Vehicle drive device

Abstract

A vehicle drive apparatus is provided. This vehicle drive device is provided with: a housing in which an electronic circuit unit is incorporated, said electronic circuit unit including at least an electronic circuit for driving an electric motor that transmits drive torque to a travel system of a vehicle; a cooling plate to which the electronic circuit unit is fixed and through which a cooling liquid flows; and a water pump that circulates a cooling liquid inside the cooling plate, the water pump being fixed to the outer surface of the housing at a position at least partially overlapping the cooling plate in a side view.

Description

TECHNICAL FIELD

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

[0002] If exemplified by a hybrid vehicle, Patent Document 1 describes a cooling device that cools an electrical device by circulating coolant between a radiator and the electrical device, and prevents temperature rise of the electrical device.

[0003] The cooling device described in Patent Document 1 is equipped in a hybrid vehicle that has a motor generator and an inverter as electrical devices. In this Patent Document 1, as the cooling device, in a circulation flow path in which coolant circulates, there are provided a first flow path connecting the radiator and the inverter, and a second flow path connecting the motor generator and the radiator, a heat insulating member is provided on the first flow path, and a heat radiating member is provided on the second flow path.

[0004] In the past, it has been known that an electric vehicle drive unit including at least an electric motor that transmits drive torque to a traveling system of a vehicle (for example, refer to Patent Document 2). This electric vehicle drive unit is downsized by housing the electric motor and a gear portion in a housing and integrating them, and is connected to a cooling system that exchanges heat between coolant water circulating to the electric vehicle drive unit and oil circulating at the electric vehicle drive unit.

[0005] The cooling system described in Patent Document 2 mounts an inverter unit to the electric vehicle drive unit, and exchanges heat between coolant water circulating from the inverter unit to an oil cooler by a water pump and oil circulating at the electric vehicle drive unit. Here, the water pump is mounted to a lower portion of a motor housing portion of the electric vehicle drive unit, and a cooling pipe is routed between the water pump and the inverter unit.

[0006] Patent Document 1: Japanese Patent Application Publication No. 2008-120323

[0007] Patent Document 2: Japanese Patent Application Publication No. 2020-178485

[0008] In the hybrid vehicle described in Patent Document 1, a heat insulating member is provided on the first flow path, and thus, temperature rise of coolant flowing at the first flow path due to heat in the engine compartment is suppressed, and efficient cooling of the inverter can be achieved. In addition, in this hybrid vehicle, a heat radiating member is provided on the second flow path, and thus, temperature of coolant flowing at the second flow path is lowered before being supplied to the radiator.

[0009] For an electric vehicle (EV), there is a case where the temperature of the battery needs to be raised due to a decrease in performance of the battery in a cold region. In addition, not limited to an EV, in a cold region, there are many cases where the temperature needs to be raised by an air conditioning system in order to raise the temperature in the vehicle cabin.

[0010] In view of such a problem, an electric vehicle does not have an engine, and thus, it is not possible to utilize waste heat of the engine. It is conceivable to utilize the temperature of the coolant raised by heat generated along with the operation of an electrical device. However, in a cold region, the heat of the coolant is easily dissipated, and it is difficult to utilize the heat generated by the electrical device, and there is room for improvement.

[0011] In addition, for the cooling system described in Patent Literature 2, the water pump is installed at the lower portion of the housing, and the cooling pipe is exposed, and thus, heat dissipation through the cooling pipe occurs, and thus, the heat recovery rate decreases. SUMMARY

[0012] Therefore, it is desirable to realize a vehicle drive device that is downsized and that enables efficient thermal management.

[0013] The vehicle drive device according to the present application is characterized by comprising: a housing in which an electronic circuit unit is built, the electronic circuit unit including at least an electronic circuit for driving an electric motor that transmits a drive torque to a running system of a vehicle; a cooling plate in which the electronic circuit unit is fixed, and in which a coolant flows; and a water pump that circulates the coolant inside the cooling plate, wherein the water pump is fixed to an outer surface of the housing at a position that overlaps at least a portion of the cooling plate in a side view.

[0014] In the present feature, the water pump is fixed to the outer surface of the housing at a position that overlaps at least a portion of the cooling plate in a side view. Thereby, the coolant can be caused to flow between the cooling plate that is disposed adjacent to the electronic circuit unit and the water pump. In addition, the length of the pipe that connects the cooling plate and the water pump can be shortened, and heat dissipation through the pipe can be suppressed, and the heat recovery rate can be improved.

[0015] Thus, a vehicle drive device that is downsized and that enables efficient thermal management can be realized. BRIEF DESCRIPTION OF DRAWINGS

[0016] Figure 1 is an exploded perspective view of the integrated unit.

[0017] Figure 2 is a partial longitudinal sectional view of the integrated unit.

[0018] Figure 3 is a schematic view showing the vehicle drive device of the first embodiment.

[0019] Figure 4 is a schematic diagram showing a vehicle drive device of the first embodiment.

[0020] Figure 5 is a diagram showing a circuit structure of the vehicle drive device of the first embodiment.

[0021] Figure 6 is a side view of a water-cooling plate housed in an integrated unit.

[0022] Figure 7 is a perspective view of a water-cooling plate equipped with an oil cooler.

[0023] Figure 8 is a partial perspective cross-sectional view of the vehicle drive device of the first embodiment.

[0024] Figure 9 is a partial side view of the vehicle drive device of the first embodiment.

[0025] Figure 10 is a partial side view of the vehicle drive device of the first embodiment.

[0026] Figure 11 is a schematic diagram showing a vehicle drive device of the second embodiment.

[0027] Figure 12 is a plan view showing a thermal management structure of an electric vehicle.

[0028] Figure 13 is a block diagram showing a flow pattern of a cooling liquid and a cooling oil of a vehicle drive device.

[0029] Figure 14 is a circuit block diagram showing a control structure.

[0030] Figure 15 is a diagram showing a thermal management structure of another embodiment (a). DETAILED DESCRIPTION

[0031] Hereinafter, embodiments of a vehicle drive device will be described based on the drawings. However, the embodiments are not limited to the following embodiments, and various modifications can be made within the scope of the gist thereof.

[0032] An electric vehicle is configured with an electric vehicle drive unit that is driven by electric current supplied from a battery. As an example of an electric vehicle, there is a vehicle equipped with a motor as a travel drive source (a hybrid electric vehicle (HEV), a plug-in hybrid electric vehicle (PHEV), a battery electric vehicle (BEV), a fuel cell electric vehicle (FCEV), etc.).

[0033] [First Embodiment]

[0034] An electric vehicle is configured with Figure 1 and Figure 2 An integrated unit 1. The integrated unit 1 is provided with an electric vehicle drive unit 2 (hereinafter, referred to as "vehicle drive unit 2"), an electronic circuit unit 3, and a cooling module 4 (an example of a refrigerant unit). In the integrated unit 1, the vehicle drive unit 2 and the electronic circuit unit 3 are housed in a unit housing 5 (an example of an enclosure) and are integrated. The cooling module 4 is disposed adjacent to the electronic circuit unit 3. In the following drawings, for example, as shown in Figure 1

[0035] The cooling module 4 modularizes and assembles the cooler 86, the water-cooled condenser 81, the reservoir 82, and auxiliary devices such as valves and pumps in the unit housing 5. Figure 2 In the following, only a refrigerant manifold 4a including the refrigerant flow path D in the cooling module 4 is shown. The vehicle drive device A of the present embodiment shown below shows an example in which the vehicle drive unit 2, the electronic circuit unit 3, and the refrigerant manifold 4a are housed in the unit housing 5, but the shape and configuration of the integrated unit 1 are not particularly limited.

[0036] The vehicle drive unit 2 includes at least an electric motor 21 that transmits drive torque to a travel system of a vehicle. Specifically, the vehicle drive unit 2 has the electric motor 21 and a gear 22 having a reduction mechanism, etc. The electronic circuit unit 3 includes at least an electronic circuit 31 for driving the electric motor 21, etc. The electronic circuit unit 3 is housed in the unit housing 5 and constitutes a power supply module 100.

[0037] As shown in Figure 2 ​As shown, the vehicle drive unit 2 is disposed below and the electronic circuit unit 3 is disposed above in the unit housing 5 for the integrated unit 1. As shown in Figure 3 and Figure 4 As shown, the integrated unit 1 has a first space 11 in which the vehicle drive unit 2 is disposed, a second space 12 in which the electronic circuit unit 3 is disposed, and a partition wall S that partitions the first space 11 and the second space 12. That is, the integrated unit 1 is partitioned by the partition wall S into the first space 11 in the lower portion and the second space 12 in the upper portion.

[0038] The electronic circuit unit 3 is disposed in the upper portion of the unit housing 5 and is fixed to the partition wall S. The vehicle drive unit 2 is disposed below the partition wall S. As shown in Figure 3 As shown, the cooling module 4 is disposed adjacent to the electronic circuit unit 3. Specifically, a refrigerant manifold 4a is disposed in the upper portion of the unit housing 5 and a water-cooled condenser 81 is attached to the side surface 5A (one example of the outer surface) of the unit housing 5. In this way, the integrated unit 1 has the cooling module 4 in which the refrigerant manifold 4a including a refrigerant flow path D for flowing refrigerant and the water-cooled condenser 81 are integrated. In the cooling module 4, the refrigerant manifold 4a is located above the water-cooled condenser 81.

[0039] As shown in Figure 4 As shown, the valve unit 6 is disposed in the side surface 5A of the unit housing 5. In the present embodiment, in the side surface 5A of the unit housing 5, the water-cooled condenser 81 is located on the left side (this side in the Y1 direction) of the front side (the side in the X1 direction) and the valve unit 6 is located on the right side (this side in the Y2 direction) of the front side (the side in the X1 direction). In addition, the valve unit 6 is disposed in the cooling flow path B and includes a water pump 51 and a valve 52.

[0040] As shown in Figure 2-4 As shown, an on-board charger (OBC) 32 (voltage conversion circuit) and an inverter (INV) 33 are configured as a plurality of electronic components of the electronic circuit 31 and are mounted on a substrate 35. The inverter 33 controls current supplied from a battery 87 to the electric motor 21. The on-board charger 32 controls at least voltage for charging the battery 87. In the present embodiment, the inverter 33 is disposed in the upper portion of the electronic circuit unit 3 and the on-board charger 32 is disposed in the upper portion and the lower portion of the electronic circuit unit 3.

[0041] In this way, the electronic circuit 31 included in the electronic circuit unit 3 includes not only the inverter 33 but also the on-board charger 32, so that the vehicle drive device A can be further downsized. In addition, Figure 2-4The arrangement of the electronic circuit 31 mounted on the electronic circuit unit 3 shown is an example, and the arrangement of the electronic circuit 31 can be appropriately changed. The electronic component (electronic circuit 31) mounted on the substrate 35 is cooled by a cooling plate 36, which is part of the second flow path 55 having a cooling flow path B as described below. Thus, the electronic circuit unit 3 (power module 100) is configured to be cooled by the cooling fluid flowing in the cooling flow path B.

[0042] like Figure 3-5 As shown, the vehicle drive unit A is configured with an integrated unit 1 that integrates a vehicle drive unit 2 and an electronic circuit unit 3, a cooling flow path B that circulates cooling fluid at the electronic circuit unit 3 (power module 100), an oil flow path C that circulates oil at the vehicle drive unit 2, and a refrigerant flow path D that circulates refrigerant used for air conditioning cooling and heating within the vehicle. For example, coolant such as antifreeze with ethylene glycol as its main component, long-life coolant, or insulating oil flows in the cooling flow path B as the cooling fluid. Refrigerants such as hydrofluorocarbons (HFCs) and hydrofluoroolefins (HFOs) flow in the refrigerant flow path D. Alternatively, the cooling flow path B may replace the coolant, allowing the refrigerant to flow as the cooling fluid, thus facilitating heat exchange between the oil and the refrigerant. In other words, the vehicle drive unit A may unify the cooling fluids flowing in the cooling flow path B and the refrigerant flow path D into a single refrigerant by allowing the refrigerant to flow in the cooling flow path B.

[0043] The cooling flow path B is described below. Cooling flow path B is... Figure 5 The flow path shown above the electric motor 21 is described below. The cooling flow path B includes a valve unit 6, a power module 100, an oil cooler 62 (an example of the first heat exchanger), a water-cooled condenser 81 (an example of the second heat exchanger), and a radiator 53, etc., along its length. The cooling flow path B has a first flow path 54 connecting the water-cooled condenser 81 to the radiator 53 and a second flow path 55 connecting the radiator 53 to the water-cooled condenser 81. At the electronic circuit unit 3, a portion of the second flow path 55 of the cooling flow path B is formed as an internal flow path of the cooling plate 36. The cooling flow path B is partially disposed inside the unit housing 5.

[0044] Cooling flow path B circulates coolant (an example of a cooling fluid) in the following order: power module 100 (electronic circuit unit 3), oil cooler 62, water-cooled condenser 81, and radiator 53. Furthermore, a valve 52 is provided at the first flow path 54 supplying coolant to radiator 53 in cooling flow path B. This valve 52 can switch between a first state where coolant flows through radiator 53 and a second state where the flow of coolant to radiator 53 is blocked, creating a detour. Thus, cooling flow path B can switch between flow path 56, where coolant flows through radiator 53 and merges with second flow path 55, and flow path 57, where coolant flows without passing through radiator 53 and merges with second flow path 55, via valve 52. In cooling flow path B, water pump 51 is located downstream of valve 52 and radiator 53. In addition, the cooling flow path B has a flow path 58 connecting the electronic circuit unit 3 to the oil cooler 62 and a flow path 59 connecting the oil cooler 62 to the water-cooled condenser 81.

[0045] Next, the oil flow path C will be explained. Oil flow path C is... Figure 5 The flow path is shown below the electronic circuit unit 3. Oil flow path C includes an oil pump 61 and an oil cooler 62, which supply oil to the electric motor 21 and other components, and circulate the oil at the vehicle drive unit 2. The oil cooler 62 is located downstream of the power module 100 (electronic circuit unit 3) in the cooling flow path B, and performs heat exchange between the coolant circulating in the cooling flow path B and the oil.

[0046] Next, the refrigerant flow path D will be explained. Refrigerant flow path D is... Figure 5 The flow path shown on the right is configured for refrigerant circulation for air conditioning cooling and heating. Refrigerant flow path D includes: an air conditioning heating flow path 71 for circulating refrigerant for heating within the vehicle, an air conditioning cooling flow path 72 for circulating refrigerant for cooling within the vehicle, and a battery cooling flow path 73 for circulating refrigerant to cool the battery 87 mounted on the vehicle. The air conditioning heating flow path 71 is configured as a heat pump by sequentially arranging a water-cooled condenser 81, a receiver 82, a compressor 83, and a cabin condenser 84 (air conditioning heating condenser). Refrigerant flow path D includes a water-cooled condenser 81 midway through the flow path, which exchanges heat with the coolant circulating in cooling flow path B. The water-cooled condenser 81 is located downstream of the oil cooler 62 in cooling flow path B, where heat exchange occurs between the coolant circulating in cooling flow path B and the refrigerant.

[0047] In the air conditioning heating flow path 71, an on / off valve 91 is provided on the flow path 74 between the water-cooled condenser 81 and the liquid receiver 82, and a first expansion valve 92 is provided on the flow path 76 between the cockpit condenser 84 and the water-cooled condenser 81. Figure 5In the example shown, the compressor 83 and the cockpit condenser 84 are located outside the unit housing 5.

[0048] The air conditioning refrigeration flow path 72 is composed of a flow path 77 branching off from the upstream side of the on / off valve 91 of the flow path 74. The flow path 77 is configured to sequentially include a second expansion valve 93 and an evaporator 85 midway through the flow path, and merges with the downstream side of the on / off valve 91 of the flow path 74. In other words, if the second expansion valve 93 is actuated while the on / off valve 91 is closed, the refrigerant flows through the flow path 77 and performs cabin cooling through the evaporator 85. Figure 5 In the example shown, in the air conditioning refrigeration flow path 72, the evaporator 85 is disposed outside the unit housing 5.

[0049] The battery cooling flow path 73 is composed of a flow path 78 branching off from the upstream side of the second expansion valve 93 of the flow path 77 of the air conditioning cooling flow path 72. The flow path 78 is configured to sequentially include a third expansion valve 94 and a cooler 86 midway through the flow path, and merges with the downstream side of the evaporator 85 of the flow path 77. In other words, if the third expansion valve 94 is actuated with the on / off valve 91 closed, the refrigerant flows through the flow path 78 and passes through the cooler 86, allowing heat exchange between the refrigerant and the coolant circulating in the cooling circulation path 79. Furthermore, in the refrigerant flow path D, it is preferable that the on / off valve 91, the first expansion valve 92, the second expansion valve 93, and the third expansion valve 94 are modularly integrated with the cooling module 4.

[0050] Furthermore, the cooler 86, located in the battery cooling flow path 73, is also located in the cooling circulation path 79, which circulates the coolant to the battery 87. A water pump 88 is located midway through the cooling circulation path 79. In the battery cooling flow path 73, the battery 87 is located externally and rearward of the cell housing 5, for example, in the space under the vehicle floor.

[0051] [Cooling plate]

[0052] like Figure 3 and Figure 4 As shown, a cooling plate 36 for cooling the power module 100 and an electronic circuit unit 3 are housed in the second space 12 of the unit housing 5. The cooling plate 36 is made of a metal with high thermal conductivity, such as aluminum, and is integrally formed by joining a plate-shaped lower plate 36a and an upper plate 36b using methods such as welding. A space is formed inside the cooling plate 36 (between the lower plate 36a and the upper plate 36b) for the flow of coolant. Through heat exchange between the power module 100 and the coolant, the temperature of the power module 100 is reduced, and the temperature of the coolant is increased.

[0053] like Figure 3 and Figure 4As shown, the second flow path 55 of the cooling plate 36 is arranged in a horizontal direction. In this embodiment, coolant flows in from the inlet 37 of the cooling plate 36 and flows out from the outlet 38.

[0054] like Figure 6 and Figure 7 As shown, the oil cooler 62 is formed, for example, by a box shape having an upper surface 62A on the side facing the electronic circuit 31 and a lower surface 62B on the side facing the electric motor 21.

[0055] The oil cooler 62 has a coolant inlet 63 on its upper surface 62A for coolant to flow in from above, and a coolant outlet 64 on its lower surface 62B for coolant to flow out from the side of the oil cooler 62. Furthermore, the oil cooler 62 also has an oil inlet 66 on its lower surface 62B for oil to flow in and an oil outlet 67 for oil to flow out.

[0056] The oil cooler 62 engages with the cooling plate 36 when positioned in the second space 12. Specifically, the outlet 38 formed at the lower plate 36a of the cooling plate 36 is a downward-protruding cylindrical portion, and the outlet 38 of the cooling plate 36 is inserted into and fitted into the coolant inlet 63 of the oil cooler 62. Although not shown, it is also possible that the coolant inlet 63 of the oil cooler 62 is composed of an upward-protruding cylindrical portion, and the outlet 38 of the cooling plate 36 is composed of an opening. In this case, the coolant inlet 63 (cylindrical portion) of the oil cooler 62 is inserted into and fitted into the outlet 38 of the cooling plate 36. The oil cooler 62 has a support plate P joined at its lower surface 62B, which is positioned relative to the partition wall S and fastened to the partition wall S by a threaded member 40 or the like (see also...). Figure 4 Furthermore, the electronic circuit unit 3, including the cooling plate 36, is also positioned relative to the partition wall S and fastened to the partition wall S by threaded members 41, etc. (see also...) Figure 4 ).

[0057] like Figure 7 As shown, in this embodiment, on the projection plane along the plane of the lower plate 36a of the cooling plate 36, the oil cooler 62 is arranged diagonally between the coolant inlet 63 and the coolant outlet 64, and between the oil inlet 66 and the oil outlet 67. Specifically, on the projection plane along the plane of the lower plate 36a of the cooling plate 36, the coolant inlet 63 is positioned closer to the X1 direction and closer to the Y1 direction, and the coolant outlet 64 is positioned closer to the X2 direction and closer to the Y2 direction. Similarly, on the projection plane along the plane of the lower plate 36a, the oil inlet 66 is positioned closer to the X2 direction and closer to the Y1 direction, and the oil outlet 67 is positioned closer to the X1 direction and closer to the Y2 direction.

[0058] likeFigure 8 As shown, the oil cooler 62 and the water-cooled condenser 81 are positioned facing each other, separated by the wall (side surface 5A) of the unit housing 5. Figure 3 As shown, the water-cooled condenser 81 is installed on the side surface 5A of the unit housing 5, near the oil cooler 62. A flow path 65 is provided between the coolant outlet 64 and the water-cooled condenser 81. Figure 3 In the example shown, the flow path 65 is configured with a first portion 65a formed along the wall of the partition wall S, a second portion 65b that bends from the lower surface 62B toward the upper surface 62A, and a third portion 65c that extends in the same direction as the first portion 65a and is continuous with the inside and outside of the unit housing 5. That is, the third portion 65c is formed to penetrate the side surface 5A of the unit housing 5 and is connected to the interior of the water-cooled condenser 81.

[0059] It can also be like Figure 8 As shown, the flow path 65 is configured such that it does not have a second part 65b and a third part 65c between the coolant outlet 64 of the oil cooler 62 and the water-cooled condenser 81, but only has a first part 65a along the partition wall S.

[0060] In this way, by bringing the oil cooler 62 and the water-cooled condenser 81 close together and providing a flow path 65 between the coolant outlet 64 and the water-cooled condenser 81, the coolant piping section (flow path 65) connected to the oil cooler 62 does not occupy a large area in the height direction of the oil cooler 62. Even when the oil cooler 62 is placed between the vehicle drive unit 2 and the electronic circuit unit 3 (power module 100), the integrated unit 1 can be made into a compact structure.

[0061] In addition, such as Figure 3 and Figure 4 As shown, a supply section 68 for supplying oil to the electric motor 21 is connected to the oil outlet 67 of the oil cooler 62, and the oil flowing from the supply section 68 is arranged such that the oil flowing from the supply section 68 flows out from the lower surface 62B of the oil cooler 62 toward the electric motor 21. Furthermore, the oil flows out from the lower surface 62B of the oil cooler 62 toward the electric motor 21.

[0062] like Figure 4 , Figure 9 and Figure 10 As shown, in a side view, the water pump 51 is fixed to the side surface 5A of the unit housing 5 at a location that at least partially overlaps with the cooling plate 36. Figure 4 As shown, the water pump 51 is located on the same side as the radiator 53 relative to the integrated unit 1.

[0063] like Figure 9 andFigure 10 As shown, the water pump 51 has a coolant inlet 51a and a coolant outlet 51b, and is configured such that, when viewed from the side, the coolant outlet 51b at least partially overlaps with the cooling plate 36. Specifically, the coolant outlet 51b of the water pump 51 is located within the width W of the cooling plate 36 in the vertical direction.

[0064] like Figure 4 As shown in the schematic diagram, the coolant spray outlet 51b of the water pump 51 is connected to the inlet 37 of the cooling plate 36 via a connecting flow path 39. The connecting flow path 39 is located below the cooling plate 36 and is formed along the bottom surface (lower plate 36a) of the cooling plate 36.

[0065] [Second Implementation]

[0066] In the first embodiment, an example is shown where the refrigerant manifold 4a and the water-cooled condenser 81 are integrated and disposed outside the unit housing 5. Alternatively, as... Figure 11 As shown, the refrigerant manifold 4a and the water-cooled condenser 81 are separated, and the refrigerant manifold 4a and the water-cooled condenser 81 are assembled independently in the integrated unit 1. Specifically, as Figure 11 As shown, the integrated unit 1 has a refrigerant manifold 4a containing a refrigerant flow path D for refrigerant flow when it is located above and separated from the water-cooled condenser 81, and the water-cooled condenser 81 is connected to the unit housing 5 from the side.

[0067] As in this embodiment, by connecting the water-cooled condenser 81 to the unit housing 5 from the side, the piping length between the oil cooler 62 and the water-cooled condenser 81 can be shortened, making the vehicle drive unit A a compact structure.

[0068] [Other Implementation Methods]

[0069] (1) In the above embodiment, an example is shown in which the water pump 51 and the valve 52 are integrated in the cooling flow path B. However, the water pump 51 and the valve 52 may also be constructed independently or housed in a separate housing.

[0070] (2) Alternatively, the flow direction of the coolant and refrigerant that exchange heat can be either the same as or opposite to the flow direction of the coolant and oil.

[0071] (3) In the integrated unit 1 of the above-described embodiment, the vehicle drive unit 2 and the electronic circuit unit 3 are housed in the unit housing 5 and integrated. Alternatively, the vehicle drive unit 2 and the electronic circuit unit 3 may be housed in different housings and their respective housings may be connected together.

[0072] (4) In the above embodiment, an example is shown in which the coolant inlet 63 is provided on the upper surface 62A and the coolant outlet 64 is provided on the lower surface 62B in the oil cooler 62. However, it is also possible that both the coolant inlet 63 and the coolant outlet 64 are provided on the upper surface 62A in the oil cooler 62.

[0073] [Summary of the above embodiments]

[0074] In the above-described embodiments, the following structure is conceived.

[0075] <1> One embodiment of the vehicle drive unit (A) includes: a housing (5) which houses an electronic circuit unit (3) that includes at least an electronic circuit (31) for driving an electric motor (21) that transmits drive torque to the vehicle's drive system; a cooling plate (36) on which the electronic circuit unit (3) is fixed and in which coolant circulates; and a water pump (51) that circulates coolant inside the cooling plate (36), wherein, in a side view, the water pump (51) is fixed to the outer surface (5A) of the housing (5) at a position that at least partially overlaps with the cooling plate (36).

[0076] In this structure, when viewed from the side, the water pump (51) is fixed to the outer surface (5A) of the housing (5) at a location that at least partially overlaps with the cooling plate (36). This allows coolant to flow between the cooling plate (36) and the water pump (51), which are arranged adjacent to the electronic circuit unit (3). Furthermore, the length of the piping connecting the cooling plate (36) and the water pump (51) can be shortened, thereby suppressing heat dissipation through the piping and improving heat recovery.

[0077] Thus, a vehicle drive unit (A) is made that can be miniaturized and has efficient thermal management.

[0078] <2> Preferably, the water pump (51) is disposed between the radiator (53) and the cooling plate (36) located on the front side of the vehicle.

[0079] As in this structure, if the water pump (51) is located on the same side as the radiator (53) relative to the integrated unit (1), the piping between the water pump (51) and the radiator (53) can be shortened, and the vehicle drive unit (A) can be made into a compact structure.

[0080] <3> The preferred water pump (51) has a coolant inlet (51a) and a coolant outlet (51b), and is configured such that the coolant outlet (51b) at least partially overlaps with the cooling plate (36) when viewed from the side.

[0081] According to this structure, the piping length between the cooling plate (36) and the coolant spray outlet (51b) of the water pump (51) can be shortened, and the pressure loss of the cooling flow path (B) can be reduced, so that the coolant can flow more efficiently.

[0082] <4> The preferred water pump (51) has a coolant inlet (51a) and a coolant outlet (51b), and the connecting flow path (39) between the coolant outlet (51b) and the cooling plate (36) is formed along the bottom surface of the cooling plate (36).

[0083] As in this structure, if the connection flow path (39) between the coolant spray outlet (51b) of the water pump (51) and the cooling plate (36) is formed along the bottom surface of the cooling plate (36), the piping length between the water pump (51) and the cooling plate (36) can be further shortened, and the vehicle drive unit (A) can be made into a compact structure.

[0084] <5> Preferred vehicle drive unit (A) includes an integrated unit (1), which is constructed by integrating an electronic circuit unit (3) and an electric vehicle drive unit (2) containing at least an electric motor (21) into a housing (5) and making them integrated.

[0085] In this structure, the vehicle drive unit (A) has an integrated unit (1) that integrates the electric vehicle drive unit (2) and the electronic circuit unit (3), thus miniaturization can be achieved compared with the case where the electric vehicle drive unit (2) and the electronic circuit unit (3) are configured separately.

[0086] <6> Preferably, when viewed from the side, the water pump (51) and the radiator (53) located at the front of the vehicle overlap at least partially.

[0087] According to this structure, the connection flow path between the water pump (51) and the radiator (53) can be easily shortened.

[0088] <7> Preferably, when viewed from the side, the valve unit (6) including the water pump (51) and the valve (52) overlaps at least partially with the cooling plate (36).

[0089] According to this structure, the connection flow path between the water pump (51) and the valve unit (6) and the cooling plate (36) can be easily shortened.

[0090] <8> Preferably, the coolant spray outlet (51b) is located within the width of the cooling plate (36) in the vertical direction.

[0091] According to this structure, the connection flow path between the coolant spray outlet (51b) of the water pump (51) and the cooling plate (36) can be easily shortened.

[0092] Hereinafter, an embodiment of the thermal management structure for a vehicle will be described based on the accompanying drawings. In this embodiment, an electric vehicle (EV) will be used as an example of a vehicle, and the thermal management structure 100A will be described. However, the embodiment is not limited to the following, and various modifications can be made without departing from its spirit.

[0093] [Basic Structure]

[0094] like Figure 12 As shown, the vehicle body 101 has a front wheel 102 and a rear wheel 103, and has a front wheel drive unit Tf that drives the front wheel 102, a rear wheel drive unit Tr that drives the rear wheel 103, and a battery 104 (an example of a temperature regulation object) composed of a secondary battery, thus constituting a four-wheel drive type electric vehicle EV (an example of a vehicle).

[0095] like Figure 12 As shown, the electric vehicle (EV) includes a heat exchange system R, which comprises a radiator 105 disposed at the front end of the vehicle body 101, a flow path 106 for circulating coolant between the front wheel drive unit Tf and the rear wheel drive unit Tr, and an electric coolant pump 107 for flowing coolant. The heat exchange system R also includes an electric radiator fan 105a that supplies cooling air to the radiator 105.

[0096] The electric vehicle (EV) has a thermal management structure 100A. This thermal management structure 100A comprises a heat exchange system R, and includes a first valve V1 operating electromagnetically, a second valve V2 operating electromagnetically, and a battery temperature sensor 104S. Figure 14 The control device 120 shown is used for control. Details of the thermal management structure 100A will be described below.

[0097] Battery 104 uses a rechargeable lithium-ion battery or the like. This electric vehicle (EV) includes a control unit 120, which functions as an ECU by supplying power from battery 104 to the front wheel drive unit Tf and the rear wheel drive unit Tr according to the driver's accelerator pedal (not shown) depressing operation (see reference). Figure 14 ).

[0098] The heat exchange system R cools the vehicle drive unit T by capturing the heat generated by the vehicle drive unit T (a higher concept than the front wheel drive unit Tf and the rear wheel drive unit Tr) as the electric vehicle EV is driven.

[0099] Moreover, such as Figure 12As shown, the electric vehicle (EV) is configured to supply coolant flowing in the coolant at the flow path 106, whose temperature has risen due to heat from the vehicle drive unit T, to the battery flow path 104a (the object of temperature regulation) and the core flow path 108a at the heating core 108 (a heat exchanger for air conditioning heating; an example of the object of temperature regulation). This allows the temperature of the battery 104 to rise, resulting in a temperature rise in the vehicle compartment caused by the heating core 108. In other words, the battery 104 and the heating core 108 are positioned where their temperature can rise due to heat absorbed by the coolant from the vehicle drive unit T.

[0100] The heating core 108 is equipped with an electric heating fan 108f that delivers air heated by the core flow path 108a.

[0101] [Vehicle drive system]

[0102] like Figure 13 As shown, the vehicle drive unit T has a housing 111, an electric motor 112, a reduction gear mechanism 113, and a differential gear 114 disposed inside the housing 111. The vehicle drive unit T has an inverter 115 on the outer surface of the housing 111 for controlling the power supplied to the electric motor 112.

[0103] The electric motor 112 includes: a shaft 112a supported by a housing 111 and rotatable; a rotor 112b that rotates integrally with the shaft 112a; and a stator 112d disposed on the outer periphery of the rotor 112b and having a plurality of coils 112c. According to this structure, for the vehicle drive unit T, the driving force of the shaft 112a generated by the electric motor 112 is reduced by the reduction gear mechanism 113 and transmitted from the differential gear 114 to the wheels (front wheel 102, rear wheel 103).

[0104] The inverter 115 includes power control components such as transistors, and controls the power supplied to the multiple coils 112c of the stator 112d of the electric motor 112. The power control components of the inverter 115 generate heat when power is supplied. Furthermore, the coils 112c of the stator 112d of the electric motor 112 also generate heat when energized.

[0105] The vehicle drive unit T has an intermediate flow path 106t for supplying coolant from the flow path 106 in order to suppress the heat generated by the inverter 115 and the stator 112d of the electric motor 112. In other words, after flowing through the inverter 115 to the hot parts of the heat sinks of the power control elements, the coolant flows to the parts of the magnetic yokes of the multiple coils 112c of the stator 112d that are transmitting heat. By flowing the coolant in this way, the coolant absorbs the heat generated by the coils 112c, thereby raising the temperature.

[0106] Furthermore, the vehicle drive unit T includes an oil pump 116 that supplies coolant to the interior of the shaft 112a of the electric motor 112. The coolant has both cooling and lubricating functions.

[0107] In other words, the oil pump 116 supplies the cooling oil accumulated at the bottom of the housing 111 from the circulation path 116a to the orifice-shaped flow path at the center of the shaft 112a of the electric motor 112. A portion of the cooling oil supplied to the shaft 112a is supplied from the outer periphery of the shaft 112a to the rotor 112b, and the remaining cooling oil is discharged from the inner end of the shaft. Thus, the cooling oil contacts the rotor 112b and the like to absorb heat, and lubricates while absorbing heat through contact with the reduction gear mechanism 113, and then accumulates at the bottom of the housing 111.

[0108] The vehicle drive unit T is equipped with an oil cooler 117 ( Figure 2 The oil cooler 117, referred to as "O / C" in the text, lowers the temperature of the cooling oil by utilizing the coolant to draw heat from the cooling oil flowing in the circulation path 116a. As a result, the temperature of the coolant supplied to the vehicle drive unit T rises due to the heat generated at the inverter 115 and the heat generated inside the housing 111.

[0109] The vehicle drive unit T has an intermediate flow path 116t and a heat-insulated pipe 109 at the flow path 106 (second flow path 106b or third flow path 106c) from the oil cooler 117 to which coolant is delivered (see also...). Figure 12 The insulated piping 109 functions to suppress heat loss from the coolant, as detailed below.

[0110] [Heat exchange system / thermal management structure]

[0111] The heat exchange system R uses cooling water containing long-life coolants (LLC) such as ethylene glycol and propylene glycol as the coolant. For example... Figure 12 As shown, the flow path 106 includes a first flow path 106a, a second flow path 106b, a third flow path 106c, and a fourth flow path 106d.

[0112] The heat exchange system R includes a coolant pump 107 for conveying coolant in the second flow path 106b. The coolant pump 107 is not limited to being installed in the second flow path 106b and can be installed at any location in the flow path 106.

[0113] The first flow path 106a is formed in a region where coolant in a cooling state, supplied from radiator 105, is supplied to the front wheel drive unit Tf. The second flow path 106b is formed in a region where coolant, whose temperature has risen due to flowing at the front wheel drive unit Tf, is supplied to the rear wheel drive unit Tr. The third flow path 106c is formed in a region where coolant, whose temperature has further risen due to flowing at the rear wheel drive unit Tr, is supplied to the battery 104 and the heating core 108. The fourth flow path 106d is formed in a region where coolant flowing to the third flow path 106c is supplied (returned) to radiator 105. Furthermore, in this heat exchange system R, the fourth flow path 106d is formed in… Figure 12 The second valve V2 shown is between the radiator 105 and the radiator 105.

[0114] like Figure 12 As shown, the thermal management structure 100A includes an electromagnetically controlled first valve V1 and an electromagnetically controlled second valve V2, both of which are three-way valves, in the third flow path 106c of the heat exchange system R. The first valve V1 selects between supplying and blocking coolant to the battery 104, and the second valve V2 selects between supplying and blocking coolant to the heating core 108.

[0115] The flow path 106 uses resin hoses, metal pipes, etc. The thermal management structure 100A has heat-insulating piping 109 in the area from the vehicle drive unit T to the battery 104 and the heating core 108 in the flow path 106 (the second flow path 106b and the third flow path 106c) to prevent the coolant from dissipating heat to the outside air.

[0116] With heat-insulating piping 109 like this, the heat that the coolant takes away at the vehicle drive unit T will not be lost due to heat dissipation, and the heat of the high-temperature coolant can be transferred to the battery 104 or the heating core 108.

[0117] The insulated piping 109 can be constructed in the form of a tubular insulated element covering the outer periphery of the flow path 106, or in the form of a long strip of insulated element wound around the outer periphery of the flow path 106, or in the form of a tubular flow path 106 inserted inside a piping of a predetermined inner diameter, with an air layer and an insulated element layer formed between the outer periphery of the flow path 106 and the inner periphery of the piping.

[0118] Furthermore, the thermal management structure 100A includes a heat dissipation pipe 110 at the fourth flow path 106d that enables the cooling fluid to dissipate heat. The heat dissipation pipe 110 may be constructed using a metal material with good thermal conductivity formed from the flow path 106 and with the flow path 106 positioned in contact with the outside air, or it may have a structure with heat dissipation fins that protrude from the outer surface of the flow path 106 in contact with the outside air.

[0119] [Control Method]

[0120] like Figure 14 As shown, the control device 120 includes a power control unit 121, a cooling control unit 122, and a temperature control unit 123, all configured by software. The control device 120 receives signals output from the accelerator pedal sensor 125, the first liquid temperature sensor S1, the second liquid temperature sensor S2, the battery temperature sensor 104S, the room temperature sensor 126, and the room temperature setting device 127.

[0121] The power control unit 121, cooling control unit 122, and temperature control unit 123 are not necessarily composed of software; they can also be partially composed of hardware such as logic circuits.

[0122] In addition, the control device 120 outputs control signals to the inverter 115 of the front wheel drive device Tf, the inverter 115 of the rear wheel drive device Tr, the first valve V1, the second valve V2, the coolant pump 107, the radiator fan 105a, and the heating fan 108f.

[0123] The power control unit 121 supplies electricity to the electric motors 112 of the front wheel drive unit Tf and the rear wheel drive unit Tr, respectively, corresponding to the amount of accelerator pedal depressed as detected by the accelerator pedal sensor 125. Thus, the power control unit 121 enables the vehicle body 101 to travel at a speed corresponding to the amount of accelerator pedal depressed.

[0124] The cooling control unit 122 controls the airflow of the cooling air generated by the radiator fan 105a and the flow rate of the coolant generated by the coolant pump 107 based on the coolant temperature detected by the first coolant temperature sensor S1 and the second coolant temperature sensor S2. In other words, the cooling control unit 122 implements cooling to suppress the temperature rise of the front wheel drive unit Tf and the rear wheel drive unit Tr.

[0125] The temperature control unit 123 controls the first valve V1 and the second valve V2 in a manner that controls the temperature of the battery 104 and the heating core 108, which are the objects of temperature control, and further controls the heating fan 108f.

[0126] In other words, when the temperature control unit 123 determines that the temperature detected by the battery temperature sensor 104S is lower than the target value, it controls the first valve V1 to supply coolant to the temperature control flow path of the battery 104. As a result, the temperature of the battery 104 is increased.

[0127] Furthermore, when the temperature control unit 123 determines that the cabin temperature needs to be raised based on the temperature difference between the set value of the room temperature setter 127 and the temperature detected by the room temperature sensor 126, it controls the second valve V2 to supply coolant to the core flow path 108a. Additionally, the temperature control unit 123 drives the heating fan 108f. This achieves a rise in the cabin temperature.

[0128] In addition, it is also considered that the heat exchange system R can be configured without the second valve V2, so that the coolant always flows at the heating core 108 to form the flow path 106, and the control mode can be set to stop the heating fan 108f when it is not necessary to achieve a temperature rise in the vehicle compartment.

[0129] The temperature control unit 123 is configured to achieve the following control: in the event of a rapid temperature rise, the flow rate of the coolant generated by the coolant pump 107 is reduced, and the radiator fan 105a is stopped.

[0130] [Effects of the Implementation Method]

[0131] When the electric vehicle (EV) is in motion, the temperature of the coolant rises due to the heat generated by the vehicle drive units T (front wheel drive unit Tf and rear wheel drive unit Tr). The increased temperature of the coolant is suppressed by the heat-insulating piping 109, allowing for efficient temperature rise of the battery 104 even in cold regions, and also efficiently allowing for temperature rise of the vehicle compartment via the heating core 108.

[0132] Furthermore, the heat exchange system R enables the heat from the coolant in the flow path 106, which has passed through at least one of the battery 104 and the heating core 108, to be dissipated by the heat dissipation piping 110 before reaching the radiator 105. Therefore, the temperature of the coolant is lowered before reaching the radiator 105, achieving efficient heat dissipation at the radiator 105.

[0133] The thermal management structure 100A includes a heat exchange system R, a first valve V1, a second valve V2, and a control device 120. The heat exchange system R is configured with a flow path 106 such that coolant flows continuously between the front wheel drive unit Tf and the rear wheel drive unit Tr. Therefore, even when the vehicle body 101 is traveling at low speeds, where the heat generated at the front wheel drive unit Tf and the rear wheel drive unit Tr is relatively small, the thermal management structure 100A can easily raise the coolant temperature using the heat obtained from the sum of the heat generated by the two vehicle drive units T.

[0134] The thermal management structure 100A can supply and block the supply of coolant to the battery flow path 104a of the battery 104 via the first valve V1. Therefore, the temperature of the battery 104 can be increased by supplying coolant to the battery flow path 104a. In contrast, by blocking the supply of coolant to the battery flow path 104a, the temperature rise of the battery 104 can be suppressed, and excessive temperature rise of the battery 104 can be prevented.

[0135] Similarly, the supply of coolant to the core flow path 108a of the heating core 108 can be controlled and blocked by the second valve V2, thus enabling the temperature of the cabin to rise when needed.

[0136] The thermal management structure 100A can not only transfer the heat from the inverter 115 to the coolant, but also transfer the heat from the electric motor 112 inside the housing 111. Therefore, it can suppress the temperature rise of the vehicle drive unit T and efficiently control the temperature rise of the coolant.

[0137] [Variation Example]

[0138] In the above-described embodiment, flow path 106 (second flow path 106b or third flow path 106c) has a heat-insulating pipe 109 in the region from the vehicle drive unit T to the temperature-controlled object (battery 104, heating element 108). Alternatively, the first flow path 106a may be configured with a heat-insulating pipe 109, and in the thermal management structure 100A, a heat-insulating pipe 109 may be provided in the region from the radiator 105 to the temperature-controlled object (battery 104, heating element 108; air conditioning heating heat exchanger). In this case, even when the outside air temperature is high, the heat absorption of the coolant in the region from the radiator 105 to the vehicle drive unit T is suppressed, thus enabling efficient cooling of the vehicle drive unit T. Furthermore, if the outside air temperature is low, the heat dissipation of the coolant in the region from the radiator 105 to the vehicle drive unit T is suppressed, thus promoting the preheating of the temperature-controlled object (battery 104, heating element 108; air conditioning heating heat exchanger).

[0139] [Other Implementation Methods]

[0140] In addition to the embodiments described above, the present invention may also be configured as follows (the same numbers and reference numerals are used for structures having the same functions as those described in the embodiments).

[0141] (a) Figure 15 The image shows the electric vehicle (EV) Figure 15The thermal management structure 100A integrates a heat exchange system R with a cooling flow path for cooling fluid circulation and a cooling system F with a refrigerant flow path for refrigerant circulation to achieve cooling of the vehicle compartment. (The vehicle is not shown in the figure.)

[0142] The thermal management structure 100A houses the main part of the heat exchange system R at the first housing H1 and the main part of the cooling system F at the second housing H2. In this thermal management structure 100A, a cooler 131 and a water-cooled condenser 132 are configured to be arranged at the boundary between the first housing H1 and the second housing H2, enabling heat exchange between the cooling fluid of the heat exchange system R and the refrigerant of the cooling system F.

[0143] The heat exchange system R uses cooling water containing long-life coolants (LLCs) such as ethylene glycol and propylene glycol as the coolant. The cooling system F uses refrigerants such as hydrofluorocarbons (HFCs) and hydrofluoroolefins (HFOs) as the refrigerant.

[0144] In this other embodiment (a), the vehicle drive unit T of the heat exchange system R has an electric motor 112 and an inverter 115, and functions in the same way as in the embodiment described above.

[0145] Furthermore, in this other embodiment (a), the battery 104 has the same flow path as the battery flow path 104a of the above embodiment, and has the same sensor as the battery temperature sensor 104S of the above embodiment, but it is not shown in the drawings.

[0146] The first housing H1 contains electrically powered first pump P1, second pump P2, and third pump P3, as well as electrically powered first rotary valve RV1 and second rotary valve RV2.

[0147] [Heat exchange system of other embodiments (a)]

[0148] Figure 15 The heat exchange system R shown illustrates the set states of the first rotary valve RV1 and the second rotary valve RV2 when the electric vehicle (EV) is in motion. In this set state, the coolant cooled by the radiator 105 flows from the flow path 106 to the first branch flow path 106X, flows to the vehicle drive unit T, the first rotary valve RV1, the first pump P1, the electric heater 133, the battery 104, and the cooler 131, and returns from the cooler 131 to the radiator 105 via the return flow path 106R.

[0149] When the battery 104 is at a low temperature, the electric heater 133 is activated (powered) when a rapid temperature rise is required, thereby raising the temperature of the coolant supplied from the first pump P1. The cooler 131 dissipates heat from the coolant and sends it out to the return flow path 106R by absorbing heat associated with the expansion of the refrigerant in the cooling system F.

[0150] In addition, in this setting state, the coolant cooled by the radiator 105 flows from the flow path 106 to the second branch flow path 106Y branch, flows to the second pump P2, the water-cooled condenser 132, the heating core 108 for air conditioning, and merges with the upstream side of the first pump P1.

[0151] When the refrigerant in the cooling system F is condensed, the water-cooled condenser 132 removes heat from the coolant supplied from the second branch flow path 106Y. Thus, the water-cooled condenser 132 supplies the heated coolant to the heating core 108.

[0152] Furthermore, in this setting state, the coolant cooled by the radiator 105 flows from the flow path 106 to the third branch flow path 106Z, flows to the charger 134, DC-DC converter 135, and the third pump P3, and returns to the radiator 105 by merging with the return flow path 106R.

[0153] Specifically, for the heat exchange system R, heat-insulating pipes 109 are provided at the flow path 106 for coolant flowing from the vehicle drive unit T to the electric heater 133 and at the flow path 106 for coolant flowing from the electric heater 133 to the battery 104. For the heat exchange system R, heat-insulating pipes 109 are also provided at the flow path 106 for coolant flowing from the water-cooled condenser 132 to the heating core 108 and at the flow path 106 in the region where the heating core 108 merges with the upstream side of the first pump P1. Alternatively, similar to the embodiment described above, heat-insulating pipes 109 may also be provided at the flow path 106 for coolant flowing from the radiator 105 to the vehicle drive unit T and at the flow path 106 for coolant flowing from the radiator 105 to the water-cooled condenser 132.

[0154] The cooling system F has heat dissipation piping 110 at the flow path for supplying coolant from battery 104 to cooler 131 and at the return flow path 106R from cooler 131 to coolant.

[0155] [Cooling system of other embodiments (a)]

[0156] Figure 15The cooling system F shown has a main refrigerant flow path 140 for air conditioning and a secondary refrigerant flow path 140a for coolant cooling. In other words, the secondary refrigerant flow path 140a branches off a portion of the refrigerant supplied from the water-cooled condenser 132 into the secondary refrigerant flow path 140a.

[0157] The cooling system F directs refrigerant through the main refrigerant flow path 140 to the compressor 141, water-cooled condenser 132, main expansion valve 142, evaporator 143, check valve 144, and receiver 145, and returns the refrigerant to the compressor 141.

[0158] Furthermore, for the cooling system F, the refrigerant flowing to the secondary expansion valve 146 of the secondary refrigerant flow path 140a merges with the main refrigerant flow path 140 after passing through the cooler 131. The evaporator 143 is equipped with a cooling fan 143f that supplies cold air to the vehicle compartment.

[0159] The cooling system F supplies refrigerant compressed by the compressor 141 to the water-cooled condenser 132 in the main refrigerant flow path 140, where the refrigerant is cooled by the coolant, thus condensing and liquefying. The refrigerant expands at the main expansion valve 142 and is supplied as a mist to the evaporator 143, where it is cooled and evaporates. This cooling of the vehicle compartment is achieved by driving the cooling fan 143f.

[0160] Next, as the refrigerant flows to the receiver 145, the liquid contained in the refrigerant is removed, so that the gaseous refrigerant is supplied to the compressor 141.

[0161] The cooling system F causes the refrigerant from the water-cooled condenser 132 to pass through the secondary expansion valve 146 and evaporate at the cooler 131 at the secondary refrigerant flow path 140a, thereby reducing the temperature of the coolant sent from the cooler 131 to the return flow path 106R.

[0162] [Effects of other implementation methods (a)]

[0163] In this way, the coolant heated at the vehicle drive unit T is supplied to the battery 104, which is the target of temperature regulation, thereby raising the temperature of the battery 104. In addition, by supplying the coolant heated by the water-cooled condenser 132 to the battery 104 after passing through the heating core 108, the temperature of the battery 104 can be raised.

[0164] Furthermore, the coolant, after its temperature rises, flows through the heat-insulated piping 109 that forms the return flow path 106R, thus suppressing the temperature drop before being supplied to the battery 104, which enables efficient temperature rise.

[0165] The coolant passing through the battery 104 is cooled by the cooler 131 and flows to the heat dissipation pipe 110, thereby achieving good heat dissipation of the vehicle drive unit T.

[0166] In particular, in the structure of this other embodiment (a), by combining the heat exchange system R and the cooling system F, a thermal management structure 100A is formed that allows for good heat exchange between the heat exchange system R and the cooling system F.

[0167] (b) A heat-insulating pipe 109 is provided in the region of flow path 106 spanning the first flow path 106a, the second flow path 106b, and the third flow path 106c. In other words, in this other embodiment (b), heat dissipation of the coolant delivered from the radiator 105 is suppressed, thereby suppressing the undesirable condition of excessive temperature drop of the coolant, and suppressing the temperature drop of the coolant after the temperature rises due to the vehicle drive unit T.

[0168] (c) In vehicles such as FCVs (Fuel Cell Vehicles) and HVs (Hybrid Vehicles) that are driven by an electric motor 112, the temperature of the battery 104 can also be raised by a coolant.

[0169] (d) In this embodiment, a four-wheel drive electric vehicle (EV) is shown, but the thermal management structure 100A can also be provided in an FF type vehicle having a vehicle drive unit T that drives only the front wheels 102. Similarly, the thermal management structure 100A can also be provided in an RR type vehicle where the vehicle drive unit T is located at the rear of the body 101 in order to drive only the rear wheels 103, and in an FR type vehicle where the rear wheels 103 are driven by a vehicle drive unit T located at the front of the body 101.

[0170] (e) The object of temperature regulation is not limited to the battery 104 or the heating core 108 (heat exchanger for air conditioning heating). For example, it may also be a thermal management structure 100A configured to manage the temperature of a substance in a vehicle that transports a substance at a temperature that is maintained above a set temperature.

[0171] In the above-described embodiments, the following structure is conceived.

[0172] (1) A thermal management structure 100A for a vehicle having a heat exchange system R that allows coolant to flow between a radiator 105 and a temperature-regulating object (battery 104, heating element 108) includes: a vehicle drive unit T that obtains driving force by transmitting the driving force of an electric motor 112 to wheels 102, 103; and a flow path 106 that allows coolant that has absorbed heat generated from the vehicle drive unit T to circulate in a region spanning the vehicle drive unit T, the temperature-regulating object (battery 104, heating element 108), and the radiator 105, wherein the temperature-regulating object (battery 104, heating element 108) is disposed at a position where its temperature can rise due to the heat supplied from the vehicle drive unit T, and the flow path 106 has a heat-insulating pipe 109 in the region from the vehicle drive unit T to the temperature-regulating object (battery 104, heating element 108) to inhibit the coolant from dissipating heat to the outside air.

[0173] In this way, during coolant circulation, the heat generated by the vehicle drive unit T, which accompanies the drive of the electric motor 112, is transferred to the coolant flowing in the flow path 106, and this heat can be transferred from the coolant to the temperature-regulating objects (battery 104, heating element 108). Furthermore, the flow path 106 has a heat-insulating pipe 109 in the region from the vehicle drive unit T to the temperature-regulating objects (battery 104, heating element 108) to suppress coolant heat loss to the outside air. Therefore, the heat taken from the vehicle drive unit T is not wasted but can be transferred to the temperature-regulating objects. Moreover, the heat exchange system R supplies the coolant cooled by the radiator 105 to the vehicle drive unit T, thereby suppressing the temperature rise of the vehicle drive unit T.

[0174] (2) Preferably, in the thermal management structure 100A of (1), the temperature control object is at least one of the air conditioning heating heat exchanger (heating core 108) that realizes the temperature rise of the vehicle compartment and the battery 104 that supplies power to the electric motor 112.

[0175] Accordingly, by supplying the heated coolant to the air conditioning heating heat exchanger (heating core 108; air conditioning heating heat exchanger), the temperature of the vehicle compartment can be increased. In addition, by supplying the heated coolant to the battery 104, the temperature of the battery 104 can be increased and the performance of the battery 104 can be improved.

[0176] (3) Preferably, in the thermal management structure 100A of (1) or (2), the flow path 106 has a heat dissipation pipe 110 that allows the coolant flowing in the region from the temperature-controlled object to the radiator 105 to dissipate heat to the outside air.

[0177] Accordingly, the heat of the coolant that has passed through the temperature-controlled object (battery 104, heating core 108; heat exchanger for air conditioning heating) is dissipated at the heat dissipation pipe 110, thereby reducing the temperature of the coolant before it reaches the radiator 105, and enabling efficient heat dissipation in the radiator 105.

[0178] (4) Preferably, in the thermal management structure 100A of (1), there is a heat-insulating pipe 109 in the flow path 106 from the radiator 105 to the temperature-controlled object (battery 104, heating core 108; heat exchanger for air conditioning heating).

[0179] Accordingly, for example, the heat-insulating piping 109 suppresses the undesirable situation where the temperature of the coolant delivered from the radiator 105 drops before reaching the vehicle drive unit T in cold regions. Furthermore, even when the coolant draws heat from the vehicle drive unit T, the coolant temperature does not drop significantly; therefore, a temperature rise can be easily implemented, and the reduction in heat supplied to the temperature-controlled objects (battery 104, heating element 108; air conditioning heating heat exchanger) can be suppressed.

[0180] Furthermore, the structures disclosed in the above embodiments (including other embodiments, the same below) can be combined with the structures disclosed in other embodiments as long as they do not create contradictions. In addition, the embodiments disclosed in this specification are exemplary, and the embodiments of the present invention are not limited thereto, and can be appropriately modified within the scope of the purpose of the present invention.

[0181] Industrial availability

[0182] This invention can be widely used in the vehicle drive system of electric vehicles.

[0183] Explanation of reference numerals in the attached figures

[0184] 1...Integrated unit; 2...Drive unit for electric vehicles; 3...Electronic circuit unit; 5...Unit housing (casing); 5A...Side surface (outer surface); 6...Valve unit; 21...Electric motor; 31...Electronic circuit; 36...Cooling plate; 39...Connecting flow path; 51...Water pump; 51a...Coolant inlet; 51b...Coolant outlet; 52...Valve; 53...Radiator; A...Vehicle drive unit.

Claims

1. A vehicle drive system, characterized in that, have: The housing contains an electronic circuit unit, which includes at least electronic circuitry for driving an electric motor that transmits drive torque to the vehicle's drive system. A cooling plate, on which the electronic circuit unit is fixed and through which coolant circulates; and A water pump circulates the coolant inside the cooling plate. When viewed from the side, the water pump is fixed to the outer surface of the housing at a location that at least partially overlaps with the cooling plate.

2. The vehicle drive device according to claim 1, characterized in that, The water pump is positioned between the radiator and the cooling plate located on the front side of the vehicle.

3. The vehicle drive device according to claim 1, characterized in that, The water pump has a coolant inlet and a coolant outlet, and is configured such that, in the side view, the coolant outlet at least partially overlaps with the cooling plate.

4. The vehicle drive device according to any one of claims 1 to 3, characterized in that, The water pump has a coolant suction inlet and a coolant spray outlet. The connection path between the coolant spray outlet and the cooling plate is formed along the bottom surface of the cooling plate.

5. The vehicle drive device according to any one of claims 1 to 3, characterized in that, The device includes an integrated unit, which is formed by integrating the electronic circuit unit and an electric vehicle drive unit, which includes at least the electric motor, into the housing and making them an integral part of the device.

6. The vehicle drive device according to any one of claims 1 to 3, characterized in that, In the side view, the water pump at least partially overlaps with the radiator located at the front of the vehicle.

7. The vehicle drive device according to any one of claims 1 to 3, characterized in that, In the side view, the valve unit, which includes the water pump and the valve, at least partially overlaps with the cooling plate.

8. The vehicle drive device according to claim 3, characterized in that, The coolant spray outlet is located within the width of the cooling plate in the vertical direction.

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