Electric vehicle

Abstract

The invention provides an electric vehicle. An electric vehicle is provided with: a first drive device having a first motor for sub-drive; a first drive circuit that drives the first motor; a first cooling device that cools the first drive device; a second drive device having a second motor for main drive; a second drive circuit that drives the second motor; a second cooling device that cools the second drive device; a third cooling device that circulates the heat exchange medium in the order of the first drive circuit, the second drive circuit, the second cooling device, and the first cooling device; and a control device. The control device adjusts the circulation amount of the first heat exchange medium on the basis of a first surplus temperature, which is the difference between the temperature of the first heat exchange medium and the first prescribed temperature, and a third surplus temperature, which is the difference between the temperature of the third heat exchange medium in the first cooling device and the third prescribed temperature.

Description

Technical Field

[0001] The present disclosure relates to an electrified vehicle, and more specifically, to an electrified vehicle equipped with two motors, two inverters for driving the two motors, and a cooling device for cooling the two motors and the two inverters. Background Art

[0002] Previously, electric vehicles of this type have been proposed that include a motor, an oil cooler for cooling the motor, an inverter for driving the motor, and a cooling device for cooling the oil cooler and the inverter (see, for example, Japanese Patent Application Laid-Open No. 2019-129632). In this vehicle cooling device, a heat exchange medium cooled by a radiator flows sequentially through the inverter and the oil cooler, and the oil cooler's oil circulation is controlled to start, increase, decrease, or stop based on the inverter temperature or the temperature of the heat exchange medium.

[0003] In an electric vehicle equipped with a rear-wheel drive motor for main drive and a front-wheel drive motor for auxiliary drive, an oil cooler for cooling the rear-wheel drive motor and an inverter for driving the motor are positioned near the rear-wheel drive motor, while an oil cooler for cooling the front-wheel drive motor and an inverter for driving the motor are positioned near the front-wheel drive motor. Furthermore, when cooling these motors, a heat exchange medium cooled by a radiator is circulated sequentially through the inverter for driving the front-wheel drive motor, the inverter for driving the rear-wheel drive motor, the oil cooler for cooling the rear-wheel drive motor, and the oil cooler for cooling the front-wheel drive motor. In this case, due to overheating of the inverter for driving the rear-wheel drive motor and the oil cooler for cooling the rear-wheel drive motor, the output torque of the rear-wheel drive motor for main drive is limited before that of the front-wheel drive motor for auxiliary drive, resulting in a poor driving experience. Summary of the Invention

[0004] A main object of the electric vehicle disclosed in the present disclosure is to suppress the driving restriction of the main drive motor before the auxiliary drive motor.

[0005] In order to achieve the above-mentioned main objectives, the electric vehicle of the present disclosure adopts the following means.

[0006] The electric vehicle disclosed herein is characterized by comprising:

[0007] a first drive device having a first motor for auxiliary driving;

[0008] a first drive circuit for driving the first motor;

[0009] a first cooling device for cooling the first drive device using a first heat exchange medium;

[0010] a second drive device having a second motor for main drive;

[0011] a second drive circuit for driving the second motor;

[0012] a second cooling device for cooling the second drive device using a second heat exchange medium;

[0013] a third cooling device that circulates a third heat exchange medium through the first drive circuit, the second drive circuit, the second cooling device, and the first cooling device in this order; and

[0014] a control device for controlling the first cooling device, the second cooling device, the third cooling device, the first motor, and the second motor;

[0015] The control device adjusts the circulation rate of the first heat exchange medium based on a first margin temperature, which is a difference between the temperature of the first heat exchange medium and a first predetermined temperature, and a third margin temperature, which is a difference between the temperature of the third heat exchange medium in the first cooling device and a third predetermined temperature.

[0016] In the electric vehicle disclosed herein, a third cooling device circulates a third heat exchange medium through a first drive circuit driving a first auxiliary drive motor, a second drive circuit driving a second main drive motor, a second cooling device cooling the second drive unit having the second motor using the second heat exchange medium, and a first cooling device cooling the first drive unit having the first motor using the first heat exchange medium. A control device adjusts the circulation rate of the first heat exchange medium based on a first margin temperature, which is the difference between the temperature of the first heat exchange medium and a first predetermined temperature, and a third margin temperature, which is the difference between the temperature of the third heat exchange medium in the first cooling device and a third predetermined temperature. By more appropriately adjusting the first predetermined temperature and the first heat exchange medium, the drive of the first auxiliary drive motor can be restricted before the drive of the second main drive motor. This prevents the drive of the second main drive motor from being restricted before the drive of the first auxiliary drive motor. A lower limit temperature for restricting the drive of the first motor can be used for both the first and third predetermined temperatures.

[0017] In the electric vehicle of the present disclosure, it may also be:

[0018] The control device performs control so that the circulation rate of the first heat exchange medium increases as the first margin temperature decreases, and the circulation rate of the first heat exchange medium increases as the third margin temperature decreases.

[0019] This is based on the fact that the need for cooling the first motor increases as the first margin temperature decreases, and the need for cooling the first motor increases as the third margin temperature decreases.

[0020] In the electric vehicle of the present disclosure, it may also be:

[0021] The control device restricts driving of the first motor when the temperature of the first heat exchange medium is equal to or higher than a first predetermined temperature, or when the temperature of the third heat exchange medium is equal to or higher than a third predetermined temperature.

[0022] By limiting the driving of the first motor for auxiliary driving in this manner, it is possible to delay limiting the driving of the second motor for main driving.

[0023] In this case, the control device may also cut off the driving force of the first driving device when the temperature of the first heat exchange medium is above the first specific temperature higher than the first prescribed temperature, or when the temperature of the third heat exchange medium in the first cooling device is above the third specific temperature higher than the third prescribed temperature.

[0024] In this manner, the driving restriction of the second motor for main driving can be delayed or alleviated.

[0025] In the electric vehicle of the present disclosure, it may also be:

[0026] The control device controls the circulation rate of the second heat exchange medium based on a second margin temperature, which is the difference between the temperature of the second heat exchange medium and a second predetermined temperature, and a fourth margin temperature, which is the difference between the temperature of the third heat exchange medium in the second cooling device and a fourth predetermined temperature.

[0027] In this manner, the driving of the second motor for main driving can be restricted more appropriately.

[0028] In this case, the control device may perform adjustment so that the circulation rate of the second heat exchange medium increases as the second margin temperature decreases, and the circulation rate of the second heat exchange medium increases as the third margin temperature decreases.

[0029] This is based on the fact that the need for cooling the second motor increases as the second margin temperature decreases, and the need for cooling the second motor increases as the fourth margin temperature decreases.

[0030] Furthermore, the control device may limit driving of the second motor when the temperature of the second heat exchange medium is equal to or higher than the second predetermined temperature. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Features, advantages, and technical and industrial significance of embodiments of the present invention will be described below with reference to the accompanying drawings, wherein like reference numerals represent like elements, and wherein

[0032] Figure 1 This is a structural diagram schematically showing the structure of an electric vehicle as one embodiment of the present disclosure.

[0033] Figure 2 This is a flowchart showing an example of the first oil pump process executed by the electronic control unit 70 .

[0034] Figure 3 This is a flowchart showing an example of the second oil pump process executed by the electronic control unit 70 .

[0035] Figure 4 This is a flowchart showing an example of the motor restriction process executed by the electronic control unit 70 .

[0036] Figure 5 This is an explanatory diagram showing an example of a map for setting a drive duty ratio.

[0037] Figure 6 This is an explanatory diagram showing an example of the relationship between the first oil temperature To1 and the first cooling water temperature Tw1 and the driving force limitation of the first motor 31 , and the relationship between the second oil temperature To2 and the second cooling water temperature Tw2 and the driving force limitation of the second motor 41 . DETAILED DESCRIPTION

[0038] Next, a mode (embodiment) for carrying out the present disclosure will be described. Figure 1 This is a schematic diagram showing the general configuration of an electric vehicle 20 according to one embodiment of the present disclosure. The electric vehicle 20 according to this embodiment includes a first drive unit 30 for auxiliary driving of the front wheels, a first power control unit (hereinafter referred to as a first PCU) 33 for driving the first drive unit 30, a first cooling device 34 for cooling the first drive unit 30, a second drive unit 40 for main driving of the rear wheels, a second power control unit (hereinafter referred to as a second PCU) 43 for driving the second drive unit 40, a second cooling device 43 for cooling the second drive unit 40, a third cooling device 60, and an electronic control unit 70.

[0039] The first drive unit 30 is located at the front of the vehicle and includes a first motor 31 and a first gear unit 32. The first motor 31 is configured as a synchronous motor generator, for example, and is connected to the first gear unit 32. The first gear unit 32 is configured as a gear mechanism such as a reduction gear or differential gear and is connected to the front wheels 39a and 39b. Furthermore, a clutch (not shown) is provided on the front wheels 39a and 39b side of the first gear unit 32, enabling the first motor 31 and the first gear unit 32 to be disconnected from the front wheels 39a and 39b.

[0040] The first PCU 33 is a drive circuit that boosts power from a battery (not shown) and converts it into three-phase AC to apply to the first motor 31 . For example, it is composed of a known boost circuit, a known inverter, etc. The first PCU 33 is disposed around the first drive device 30 .

[0041] The first cooling device 34 is arranged adjacent to the first drive unit 30 and includes a first oil cooler 35 that supplies cooled oil to the first motor 31 and the first gear unit 32 via a circulation flow path 36. A first temperature sensor 38 for detecting the oil temperature (first oil temperature) To1 and a first oil pump 37 for adjusting the oil circulation rate are installed near the outlet of the first oil cooler 35 in the circulation flow path 36. The cooling oil also functions as lubricating oil.

[0042] The second drive device 40 is disposed at the rear of the vehicle and includes a second motor 41 and a second gear unit 42. The second motor 41 is configured as, for example, a synchronous generator motor, and is connected to the second gear unit 42. The second gear unit 42 is configured as a gear mechanism such as a reduction gear or a differential gear, and is connected to the rear wheels 49a and 49b.

[0043] The second PCU 43 is a drive circuit that boosts power from a battery (not shown) and converts it into three-phase AC to apply to the second motor 41 , and is comprised of, for example, a known boost circuit, a known inverter, etc. The second PCU 43 is disposed around the second drive device 40 .

[0044] The second cooling device 44 is arranged adjacent to the second drive unit 40 and includes a second oil cooler 45 that supplies cooled oil to the second motor 41 and the second gear unit 42 via a circulation flow path 46. A second temperature sensor 48 for detecting the oil temperature (second oil temperature) To2 and a second oil pump 47 for adjusting the oil circulation rate are installed near the outlet of the second oil cooler 45 in the circulation flow path 46. The cooling oil also functions as lubricating oil.

[0045] The third cooling device 60 includes a radiator 61 located at the front of the vehicle, a circulation path 62, and a water pump 63 that circulates cooling water. Cooling water flows from the radiator 61 through the water pump 63, the cooling path formed in the first PCU 33, the cooling path formed in the second PCU 43, the cooling path formed in the second oil cooler 45, the cooling path formed in the first oil cooler 35, and finally the radiator 61, in that order. This cooling process cools the boost circuit and inverter of the first PCU 33, the boost circuit and inverter of the second PCU 43, the oil in the second oil cooler 45, and the oil in the first oil cooler 35. Temperature sensors 64, 65, and 66 are mounted on the circulation path 62 near the outlet of the radiator 61, the outlet of the first oil cooler 35, and the inlet of the second oil cooler 45.

[0046] The electronic control unit 70 is composed of a microcomputer centered around a CPU (not shown). Inputs to the electronic control unit 70 include: the first oil temperature To1 from the first temperature sensor 38; the second oil temperature To2 from the second temperature sensor 48; and the cooling water temperature Tw0, the first cooling water temperature Tw1, and the second cooling water temperature Tw2 from the temperature sensors 64, 65, and 66. Outputs from the electronic control unit 70 include: a drive control signal to the first oil pump 37; a drive control signal to the second oil pump; and a drive control signal to the water pump 63. The electronic control unit 70 also controls the drive of the electric vehicle 20. Therefore, the following are also input to the electronic control unit 70: gear position SP; accelerator opening Acc; brake pedal position BP; three-phase currents I1u, I1v, I1w applied to the first motor 31; and three-phase currents I2u, I2v, I2w applied to the second motor 41, etc., and the following are also output from the electronic control unit 70: a switching control signal for switching the switching elements of the boost circuit and converter of the first PCU33; and a switching control signal for switching the switching elements of the boost circuit and converter of the second PCU43, etc.

[0047] Next, the operation of the thus configured electric vehicle 20 will be described, particularly the operation of the first oil pump 37 and the second oil pump 47 and the operation when the driving force of the first drive device 30 and the second drive device 40 is limited. Figure 2 This is a flowchart showing an example of a first oil pump process executed by the electronic control unit 70 to set the driving duty ratio D1 of the first oil pump 37 . Figure 3 This is a flowchart showing an example of a second oil pump process executed by the electronic control unit 70 to set the driving duty ratio D2 of the second oil pump 47 . Figure 4 1 is a flowchart showing an example of the motor limiting process executed by the electronic control unit 70. The following will be described in sequence.

[0048] If executed Figure 2 In the first oil pump processing, the electronic control unit 70 first performs processing to input data required for setting the drive duty cycle D1 of the first oil pump 37, such as the first oil temperature To1 from the first temperature sensor 38 and the first coolant temperature Tw1 from the temperature sensor 65 (S100). Next, the first margin temperature ΔT1 is calculated by subtracting the first oil temperature To1 from the first predetermined value Tref1 (S110), and the third margin temperature ΔT3 is calculated by subtracting the first coolant temperature Tw1 from the third predetermined value Tref3 (S120). The first predetermined value Tref1 is set to the lower limit temperature of the oil near the outlet of the first oil cooler 35, which limits the driving force of the first drive unit 30. The third predetermined value Tref3 is set to the lower limit temperature of the coolant near the inlet of the first oil cooler 35, which limits the driving force of the first drive unit 30.

[0049] Next, the driving duty ratio D1 of the first oil pump 37 is set based on the first surplus temperature ΔT1 and the third surplus temperature ΔT3 (S130), and then the present process is terminated. In the present embodiment, the relationship between the first surplus temperature ΔT1 and the third surplus temperature ΔT3 and the driving duty ratio D1 is determined in advance through experiments, machine learning, etc., and stored as a driving duty ratio setting map. If the first surplus temperature ΔT1 and the third surplus temperature ΔT3 are given, the corresponding driving duty ratio D1 is derived from the map and set. Figure 5 An example of a drive duty ratio setting map is shown in FIG. As shown, the drive duty ratio D1 is set to increase as the first margin temperature ΔT1 decreases, and is also set to increase as the third margin temperature ΔT3 decreases. This is based on the fact that the degree of cooling of the first drive device 30 increases as the first margin temperature ΔT1 decreases, and increases as the third margin temperature ΔT3 decreases.

[0050] If executed Figure 3In the second oil pump processing, the electronic control unit 70 first performs processing to input the second oil temperature To2 from the second temperature sensor 48, the second cooling water temperature Tw2 from the temperature sensor 66, and other data required to set the drive duty ratio D2 of the second oil pump 47 (S200). Next, the second oil temperature To2 is subtracted from the second predetermined value Tref2 to calculate the second margin temperature ΔT2 (S210), and the second cooling water temperature Tw2 is subtracted from the fourth predetermined value Tref4 to calculate the fourth margin temperature ΔT4 (S220). The second predetermined value Tref2 is set to the lower limit temperature of the oil near the outlet of the second oil cooler 45, which limits the driving force of the second drive device 40. The fourth predetermined value Tref4 is set to the lower limit temperature of the cooling water near the inlet of the second oil cooler 45, which limits the driving force of the second drive device 40.

[0051] Next, the driving duty ratio D2 of the second oil pump 47 is set based on the second margin temperature ΔT2 and the fourth margin temperature ΔT4 (S330), and then the present process is terminated. In the present embodiment, the relationship between the second margin temperature ΔT2 and the fourth margin temperature ΔT4 and the driving duty ratio D2 is determined in advance by experiments, machine learning, etc., and stored as a driving duty ratio setting map. If the second margin temperature ΔT2 and the fourth margin temperature ΔT4 are given, the corresponding driving duty ratio D2 is derived from the map and set. The driving duty ratio D2 of the second oil pump 47 can also be set by Figure 5 The drive duty ratio setting illustrated in the figure is determined using a map. As shown in the figure, the drive duty ratio D2 is set to increase as the second margin temperature ΔT2 decreases, and is also set to increase as the fourth margin temperature ΔT4 decreases. This is based on the fact that the degree of cooling of the second drive device 40 increases as the second margin temperature ΔT2 decreases, and increases as the fourth margin temperature ΔT4 decreases.

[0052] If executed Figure 4 In the motor limitation processing, the electronic control unit 70 first executes the processing (S300) of the data required to implement the driving force limitation of the first motor 31 and the second motor 41, such as the first cooling water temperature Tw1 from the temperature sensor 65, the second cooling water temperature Tw2 from the temperature sensor 66, the first oil temperature To1 from the first temperature sensor 38, and the second oil temperature To2 from the second temperature sensor 48.

[0053] Next, a determination is made as to whether the first oil temperature To1 is greater than or equal to a first predetermined value Tref1, or whether the first cooling water temperature Tw1 is greater than or equal to a third predetermined value Tref3 (S310). Furthermore, a determination is made as to whether the first oil temperature To1 is less than or equal to a first specific value Tset1, or whether the first cooling water temperature Tw1 is less than or equal to a third specific value Tset3 (S320). The first specific value Tset1 is set to the lower limit temperature of the oil near the outlet of the first oil cooler 35, which is greater than the first predetermined value Tref1, when the drive force of the first drive unit 30 is cut off (the drive force value is 0). The third specific value Tset3 is set to the lower limit temperature of the cooling water near the inlet of the first oil cooler 35, which is greater than or equal to the third predetermined value Tref3, when the drive force of the first drive unit 30 is cut off.

[0054] In S310 and S320, when it is determined that the first cooling water temperature Tw1 is less than the third specified value Tset3 and the first oil temperature To1 is greater than or equal to the first specified value Tref but less than the first specified value Tset1, or when it is determined that the first oil temperature To1 is less than the first specified value Tset1 and the first cooling water temperature Tw1 is greater than or equal to the third specified value Tref3 but less than the third specified value Tset3, the driving force of the first motor 31 (first drive device 30) is limited (S330). Preferably, the driving force limitation is implemented so that it increases as the first oil temperature To1 increases, and the driving force limitation is implemented so that it increases as the first cooling water temperature Tw1 increases.

[0055] In S320, if it is determined that the first oil temperature To1 is greater than or equal to the first specific value Tset1, or if it is determined that the first cooling water temperature Tw1 is greater than or equal to the third specific value Tset3, the driving force of the first motor 31 (first drive device 30) is cut off (S340). The driving force can be cut off by disengaging a clutch (not shown) of the first gear unit 32 to separate the first drive device 30 from the front wheels 39a and 39b.

[0056] Furthermore, when the first oil temperature To1 is lower than the first predetermined value Tref1 and the first cooling water temperature Tw1 is lower than the first predetermined value Tref1, the driving force of the first motor 31 is not limited.

[0057] Next, a determination is made as to whether the second oil temperature To2 is greater than or equal to the second predetermined value Tref2, or whether the second cooling water temperature Tw2 is greater than or equal to the fourth predetermined value Tref4 (S350). If the second oil temperature To2 is determined to be greater than or equal to the second predetermined value Tref2, or if the second cooling water temperature Tw2 is determined to be greater than or equal to the fourth predetermined value Tref4, the driving force of the second motor 41 (second drive device 40) is limited (S360), and the present process ends. Furthermore, if the second oil temperature To2 is determined to be less than or equal to the second predetermined value Tref2, and the second cooling water temperature Tw2 is determined to be less than or equal to the fourth predetermined value Tref4, the driving force of the second motor 41 (second drive device 40) is not limited.

[0058] exist Figure 6 In FIG. 1 , an example of the relationship between the first oil temperature To1 and the first cooling water temperature Tw1 and the driving force limit of the first motor 31 and the relationship between the second oil temperature To2 and the second cooling water temperature Tw2 and the driving force limit of the second motor 41 is shown. Figure 6 In this example, the first specific value Tset1 and the third specific value Tset3 used when cutting off the drive force of the first motor 31 are set to the same values ​​as the second specified value Tref2 and the fourth specified value Tref4 used when limiting the drive force of the second motor 41. The drive force of the first motor 31 is limited in the range from the first specified value Tref1 to the first specific value Tset1 and in the range from the third specified value Tref3 to the third specific value Tset3, and the drive force is cut off in the range above the first specific value Tset1 and above the third specific value Tset3. The drive force of the second motor 41 is limited in the range where the drive force of the first motor 31 is cut off.

[0059] In the electric vehicle 20 of the embodiment described above, cooling water flows sequentially through the first PCU 33 driving the first drive unit 30 for auxiliary driving the front wheels, the second PCU 43 driving the second drive unit 40 for main driving the rear wheels, the second oil cooler 45 of the second cooling unit 44 cooling the second drive unit 40, and the first oil cooler 35 of the first cooling unit 34 cooling the first drive unit 30. Furthermore, the driving duty ratio D1 of the first oil pump 37 is set to increase as the first margin temperature ΔT1 decreases and also as the third margin temperature ΔT3 decreases. Furthermore, the driving duty ratio D2 of the second oil pump 47 is set to increase as the second margin temperature ΔT2 decreases and also as the fourth margin temperature ΔT4 decreases. By appropriately setting the prescribed values ​​Tref1 to Tref4 and the specific values ​​Tset1 and Tset3, the driving force of the auxiliary driving first motor 31 can be limited before the driving force of the main driving second motor 41. This prevents the driving force of the main driving second motor 41 from being limited before the driving force of the auxiliary driving first motor 31.

[0060] In the electric vehicle 20 of the embodiment, Figure 6 In the description, the first specific value Tset1 and the third specific value Tset3 used when the driving force of the first motor 31 is cut off are set to the same values ​​as the second specified value Tref2 and the fourth specified value Tref4 used when the driving force of the second motor 41 is limited. However, the second specified value Tref2 and the fourth specified value Tref4 used when the driving force of the second motor 41 is limited may be different from the first specific value Tset1 and the third specific value Tset3 used when the driving force of the first motor 31 is cut off. In this case, in order to limit the driving force of the second motor 41 for main drive before the first motor 31 for auxiliary drive, the second specified value Tref2 may be set to a value greater than the first specified value Tref1, and the fourth specified value Tref4 may be set to a value greater than the third specified value Treef3.

[0061] In the electric vehicle 20 of the embodiment, the temperature near the outlet of the first oil cooler 35 (first oil temperature To1) is used as the oil temperature of the first cooling device 34. However, the temperature near the inlet of the first oil cooler 35 may also be used. Similarly, the temperature near the inlet of the second oil cooler 45 may also be used as the oil temperature of the second cooling device 44.

[0062] The following describes the correspondence between the main elements of the embodiment and the main elements of the invention described in the "Summary of the Invention" section. In the embodiment, the first motor 31 corresponds to the "first motor," the first drive unit 30 corresponds to the "first drive unit," the first PCU 33 corresponds to the "first drive circuit," the first cooling device 34 corresponds to the "first cooling device," the second motor 41 corresponds to the "second motor," the second drive unit 40 corresponds to the "second drive unit," the second PCU 43 corresponds to the "second drive circuit," the second cooling device 44 corresponds to the "second cooling device," the third cooling device 60 corresponds to the "third cooling device," and the electronic control unit 70 corresponds to the "control device."

[0063] Furthermore, the correspondence between the main elements of the embodiment and the main elements of the invention described in the "Summary of the Invention" section is provided as an example to specifically illustrate the method for implementing the invention described in the "Detailed Description of the Invention" section and does not limit the elements of the invention described in the "Summary of the Invention." In other words, the invention described in the "Summary of the Invention" section should be interpreted based on the description in that section, and the embodiment is merely a specific example of the invention described in the "Summary of the Invention."

[0064] As mentioned above, although this disclosure was described using the embodiment, this disclosure is not limited to such embodiment at all, and it is needless to say that this disclosure can be implemented in various forms within the scope not departing from the gist of this disclosure.

[0065] The present disclosure can be utilized in the manufacturing industry of the electric vehicle 20 and the like.

Claims

1. An electric vehicle, wherein: have: a first drive device having a first motor for auxiliary driving; a first drive circuit for driving the first motor; a first cooling device for cooling the first drive device using a first heat exchange medium; a second drive device having a second motor for main drive; a second drive circuit for driving the second motor; a second cooling device for cooling the second driving device using a second heat exchange medium; a third cooling device configured to circulate a third heat exchange medium through the first drive circuit, the second drive circuit, the second cooling device, and the first cooling device in this order; as well as a control device that controls the first cooling device, the second cooling device, the third cooling device, the first motor, and the second motor, The control device adjusts the circulation rate of the first heat exchange medium based on a first margin temperature, which is a difference between the temperature of the first heat exchange medium and a first predetermined temperature, and a third margin temperature, which is a difference between the temperature of the third heat exchange medium in the first cooling device and a third predetermined temperature.

2. The electric vehicle according to claim 1, wherein: The control device performs control so that the circulation rate of the first heat exchange medium increases as the first margin temperature decreases, and the circulation rate of the first heat exchange medium increases as the third margin temperature decreases.

3. The electric vehicle according to claim 1, wherein: The control device restricts driving of the first motor when the temperature of the first heat exchange medium is equal to or higher than a first predetermined temperature, or when the temperature of the third heat exchange medium is equal to or higher than a third predetermined temperature.

4. The electric vehicle according to claim 3, wherein: The control device cuts off the driving force of the first driving device when the temperature of the first heat exchange medium is higher than the first specific temperature higher than the first specified temperature, or when the temperature of the third heat exchange medium in the first cooling device is higher than the third specific temperature higher than the third specified temperature.

5. The electric vehicle according to any one of claims 1 to 4, wherein The control device controls the circulation rate of the second heat exchange medium based on a second margin temperature, which is a difference between the temperature of the second heat exchange medium and a second predetermined temperature, and a fourth margin temperature, which is a difference between the temperature of the third heat exchange medium in the second cooling device and a fourth predetermined temperature.

6. The electric vehicle according to claim 5, wherein: The control device adjusts the circulation rate of the second heat exchange medium so as to increase as the second margin temperature decreases, and so as to increase as the third margin temperature decreases.

7. The electric vehicle according to claim 5, wherein: The control device restricts driving of the second motor when the temperature of the second heat exchange medium is equal to or higher than the second predetermined temperature.

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