7a Heater tube (second component, air conditioning tube)

[0029] 10 drive units

[0030] 131 transmission

[0031] 14 shell

[0032] 151 Gear Shift Lever (First Component)

[0033] 16 Power Control Devices

[0034] 20 power cable

[0035] 30 Sheet metal parts (protective parts)

[0036] 31 Lower end

[0037] 32 Upper end

[0038] 100 carriages

[0039] 200 Engine compartment (front)

[0040] BAT batteries

[0041] V-vehicles (electric vehicles). Detailed Implementation

[0042] Hereinafter, an embodiment of the electric vehicle of the present invention will be described based on the accompanying drawings. In this embodiment, a hybrid electric vehicle is shown as an example. Furthermore, the reference numerals Fr, Rr, L, R, U, and D in the drawings represent front, rear, left, right, top, and bottom, respectively, according to the direction viewed from the driver of the electric vehicle. The left-right direction is also referred to as the vehicle width direction.

[0043] like Figure 1 As shown, in this embodiment, the vehicle body 1 of the vehicle V is divided by the front bulkhead 2 into a passenger compartment 100 and an engine compartment 200 in front of it. A steering device 3, left and right front seats 4, and a rear seat 5 are provided in the passenger compartment 100. In this embodiment, the driver's seat of the vehicle V is the left front seat 4; that is, the steering device 3 is located in front of the left front seat 4. Furthermore, a battery BAT is located behind the rear seat 5, below the floor 6, and near the rear wheel W2.

[0044] A generally hemispherical protrusion 2a is provided on the front bulkhead 2, protruding towards the engine compartment 200 (facing forward). The protrusion 2a is located on the left side of the center in the direction of vehicle width, and a part of the steering device 3 is arranged inside the protrusion 2a.

[0045] An air conditioning unit 7 and an engine ENG (see reference) serving as the power source are installed in the engine compartment 200. Figure 2 ) and drive unit 10 connected to engine ENG.

[0046] Although the illustration is omitted, the air conditioning unit 7 includes an HVAC (Heating, Ventilation, and Air-Conditioning) unit, a cooling circuit for cooling, and a heating circuit for heating. The HVAC unit has a flow path for airflow in the front bulkhead 2, a heater core, and an evaporator, all disposed within the flow path of the HVAC unit. The cooling circuit is a circuit for the flow of refrigerant to cool the air flowing within the flow path of the HVAC unit; the evaporator of the HVAC unit is part of the cooling circuit. The refrigerant, cooled by the evaporator in the cooling circuit, cools the air flowing within the flow path of the HVAC unit, allowing cold air to flow into the passenger compartment 100. The heating circuit is a circuit for the flow of coolant heated from the engine ENG to the heater core of the HVAC unit; the heater core is part of the heating circuit. In the heating circuit, hot coolant received from the engine ENG flows into the heater core, heating the air flowing within the flow path of the HVAC unit, allowing warm air to flow into the passenger compartment 100.

[0047] Figure 4 and Figure 5 The heater tubes 7a and 7b shown form part of the aforementioned heating circuit. Coolant flowing towards the heater core flows through heater tube 7a, and coolant flowing out of the heater core flows through heater tube 7b. Heater tubes 7a and 7b are rigid components (e.g., metallic tubes) and are connected to the heater core via flexible tubes (not shown). Heater tubes 7a and 7b are located above the shifting device 15 described later.

[0048] The drive unit 10 is positioned to the left of the center in the direction of vehicle width and in front of the protrusion 2a. The engine ENG is positioned to the right of the drive unit 10.

[0049] like Figure 2 and Figure 3 As shown, the drive unit 10 includes: two rotary motors 11 and 12; a power transmission unit 13; a housing 14 that houses the rotary motors 11 and 12 and the power transmission unit 13; a shifting device 15 disposed outside the housing 14; and a power control unit (PCU) 16 disposed on the upper surface of the housing 14.

[0050] Rotary motors 11 and 12 are three-phase AC electric generators used for power generation and driving. The rotation axes of each of the rotary motors 11 and 12 extend parallel to each other in the left-right direction. Furthermore, the rotation axes of each of the rotary motors 11 and 12 are staggered in the vertical and horizontal directions and in the front-back direction. Alternatively, the rotation axes of each of the rotary motors 11 and 12 may be located on the same line.

[0051] The power transmission unit 13 transmits the driving force of the engine ENG and the rotary electric motors 11 and 12 to the front wheel W1. The power transmission unit 13 includes a gearbox 131 and a differential mechanism 132.

[0052] The transmission 131 has multiple gears (not shown) connected to the input shaft from the engine ENG and the rotation shafts of the rotary motors 11 and 12. In this embodiment, the transmission 131 is disposed in the vehicle width direction between the rotary motors 11 and 12 and the engine ENG within the housing 14. The shift gears of the transmission 131 are switched by the shifting device 15.

[0053] The differential mechanism 132 transmits the driving force obtained from the rotary motors 11 and 12 and the engine ENG to the axle of the front wheel W1.

[0054] In this embodiment, the transmission 131 is an automatic transmission (AT) that automatically changes gears under the control of an ECU (Electronic Control Unit) (not shown) mounted on the vehicle V. The shift gears of the transmission 131 can be switched to P (Park), R (Reverse), N (Neutral), and D (Drive) gears by the driver of the vehicle V. P gear is selected when the vehicle V is parked. R gear is selected when the vehicle V is reversed. N gear is selected when the driving force of the rotary motors 11 and 12 and the engine ENG is not transmitted to the wheels. D gear is selected when the vehicle V is forward. Furthermore, the transmission 131 is not limited to an automatic transmission; for example, it could be a manual transmission (MT), a continuously variable transmission (CVT), etc.

[0055] The shifting device 15 switches the shifting gears of the transmission 131. For example... Figure 3 and Figure 4 As shown, the gear shifting device 15 is disposed on the outside of the housing 14, specifically, between the rear of the housing 14 and the front bulkhead 2. Figure 5 , Figure 7 and Figure 8 As shown, the shifting device 15 includes a shift lever 151 and a direct-acting shift actuator 155 connected to the shift lever 151.

[0056] The shift lever 151 is constructed from sheet metal. The shift lever 151 is connected to the transmission 131; specifically, one end (lower end) 152 is fixed in a non-rotatable manner to a shaft (not shown) that switches the gears of the transmission 131. This shaft extends in the front-rear direction. Rotation of this shaft about the rotation axis X1 changes the meshing of the gears in the transmission 131, thus switching the gears.

[0057] A connecting portion 153, which connects to a shift actuator 155, is provided at the other end (upper end) of the shift lever 151. The connecting portion 153 includes: a bent portion 153a, formed by bending the other end of the shift lever 151 to clamp the end 156 of the shift actuator 155; and a pin 153b, which passes through a through hole provided on the bent portion 153a and the end 156 of the shift actuator 155. By passing the pin 153b through the through hole of the bent portion 153a and the end 156, the shift actuator 155 is connected to the connecting portion 153. Thus, the shift lever 151 is connected to the shift actuator 155.

[0058] A protruding flange 154 is provided on the connecting portion 153, which protrudes rearward along its lower edge. By providing the protruding flange 154, the rigidity of the connecting portion 153 is improved. In addition, the protruding flange 154 prevents the shift actuator 155 from disengaging from the shift lever 151 due to an object colliding with the pin 153b.

[0059] The shift actuator 155 moves the connecting part 153 in the left-right direction, thereby causing the shift lever 151 to rotate about the rotation axis X1. When the shift lever 151 is in the [position missing] position... Figure 7 At the position shown, the gear position of transmission 131 is D. Figure 7 In the process, when the shift actuator 155 moves the connecting part 153 to the left and the shift lever 151 rotates counterclockwise from the D position, the shift gears are switched in the order of N, R, and P.

[0060] PCU16 includes an inverter (not shown), a DC-DC (Direct Current) converter, etc., and controls rotating motors 11 and 12. For example... Figure 1 As shown, PCU16 is connected to battery BAT via power cable 20. The power stored in battery BAT flows DC through power cable 20 and is boosted by the DC-DC converter of PCU16. The boosted voltage is then converted to AC voltage by an inverter, supplying three-phase current to rotating motors 11 and 12. Furthermore, the power generated by rotating motors 11 and 12 can be stored in battery BAT via PCU16 and power cable 20.

[0061] The power cable 20 extends from the battery BAT located at the rear of the vehicle body 1 along the center of the vehicle width in the space below the passenger compartment 100, and enters the engine compartment 200 from the lower part of the engine compartment 200 at the center of the vehicle width. Additionally, although not shown in the diagram, the power cable 20 is fixed to the vehicle body 1 in the space below the passenger compartment 100 (or in the lower part of the engine compartment 200).

[0062] like Figure 3 and Figure 4As shown, the power cable 20 is laid adjacent to the housing 14 between the drive unit 10 and the front bulkhead 2. The power cable 20 extends from the lower part of the engine compartment 200 and from the center in the vehicle width direction toward the PCU16 and upward to the left.

[0063] like Figure 3 As shown, terminal 21 of power cable 20 on the PCU16 side engages with connector terminal 16a on PCU16. Thus, power cable 20 is connected to PCU16. Furthermore, in Figure 4 The image shows the state of the power cable 20 before it is connected to the PCU16.

[0064] In this embodiment, the connector terminal 16a of the PCU16 is located at the rear of the PCU16. Therefore, compared to the case where the connector terminal of the PCU16 is located at the front of the PCU16, the length of the power cable 20 can be shortened. This contributes to the weight reduction and cost reduction of the vehicle V.

[0065] like Figure 4 and Figure 5 As shown, a sheet metal part 30 is provided to hold the power cable 20 as it extends from the lower part of the engine compartment 200 to the PCU 16.

[0066] The power cable 20 is fixed to the sheet metal component 30 between the drive unit 10 and the front bulkhead 2. The power cable 20 is fixed to the vehicle body 1 in the lower space of the passenger compartment 100 (or the lower part of the engine compartment 200) and is secured near the drive unit 10 via the sheet metal component 30. The power cable 20 serves as a structure that absorbs the phase difference between the vibrations of the drive unit 10 and the vibrations of the vehicle body 1. Furthermore, the power cable 20 has an additional length to absorb the aforementioned phase difference, thus preventing tensile loads from acting on the power cable 20 and causing it to break in the event of a collision with the vehicle V.

[0067] The sheet metal component 30 extends vertically, and the power cable 20 is fixed to the lower end 31 of the sheet metal component 30. More specifically, the lower end 31 of the sheet metal component 30 is bent in a generally horizontal direction to support the power cable 20 from below. The lower end 31 of the sheet metal component 30 and the power cable 20 are fixed by a retainer 23.

[0068] like Figure 5 and Figure 6 As shown in (a), the retainer 23 has a loop 231 for retaining the power cable 20 and an insertion portion 232 for inserting the lower end portion 31 of the sheet metal component 30. The lower end portion 31 of the sheet metal component 30 is inserted into the insertion port 232a of the insertion portion 232. Figure 6As shown in (b), a leaf spring 232b capable of deforming in a direction orthogonal to the insertion direction is provided in the insertion space within the insertion portion 232. A locking protrusion 232c protruding into the insertion space is provided on the leaf spring 232b, engaging with a locking hole 33 formed on the lower end 31 of the sheet metal component 30. In this way, the retaining member 23 holding the power cable 20 is fixed to the sheet metal component 30. Furthermore, the fixing of the power cable 20 to the sheet metal component 30 is not limited to the fixing via the retaining member 23 described above; for example, it can also be a structure in which a fixing strap is wound around the power cable 20 and clamped and fixed in the locking hole 33 of the sheet metal component 30.

[0069] The upper end 32 of the sheet metal part 30 is fixed to the heater tube 7a of the air conditioning unit 7 by means of brazing or the like. Alternatively, the upper end 32 of the sheet metal part 30 can also be fixed to the heater tube 7b of the air conditioning unit 7.

[0070] The power cable 20 is positioned between the gear shift lever 151 and the protrusion 2a of the front bulkhead 2. In the event of a frontal collision with the vehicle V, the drive unit 10 moves rearward relative to the front bulkhead 2, and the power cable 20 may become trapped between the gear shift lever 151 and the protrusion 2a of the front bulkhead 2. Because the protruding edge 154 on the gear shift lever 151 has a sharp shape, the power cable 20 may be damaged when it becomes trapped between the gear shift lever 151 and the protrusion 2a of the front bulkhead 2.

[0071] In this embodiment, the sheet metal component 30 is disposed between the gear shift lever 151 and the power cable 20. More specifically, as... Figure 7 As shown, the sheet metal component 30 is positioned at a location that overlaps at least a portion of the protruding edge 154 of the shift lever 151 when viewed from the rear.

[0072] With this structure, in the event of a frontal collision with vehicle V, even if the shift lever 151 moves rearward, it will still collide with the sheet metal component 30 from the front. That is, the power cable 20 will not directly contact the shift lever 151, especially the protruding edge 154. Therefore, damage to the power cable 20 due to direct contact with the protruding edge 154 can be prevented. Thus, the power cable 20 can be protected in the event of a frontal collision with vehicle V, improving safety.

[0073] A frontal collision with vehicle V is likely to occur while vehicle V is moving forward. Therefore, if Figure 7As shown, the sheet metal component 30 is preferably positioned between the shift lever 151 and the power cable 20 when the transmission 131 is in the D position. More specifically, the sheet metal component 30 is preferably positioned where, when viewed from the rear, it overlaps at least a portion of the protruding edge 154 of the shift lever 151 when the transmission 131 is in the D position. With this structure, damage to the power cable 20 can be suppressed even in the event of a frontal collision while the vehicle V is moving forward.

[0074] As described above, the sheet metal component 30 retains the power cable 20 while protecting it from damage by the shift lever 151. Since the sheet metal component 30 functions both to retain and protect the power cable 20, it eliminates the need to separate the components for protecting and retaining the power cable 20. Therefore, it can reduce the increase in manufacturing cost and weight of the vehicle V. Furthermore, it can save space around the drive unit 10.

[0075] As described above, the upper end 32 of the sheet metal component 30 is fixed to the heater tube 7a. When the vehicle V experiences a frontal collision, the drive unit 10 moves rearward relative to the heater tube 7a, and the shift lever 151 collides with the sheet metal component 30 from the front. At this time, the sheet metal component 30 becomes a structure that bends rearward with the upper end 32 as a fulcrum, and the lower end 31 of the sheet metal component 30 can move upward. When the sheet metal component 30 bends, the power cable 20 fixed to the lower end 31 of the sheet metal component 30 moves upward. Therefore, when the vehicle V experiences a frontal collision, damage to the power cable 20 due to being trapped between the shift lever 151, the front bulkhead 2, and the protrusion 2a can be prevented.

[0076] like Figure 5 As shown, the sheet metal component 30 is preferably tilted toward the gear shift lever 151 (in this embodiment, forward and upward). Therefore, in the event of a frontal collision with the vehicle V, the sheet metal component 30 is more likely to bend with its upper end 32 as the fulcrum.

[0077] Furthermore, the lower end portion 31 of the sheet metal component 30 is preferably positioned vertically above the protrusion 2a of the front bulkhead 2 (the upper half of the approximately hemispherical shape). With this configuration, in the event of a frontal collision with the vehicle V and the lower end portion 31 of the sheet metal component 30 contacting the protrusion 2a, the lower end portion 31 of the sheet metal component 30 moves upward along the curved surface of the upper part of the protrusion 2a. Therefore, the power cable 20 fixed to the lower end portion 31 of the sheet metal component 30 also moves upward, thus preventing damage to the power cable 20 from being caught between the gear shift lever 151, the front bulkhead 2, and the protrusion 2a.

[0078] Next, the process of assembling the power cable 20 between the drive unit 10 and the front panel 2 will be described. Additionally, flexible conduits (not shown) connecting the heater tubes 7a and 7b to the heater core are installed after assembling the power cable 20.

[0079] The assembly of the power cable 20 inside the engine compartment 200 is carried out with the engine hood 8 open. Specifically, the operator works from above, looking into the space between the drive unit 10 and the front bulkhead 2.

[0080] First, secure the power cable 20, which is introduced into the engine compartment 200, to the sheet metal part 30. At the same time, position the sheet metal part 30 such that it is positioned between the shift lever 151 and the power cable 20.

[0081] By securing the power cable 20 to the sheet metal component 30, the operator can hold the power cable 20 and the sheet metal component 30 together as a single unit. Therefore, even in a narrow space such as between the drive unit 10 and the front bulkhead 2, it is easy to assemble the power cable 20 and the sheet metal component 30.

[0082] At this time, as Figure 4 As shown, the fixing part (lower end 31) of the power cable 20 and the sheet metal part 30 is positioned so as not to overlap with the heater tube 7a when viewed from above. Therefore, the sheet metal part 30 is well visible when the operator observes the space between the drive unit 10 and the front bulkhead 2 from above. Thus, during assembly, the sheet metal part 30 can be positioned appropriately between the power cable 20 and the shift lever 151.

[0083] After the power cable 20 is fixed to the sheet metal part 30, the sheet metal part 30 is fixed to the heater tube 7a by means of brazing or the like. Thus, the assembly of the power cable 20 is completed.

[0084] By fixing the sheet metal component 30 to the heater tube 7a, which is different from the drive unit 10, the operator can easily assemble the power cable 20 and the sheet metal component 30 without having to reach into the narrow space between the drive unit 10 and the front panel 2. In addition, fixing the sheet metal component 30 to the rigid component, namely the heater tube 7a, results in high assembly strength for the sheet metal component 30.

[0085] Furthermore, the fixing point of the sheet metal component 30 to the heater tube 7a is located above the fixing point of the power cable 20 to the sheet metal component 30. This provides good visibility when fixing the sheet metal component 30 to the heater tube 7a, facilitating the assembly of the sheet metal component 30 and the power cable 20. Moreover, since the sheet metal component 30 and the power cable 20 are located below the heater tube 7a, they do not interfere with the connection of the flexible conduit (not shown) to the heater tubes 7a, 7b, and the heater core.

[0086] Furthermore, as described above, the heater tube 7a is positioned so as not to overlap with the fixing parts of the power cable 20 and the sheet metal part 30 when viewed from above, so that after assembly, it can be easily visually confirmed whether the fixing parts of the power cable 20 and the sheet metal part 30 have come loose.

[0087] The present invention has been described above with reference to the accompanying drawings, but the present invention is not limited to this embodiment. Those skilled in the art will understand that various modifications or alterations can be conceived within the scope of the technical solutions described, and these modifications or alterations also fall within the technical scope of the present invention. Furthermore, the constituent elements in the above embodiments can be arbitrarily combined without departing from the spirit of the invention.

[0088] For example, in the above embodiment, the sheet metal component 30 is disposed between the shift lever 151 and the power cable 20, but it is not limited thereto. For example, the sheet metal component 30 may also be disposed between the power cable 20 and a component that is different from the shift lever 151 and would cause damage to the power cable 20.

[0089] In the above embodiment, the power cable 20 is positioned behind the drive unit 10, but this is not a limitation. For example, the power cable 20 may also be positioned in front of the drive unit 10. In this case, the sheet metal component 30 is positioned between the component that could damage the power cable 20 and the power cable 20.

[0090] In the above-described embodiment, the D gear is included as a forward shift gear, but other forward shift gears besides D may also be included (e.g., L (low) gear, which provides relatively large engine braking). In this case, it is preferable to position the sheet metal part 30 between the shift lever 151 and the power cable 20 when the transmission 131 is in D or L gear.

[0091] In the above embodiment, the sheet metal part 30 is fixed to the heater tube 7a of the air conditioning unit 7, but it is not limited thereto. For example, the sheet metal part 30 may also be fixed to the housing 14 of the drive unit 10, or it may be fixed to other parts other than the drive unit 10 (e.g., the vehicle body frame).

[0092] In the above embodiment, the sheet metal part 30 holds the power cable 20, but it can also hold other cables besides the power cable 20. For example, when the vehicle V is a four-wheel drive vehicle, a rear drive unit equipped with a motor is provided at the rear of the body 1 (below the floor 6). The sheet metal part 30 can also hold the power cable for the rear-wheel drive unit that connects the drive unit 10 and the rear drive unit. In this case, the power cable 20 and the power cable for the rear-wheel drive unit can also be arranged in a concentrated manner.

[0093] In the above embodiment, after fixing the power cable 20 to the sheet metal component 30, the sheet metal component 30 is fixed to the heater tube 7a. However, this is not a limitation; the power cable 20 can also be fixed to the sheet metal component 30 after the sheet metal component 30 is fixed to the heater tube 7a. In this case, when laying out the heater tube 7a to which the sheet metal component 30 is fixed, the same positioning as when placing the sheet metal component 30 between the shift lever 151 and the power cable 20 can be performed simultaneously.

[0094] The following items are described in this specification at least. The elements corresponding to the above embodiments are shown in parentheses as examples, but are not limited thereto.

[0095] (1) An electric vehicle (vehicle V), wherein the electric vehicle comprises: a drive unit (drive unit 10) having a rotary motor (rotary motor 11, 12), a housing (housing 14) for housing the rotary motor, and an electric control device (electric control device 16) for controlling the rotary motor.

[0096] A storage battery (BAT) capable of storing the electricity supplied to the rotating motor; and

[0097] A power cable (power cable 20) connects the power control device and the battery.

[0098] The drive unit also includes a first component (shift lever 151) that is different from the rotary motor, the housing, and the power control device. This first component is disposed outside the housing.

[0099] A protective component (sheet metal component 30) is provided between the first component and the power cable.

[0100] According to (1), a protective component is provided between the first component and the power cable, so that in the event of a collision with an electric vehicle, the power cable can be prevented from being damaged due to direct contact with the first component. Therefore, the power cable can be protected and safety can be improved.

[0101] (2) The electric vehicle according to (1), wherein,

[0102] The drive unit is located at the front of the electric vehicle (engine compartment 200).

[0103] A portion of the power cable and the first component are positioned in front of or behind the housing in the vehicle's longitudinal direction.

[0104] In the event of a frontal collision, the power cable may be damaged by contact with the first component. According to (2), the protective component is positioned between the first component and the power cable, which is located in front of or behind the housing, thus preventing the power cable from being damaged by direct contact with the first component.

[0105] (3) The electric vehicle according to (2), wherein,

[0106] The drive unit also includes:

[0107] The transmission (transmission 131), housed within the housing; and

[0108] A shift lever (shift lever 151), which is disposed outside the housing, is used to switch the shift gears of the transmission.

[0109] The first component is the gear shift lever.

[0110] The protective component is disposed between the shift lever and the power cable when the transmission is in a shift gear that propels the electric vehicle forward.

[0111] According to (3), the protective component is positioned between the shift lever and the power cable when the transmission is in the shift gear that enables the electric vehicle to move forward. Therefore, when the electric vehicle moves forward and a frontal collision occurs, it can suppress damage to the power cable caused by direct contact between the power cable and the shift lever.

[0112] (4) The electric vehicle according to any one of (1) to (3), wherein,

[0113] The power cable is fixed to the protective component.

[0114] According to (4), the power cable is fixed to the protective component, so the protective component not only protects the power cable but also holds it in place. Therefore, it is not necessary to separate the component protecting the power cable and the component holding the power cable, which can reduce the increase in manufacturing cost and weight of electric vehicles. In addition, it can save vehicle space. Furthermore, since the power cable is fixed to the protective component, the power cable and the protective component can be held together as a single unit, making it easy to assemble them into the electric vehicle.

[0115] (5) The electric vehicle according to (4), wherein,

[0116] The protective component is fixed to a second component (heater tube 7a) that is different from the drive unit.

[0117] According to (5), the protective component with the power cable is fixed to a second component that is different from the drive unit, so that the assembly of the power cable and the protective component can be avoided in the narrow space around the drive unit.

[0118] (6) The electric vehicle according to (5), wherein,

[0119] The electric vehicle also includes an air conditioning unit (air conditioning unit 7), which has an air conditioning pipe (heater pipe 7a) as a rigid component, capable of blowing air into the passenger compartment (passenger compartment 100).

[0120] The second component is the air conditioning pipe.

[0121] According to (6), since the second component is an air conditioning pipe, it can be used to fix the protective component. In addition, since the air conditioning pipe is a rigid component, the assembly strength of the protective component is high.

[0122] (7) The electric vehicle according to (5) or (6), wherein,

[0123] The fixing point between the protective component and the second component is located above the fixing point between the power cable and the protective component.

[0124] According to (7), the fixing part between the protective component and the second component is located above the fixing part between the power cable and the protective component. Therefore, the visibility is good when fixing the protective component to the air conditioning pipe, and it is easy to assemble the protective component and the power cable.

[0125] (8) The electric vehicle according to any one of (5) to (7), wherein,

[0126] The second component does not overlap with the fixing part between the power cable and the protective component when viewed from above.

[0127] According to (8), the second component does not overlap with the fixing part between the power cable and the protective component when viewed from above, thus ensuring good visibility of the protective component. Therefore, during assembly, the protective component can be properly positioned between the first component and the power cable. Furthermore, after assembly, it can be easily confirmed whether the power cable is properly fixed to the protective component.

[0128] (9) The electric vehicle according to any one of (1) to (3), wherein,

[0129] The protective component is a sheet metal component (sheet metal component 30) extending in the vertical direction.

[0130] The power cable is fixed to the lower end (lower end 31) of the sheet metal component.

[0131] The upper end (upper end 32) of the sheet metal component is fixed to a second component (heater tube 7a) that is different from the drive unit.

[0132] According to (9), the protective component is a sheet metal component extending vertically, with its upper end fixed to a second component, distinct from the drive unit. Therefore, in the event of a collision involving an electric vehicle, even if the first component of the drive unit contacts the sheet metal component, the sheet metal component will bend with its upper end as a fulcrum, causing its lower end to move upwards. This allows the power cable fixed to the lower end of the sheet metal component to move upwards. Consequently, in the event of a collision involving an electric vehicle, it is possible to prevent the power cable from being trapped between the first component and other components (e.g., the front bulkhead).

Claims

1. An electric vehicle, wherein, The electric vehicle has the following features: A drive unit comprising a rotary motor, a housing for housing the rotary motor, and a power control device for controlling the rotary motor; A storage battery capable of storing the electricity supplied to the rotating motor; and The power cable connects the power control device and the battery. The drive unit also includes a first component that is different from the rotary motor, the housing, and the power control device. This first component is disposed outside the housing. A protective component is provided between the first component and the power cable. The drive unit is located at the front of the electric vehicle. A portion of the power cable and the first component are positioned in the front or rear of the housing in the vehicle's longitudinal direction. The drive unit also includes: The transmission, housed within the housing; and A shift lever, located outside the housing, is used to switch the gears of the transmission. The first component is the gear shift lever. The protective component is disposed between the shift lever and the power cable when the transmission is in a shift gear that propels the electric vehicle forward. When viewed from the front and rear directions of the electric vehicle, the fixing part for securing the protective component is misaligned with the shift lever when the electric vehicle is in a gear shift position that propels the electric vehicle forward.

2. The electric vehicle according to claim 1, wherein, The power cable is fixed to the protective component.

3. The electric vehicle according to claim 2, wherein, The protective component is fixed to a second component that is different from the drive unit.

4. The electric vehicle according to claim 3, wherein, The electric vehicle also has an air conditioning system, which includes air conditioning pipes as rigid components that can blow air into the passenger compartment. The second component is the air conditioning pipe.

5. The electric vehicle according to claim 3, wherein, The fixing point between the protective component and the second component is located above the fixing point between the power cable and the protective component.

6. The electric vehicle according to claim 3, wherein, The second component does not overlap with the fixing part between the power cable and the protective component when viewed from above.

7. The electric vehicle according to claim 1, wherein, The protective component is a sheet metal component extending in the vertical direction. The power cable is fixed to the lower end of the sheet metal component. The upper end of the sheet metal component is fixed to a second component that is different from the drive unit.

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