Vehicle drive device

Abstract

To provide a vehicle drive device which can be easily assembled to a vehicle body.SOLUTION: A vehicle drive device 1 mounted on a vehicle 2 has a travel drive part 10 including at least a motor for outputting power that enables travel of the vehicle 2. The travel drive part 10 is accommodated in a storage chamber 7 on a front side in an advancement direction with respect to a partition wall 6a partitioning a passenger compartment 3 in the state of being integrated with an air conditioning unit D for cooling and heating the passenger compartment 3.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a vehicle drive device mounted on a vehicle.

Background Art

[0002] A vehicle is provided with an air conditioning system for heating and cooling the passenger compartment in order to realize a comfortable space. As a technology related to such an air conditioning system, there is one described in Patent Document 1 shown below as a source.

[0003] Patent Document 1 describes a vehicle air conditioner. This vehicle air conditioner includes a temperature adjustment unit that adjusts the temperature of the air blown into the passenger compartment. The temperature adjustment unit is arranged in an outdoor space that is separated from the passenger compartment by a partition wall to secure space in the passenger compartment and houses drive equipment that constitutes a power source for traveling.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] As described above, in Patent Document 1, by disposing the temperature adjustment unit in the outdoor space, the space in the vehicle interior is secured. However, for example, in electric vehicles such as hybrid electric vehicles (HEV) equipped with a motor as a driving power source, plug-in hybrid electric vehicles (PHEV), battery electric vehicles (BEV), and fuel cell electric vehicles (FCEV), since the vehicle drive device including the motor is provided in the accommodation chamber (corresponding to the above-mentioned "outdoor space") in front of the vehicle interior, it is not easy to apply the technology described in Patent Document 1. Further, when mounting the temperature adjustment unit in the accommodation chamber, a dedicated mounting member and a vibration absorption mechanism are required. Furthermore, it is necessary to assemble the temperature adjustment unit to the vehicle body and the vehicle drive device to the vehicle body in separate processes, which takes time for vehicle assembly.

[0006] Therefore, there is a need for a vehicle drive device that can be easily assembled to the vehicle body.

Means for Solving the Problems

[0007] A characteristic configuration of the vehicle drive device according to the present invention is a vehicle drive device mounted on a vehicle, having a running drive unit including at least a motor that outputs power for the vehicle to run, and the running drive unit is housed in an accommodation chamber on the front side in the traveling direction from a partition wall that partitions the vehicle interior in a state of being integrated with an air conditioning unit that performs air conditioning in the vehicle interior.

[0008] With such a characteristic configuration, by providing the traveling drive unit integrally with the air conditioning unit, the mounting members for fixing the traveling drive unit and the air conditioning unit to the vehicle can be shared. Therefore, the components used for fixing the traveling drive unit and the air conditioning unit to the vehicle can be reduced, and cost reduction and weight reduction can be achieved. In addition, since the traveling drive unit and the air conditioning unit can be assembled to the vehicle integrally, the assembly can be performed simply. Furthermore, since the vehicle drive device and the air conditioning unit can be arranged close to each other, the heat of the vehicle drive device can be efficiently used for air conditioning, and the electricity cost can be improved.

Brief Description of the Drawings

[0009]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Modes for Carrying Out the Invention

[0010] 〔First Embodiment〕 The vehicle drive device according to the present invention is configured to be able to make the passenger compartment wider. Hereinafter, the vehicle drive device 1 of the present embodiment will be described. However, the vehicle drive device 1 is not limited to the following embodiment, and various modifications are possible without departing from the gist thereof.

[0011] FIG. 1 shows a vehicle 2 on which the vehicle drive device 1 is mounted. In FIG. 1, the front side in the traveling direction of the vehicle 2 is indicated by "F", and the rear side in the traveling direction of the vehicle 2 is indicated by "B".

[0012] A battery 4 for storing electric power used for the running of the vehicle 2 is provided at the bottom 2A of the vehicle 2. The battery 4 is covered with a battery cover 4A so as to face the road surface 200 in order to prevent damage caused by small stones or the like that bounce up during the running of the vehicle 2. A passenger compartment 3 is provided in the vehicle body 8, and the passenger compartment 3 is partitioned from a motor room 7 (an example of an "accommodation room") by a partition wall 6a of a dashboard 6. Therefore, the vehicle drive device 1 is housed in the motor room 7 on the front side in the traveling direction with respect to the partition wall 6a of the dashboard 6 that partitions the passenger compartment 3.

[0013] FIG. 2 shows an exploded perspective view of the vehicle drive device 1. In FIG. 2, in addition to "F" on the front side in the traveling direction of the vehicle 2 and "B" on the rear side in the traveling direction of the vehicle 2, the right side when looking at the front side F in the traveling direction of the vehicle 2 is indicated by "R", and the left side when looking at the front side F in the traveling direction of the vehicle 2 is indicated by "L".

[0014] The vehicle drive device 1 of the present embodiment includes a power supply module 9 and a traveling drive unit 10. The power supply module 9 is provided at the upper part of the vehicle drive device 1, and the traveling drive unit 10 is provided at the lower part of the vehicle drive device 1. Therefore, in the present embodiment, the power supply module 9 and the traveling drive unit 10 are provided vertically (aligned in the vertical direction) along a direction orthogonal to both the traveling direction and the vehicle width direction of the vehicle 2.

[0015] As shown in FIG. 2, the power module 9 is configured by housing an OBC (On Board Charger) board 91, a motor drive board 92, and a control board 93 that controls the OBC board 91 and the motor drive board 92 in a housing 100. The power module 9 has a first space 101. The OBC board 91, the motor drive board 92, and the control board 93 are different boards from each other and are housed in the first space 101 in a posture parallel to each other. Hereinafter, the direction perpendicular to the board surface of the OBC board 91 is referred to as the "vertical direction", the direction of viewing the control board 93 from the OBC board 91 and the motor drive board 92 along this vertical direction is referred to as the "upward direction", "upper side", etc., and the direction of viewing the OBC board 91 and the motor drive board 92 from the control board 93 is referred to as the "downward direction", "lower side", etc.

[0016] In this embodiment, the OBC board 91 and the motor drive board 92 are provided side by side in the horizontal direction. The control board 93 is arranged so as to overlap the OBC board 91 and the motor drive board 92 when viewed along the vertical direction (vertical direction view). The connection between the OBC board 91 and the control board 93 and the connection between the motor drive board 92 and the control board 93 are performed via a board-to-board connector (not shown).

[0017] At least an inverter and a converter are mounted on the OBC board 91. The inverter converts AC power composed of an AC voltage from a commercial power supply into DC power including a DC voltage. The converter is supplied with the DC power generated by the inverter and boosts the voltage value of the DC voltage constituting the DC power supplied from the inverter to a DC voltage having a voltage value required for charging the battery 4. Further, a capacitor 98 for smoothing the DC voltage converted by the inverter and a capacitor 99 for smoothing the DC voltage converted by the converter are provided on the OBC board 91.

[0018] At least a drive inverter for controlling a drive current for driving the motor 16 is mounted on the motor drive board 92. Further, a control unit for controlling the inverter and the converter is mounted on the control board 93.

[0019] The OBC board 91, the motor drive board 92, the capacitor 98, and the capacitor 99 are provided to face a cooling plate 94 through which the coolant from the coolant module C described later flows. Thereby, it becomes possible to cool the OBC board 91, the motor drive board 92, the capacitor 98, and the capacitor 99.

[0020] The traveling drive unit 10 includes at least a motor 16 that outputs power for the vehicle 2 to travel. The motor 16 is driven by the motor drive board 92. The vehicle 2 travels based on the rotational force output from the motor 16. In the present embodiment, the traveling drive unit 10 also includes a gear mechanism 17 described later.

[0021] The housing 100 has a second space 102 and a third space 103 partitioned from the first space 101. The second space 102 and the third space 103 are located below the first space 101. The motor 16 is housed in the second space 102, and a gear mechanism 17 that decelerates and outputs the rotation of the motor 16 is housed in the third space 103. The housing 100 has an opening 100a above the first space 101, and the OBC board 91, the motor drive board 92, and the control board 93 are housed into the first space 101 from the opening 100a. The opening 100a is closed by a lid 114, and the first space 101 is made into a closed space.

[0022] The second space 102 houses the motor 16 from the side and is closed by a motor cover 115 fastened with bolts (not shown) to form a closed space. Motor shafts 16a extend from the motor 16 along the rotation axis on both sides. One of the motor shafts 16a penetrates the motor cover 115 and is exposed outside the housing 100. The other motor shaft 16a penetrates into the third space 103. The third space 103 houses the gear mechanism 17 from the side and is closed by a gear cover 116 fastened with bolts (not shown) to form a closed space. The other motor shaft 16a extending from the second space 102 is connected to the gear mechanism 17, and the rotation of the motor 16 is input via the motor shaft 16a. The gear mechanism 17 decelerates the rotation of the motor 16 and outputs it from the gear shaft 17a. The gear shaft 17a penetrates the gear cover 116 and is exposed outside the housing 100.

[0023] FIG. 3 shows the circuit configuration of an air conditioning system A including an air conditioning unit D. The air conditioning system A is mounted on a vehicle 2 and includes a refrigerant module B, a coolant module C, and an air conditioning unit D. The refrigerant module B is provided with a refrigerant manifold B2 including a refrigerant flow path B1 through which refrigerant flows. The coolant module C is provided with a coolant manifold C2 including a coolant flow path C1 through which coolant that is heat-exchanged in the air conditioning unit D flows. Here, the manifold is a flow path housing in which a plate member is laminated and sealed on a housing body in which the refrigerant flow path B1 and the coolant flow path C1 are formed. The flow path housing is formed of a metal material with high thermal conductivity including aluminum.

[0024] Refrigerants such as hydrofluorocarbons (HFCs) and hydrofluoroolefins (HFOs) flow through the refrigerant flow path B1, and coolants such as antifreeze mainly composed of ethylene glycol, cooling water such as long-life coolant, or insulating oil such as paraffin-based coolant flow through the coolant flow path C1.

[0025] As shown in FIG. 3, the refrigerant flow path B1 circulates the refrigerant across the water-cooled condenser B12 as a condenser and the chiller B14 as an evaporator. The refrigerant module B is configured such that the refrigerant can flow through the refrigerant flow path B1 among the accumulator B10, the compressor B11, the water-cooled condenser B12, the expansion valve B13, and the chiller B14.

[0026] The accumulator B10 stores the liquid refrigerant and separates the gas-liquid of the stored refrigerant. The gaseous refrigerant separated by the accumulator B10 flows through the first refrigerant path B21 and is sent to the compressor B11.

[0027] The compressor B11 compresses the refrigerant from the accumulator B10. As a result, the refrigerant becomes a high-temperature compressed gas. The compressor B11 sends the refrigerant that has become this high-temperature compressed gas to the water-cooled condenser B12 via the second refrigerant path B22. Therefore, the compressor B11 pressure-feeds the refrigerant from the accumulator B10 to the water-cooled condenser B12.

[0028] The water-cooled condenser B12 allows the refrigerant that has passed through the compressor B11 to flow. The water-cooled condenser B12 is configured such that the coolant flows in from the first coolant flow path C31 and flows out from the second coolant flow path C32. The first coolant flow path C31 and the second coolant flow path C32 are configured separately from the second refrigerant path B22. The refrigerant from the second refrigerant path B22 is condensed and liquefied by having its heat taken away by the coolant. The liquefied refrigerant is sent to the third refrigerant path B23. This third refrigerant path B23 is also configured separately from the first coolant flow path C31 and the second coolant flow path C32, similar to the second refrigerant path B22.

[0029] In the expansion valve B13, the refrigerant (liquefied refrigerant) flowing through the third refrigerant path B23 is expanded into a low-temperature and low-pressure mist. The mist-like refrigerant is sent to the fourth refrigerant path B24.

[0030] Refrigerator B14 allows refrigerant to flow through the fourth refrigerant path B24. In the fourth refrigerant path B24, the refrigerant expanded by the expansion valve B13 and turned into a low-temperature and low-pressure mist flows, and such refrigerant is sent to the refrigerator B14. The refrigerator B14 is configured such that the coolant that has undergone heat exchange in the heat exchanger D52 flows in from the third coolant flow path C33 and the coolant flows out from the fourth coolant flow path C34. The third coolant flow path C33 and the fourth coolant flow path C34 are configured separately from the fourth refrigerant path B24. In the refrigerator B14, the mist-like refrigerant takes away the heat of the coolant and evaporates. The evaporated refrigerant flows through the fifth refrigerant path B25 to the accumulator B10.

[0031] The coolant flow path C1 allows the coolant that exchanges heat with the refrigerant in the water-cooled condenser B12 and the refrigerator B14 to flow. The coolant module C is configured such that the first pump P1 and the second pump P2 can circulate the coolant through the coolant flow path C1 among the water-cooled condenser B12, the refrigerator B14, the switching valve C42, the radiator C43, and the heat exchanger D52.

[0032] As described above, the water-cooled condenser B12 is configured such that the coolant flows in from the first coolant flow path C31 and the coolant flows out from the second coolant flow path C32. The first coolant flow path C31 is provided with the first pump P1, and the first pump P1 sends out the coolant.

[0033] The switching valve C42 is arranged in the coolant flow path C1 and is configured to allow the coolant to flow from the water-cooled condenser B12 and the refrigerator B14. The switching valve C42 has the coolant sent from the water-cooled condenser B12 through the second coolant flow path C32 and the coolant sent from the refrigerator B14 through the fourth coolant flow path C34. The fourth coolant flow path C34 is provided with the second pump P2, and the second pump P2 sends the coolant from the refrigerator B14 to the switching valve C42.

[0034] The switching valve C42 is configured to be able to send the coolant to the fifth coolant flow path C35 and the sixth coolant flow path C36. The coolant sent from the switching valve C42 to the fifth coolant flow path C35 flows through the heat exchanger D52. The coolant sent to the heat exchanger D52 is configured to be able to be sent to the water-cooled condenser B12 via the first coolant flow path C31 and is also configured to be able to be sent to the chiller B14 via the third coolant flow path C33.

[0035] Also, the coolant sent from the switching valve C42 to the sixth coolant flow path C36 flows through the radiator C43. In the radiator C43, heat exchange is performed with the outside air and the coolant is cooled. The coolant after the heat exchange is sent to the first coolant flow path C31 via the seventh coolant flow path C37.

[0036] The switching valve C42 is configured to be able to switch the flow state of the coolant in the coolant flow path C1 between a first state and a second state.

[0037] The first state is a state in which the coolant is circulated through the water-cooled condenser B12. In the first state, the coolant is circulated by the first pump P1 along the water-cooled condenser B12, the second coolant flow path C32, the switching valve C42, the fifth coolant flow path C35, the heat exchanger D52, and the first coolant flow path C31. At this time, the coolant may be sent from the switching valve C42 to the sixth coolant flow path C36 and circulated so as to return to the first coolant flow path C31 via the radiator C43 and the seventh coolant flow path C37.

[0038] The second state is a state in which the coolant is circulated through the chiller B14. In the second state, the coolant is circulated by the second pump P2 along the chiller B14, the fourth coolant flow path C34, the switching valve C42, the fifth coolant flow path C35, the heat exchanger D52, and the third coolant flow path C33.

[0039] The switching valve C42 is switched between the first state and the second state by a control unit (not shown) of the air conditioning system A or a higher-level system of the air conditioning system A.

[0040] Also, as described above, the coolant from the coolant module C is configured to flow through a cooling plate 94 provided in the power module 9 of the vehicle drive device 1 (not shown).

[0041] The air conditioning unit D includes a blower D51, a heat exchanger D52, a desiccant D53, and a heater D54, and is capable of heating and cooling the passenger compartment 3. The blower D51 sucks outside air and sends the sucked outside air to the heat exchanger D52.

[0042] The heat exchanger D52 performs heat exchange between air and coolant for heating and cooling the passenger compartment 3. The air is the outside air sucked by the blower D51. Further, as described above, the coolant is introduced into the heat exchanger D52 via the fifth coolant flow path C35, and this coolant is sent to one or both of the first coolant flow path C31 and the third coolant flow path C33 according to the state of the switching valve C42. Therefore, in the heat exchanger D52, heat exchange is performed between the outside air sent from the blower D51 and the coolant supplied via the fifth coolant flow path C35, and the air after the heat exchange is introduced into the passenger compartment 3. Specifically, when the outside air is cooled in the heat exchanger D52, cold air is introduced into the passenger compartment 3, and when the outside air is heated in the heat exchanger D52, warm air is introduced into the passenger compartment 3. Thereby, it becomes possible to cool or heat the passenger compartment 3.

[0043] The desiccant D53 adsorbs moisture contained in the moisture-containing air to generate heated and dried air. The desiccant D53 functions as an adsorption part for adsorbing moisture, and can be configured using an adsorbent such as zeolite, silica gel, activated carbon, etc. The desiccant D53 is provided between the blower D51 and the heat exchanger D52. Therefore, the outside air sent from the blower D51 is discharged to the heat exchanger D52 through the desiccant D53.

[0044] The heater D54 evaporates the moisture adsorbed by the desiccant D53 to generate cooled and humidified air. The heater D54 functions as a heating unit that evaporates the moisture adsorbed by the desiccant D53. The heater D54 is, for example, assembled to the desiccant D53 (integrally formed with the desiccant D53). In this case, the desiccant D53 is heated by the heater D54, and the moisture adsorbed by the desiccant D53 evaporates.

[0045] Of course, the heater D54 may be provided at a position upstream of the desiccant D53 (between the blower D51 and the desiccant D53) and separated from the desiccant D53 (provided separately from the desiccant D53) without being assembled to the desiccant D53. In this case, the air from the blower D51 is heated by the heater D54, and the heated air is supplied to the desiccant D53, so that the moisture adsorbed by the desiccant D53 evaporates. The air supplied to the desiccant D53 is humidified by the moisture evaporated from the desiccant D53, and cooled and humidified air is generated. The heating unit that evaporates the moisture adsorbed by the desiccant D53 may be an air heating device other than the heater D54.

[0046] When moisture-containing air is supplied from the blower D51 to the desiccant D53 in a state where no moisture is adsorbed by the desiccant D53, the desiccant D53 adsorbs the moisture in the moisture-containing air and reduces the humidity of the moisture-containing air. As a result, the moisture-containing air supplied to the desiccant D53 becomes dry air dehumidified by the desiccant D53 and is discharged to the heat exchanger D52.

[0047] On the other hand, when heated air from the heater D54 or high-temperature air from the blower D51 is supplied to the desiccant D53 in a state where moisture is adsorbed by the desiccant D53, the desiccant D53 desorbs the adsorbed moisture. The high-temperature air is humidified by the desorbed moisture. As a result, the high-temperature air supplied to the desiccant D53 becomes moist air humidified by the desiccant D53 and is discharged to the heat exchanger D52.

[0048] The heat exchanger D52 exchanges heat between the heated and dried air or the cooled and humidified air and the coolant to generate air for cabin cooling or air for cabin heating. Therefore, in the heat exchanger D52, heat is exchanged between the dried air and the coolant introduced through the fifth coolant flow path C35 to generate air for cabin cooling. Also, in the heat exchanger D52, heat is exchanged between the humid air and the coolant introduced through the fifth coolant flow path C35 to generate air for cabin heating. Further, in the heat exchanger D52, heat can also be exchanged between the dried air and the coolant introduced through the fifth coolant flow path C35 to generate air for cabin heating. In this case, for example, when using the defroster function in winter or the like, dehumidified and heated air can be supplied to the cabin 3. Such air for cabin cooling or air for cabin heating can be introduced into the cabin 3 through the duct 5, making it possible to adjust the humidity of the cabin 3. Note that in the vehicle 2, not only the duct 5 but also other ducts (not shown) may be provided so that the above-mentioned air can be introduced to the front, foot area, and windshield of the driver.

[0049] Here, as described above, the switching valve C42 is configured such that the coolant from the water-cooled condenser B12 and the coolant from the chiller B14 can flow through it. When comparing the coolant from the water-cooled condenser B12 and the coolant from the chiller B14, relatively, the temperature of the coolant from the water-cooled condenser B12 is higher than the temperature of the coolant from the chiller B14. Therefore, when heating the cabin 3, the switching valve C42 is set to the first state in which the coolant is circulated through the water-cooled condenser B12, and when cooling the cabin 3, the switching valve C42 is set to the second state in which the coolant is circulated through the chiller B14.

[0050] Further, the switching valve C42 is configured to be able to change its opening degree so as to simultaneously realize the first state and the second state. For this reason, in the switching valve C42, it is possible to mix the relatively high-temperature coolant from the water-cooled condenser B12 and the relatively low-temperature coolant from the chiller B14 and send them out to the fifth coolant flow path C35. For example, when the set temperature of the air conditioner in the passenger compartment 3 is high, the ratio of the coolant from the chiller B14 to the coolant from the water-cooled condenser B12 is decreased, and when the set temperature of the air conditioner in the passenger compartment 3 is low, the ratio of the coolant from the chiller B14 to the coolant from the water-cooled condenser B12 is increased. In this way, by changing the opening degree of the switching valve C42 according to the set temperature of the air conditioner in the passenger compartment 3 and controlling the flow rate of the coolant from the second coolant flow path C32 and the flow rate of the coolant from the fourth coolant flow path C34, the temperature of the coolant sent out to the fifth coolant flow path C35 is adjusted, and it becomes possible to adjust the temperature of the passenger compartment 3 to the set temperature of the air conditioner.

[0051] The vehicle 2 is provided with a suspension device 50 shown in FIG. 4. The suspension device 50 is connected and fixed to the vehicle body 8 and suspends the left and right front wheels (an example of "wheels") 60. The suspension device 50 includes structural members such as a suspension member 51, shock-absorbing members such as a spring 52, energy-absorbing members such as a shock absorber 53, and attitude control members such as a stabilizer 54. Therefore, the suspension member 51 is provided between the left and right front wheels 60 and the vehicle body 8. The suspension member 51 includes a connected and fixed frame 55, and in this embodiment, the vehicle drive device 1 having the traveling drive unit 10 is supported by this frame 55.

[0052] FIG. 5 shows an example of the arrangement of the vehicle drive device 1 and the air-conditioning unit D. The vehicle drive device 1 is integrated with the air-conditioning unit D. Therefore, the traveling drive unit 10 is housed in the motor room 7 in a state of being integrated with the air-conditioning unit D. Specifically, the traveling drive unit 10 is housed in the motor room 7 on the front side in the traveling direction from the partition wall 6a that partitions the passenger compartment 3, and the air conditioning unit D that conditions the passenger compartment 3 is housed in the motor room 7 in a state of being integrated with the traveling drive unit 10. In this embodiment, as shown in FIG. 5, a vehicle drive device 1 and an air conditioning system A having an air conditioning unit D are integrated. Here, "integration" means a state in which the air conditioning system A is fixed to the vehicle drive device 1 with bolts or the like. In this case, it is also possible to sandwich and fix an elastic member (for example, a rubber member) between the vehicle drive device 1 and the air conditioning system A. Note that this "integration" also includes making the materials of the vehicle drive device 1 and the air conditioning system A the same and forming both in the same case.

[0053] The traveling drive unit 10 is provided below the air conditioning unit D. Specifically, as shown in FIG. 5, in a state where the vehicle drive device 1 is supported by a suspension member 51 (including a frame 55), a refrigerant module B is fixed above the vehicle drive device 1, and an air conditioning unit D is further fixed above the refrigerant module B. In addition, a coolant module C is provided on the front side in the traveling direction of the vehicle 2 in the air conditioning unit D. Here, the refrigerant module B is integrated with at least one of an accumulator B10, a compressor B11, a water-cooled condenser B12, an expansion valve B13, and a chiller B14, and a refrigerant manifold B2 in which a refrigerant flow path B1 is formed. The coolant module C is integrated with at least one of a first pump P1, a second pump P2, the water-cooled condenser B12, the chiller B14, and a switching valve C42, and a coolant manifold C2 in which a coolant flow path C1 is formed.

[0054] In this way, by integrating the vehicle drive device 1, the refrigerant module B, the coolant module C, and the air conditioning unit D, the overall size can be reduced compared to the case where the refrigerant module B, the coolant module C, and the air conditioning unit D are not integrated with the vehicle drive device 1. Also, the routing of the refrigerant flow path B1 through which the refrigerant flows and the coolant flow path C1 through which the coolant flows can be easily and shortened between the refrigerant module B, the coolant module C, and the air conditioning unit D. Therefore, it becomes possible to improve the electricity cost. Further, since the coolant module C can be arranged in front of the vehicle 2, the distance to the radiator C43 on which the traveling wind blows as the vehicle 2 travels can be shortened, so that the routing of the coolant flow path C1 can be simplified. Furthermore, although not shown in the drawings, if the water-cooled condenser B12, the expansion valve B13, and the chiller B14 are arranged in front of the vehicle 2, it becomes possible to prevent condensation in these components.

[0055] Also, since the coolant module C and the power module 9 can be brought closer to each other, the piping through which the coolant circulates between the coolant module C and the power module 9 can be shortened, and it becomes possible to simplify the routing.

[0056] 〔Modification of the First Embodiment〕 Note that the water-cooled condenser B12, the expansion valve B13, and the chiller B14 may be provided between the traveling drive unit 10 and the air conditioning unit D, or may be provided at a location different from between the traveling drive unit 10 and the air conditioning unit D. In this case, as shown in FIG. 6, a refrigerant manifold B2 is provided between the traveling drive unit 10 and the air conditioning unit D, and the water-cooled condenser B12, the expansion valve B13, and the chiller B14 may be provided on the side surface of the air conditioning unit D or the refrigerant manifold B2.

[0057] Further, for example, as shown in FIG. 7, in a state where the vehicle drive device 1 is supported by the suspension member 51 (including the frame 55), the air conditioning unit D is fixed above the vehicle drive device 1, the coolant module C is provided on the front side in the traveling direction of the vehicle 2 in the air conditioning unit D, and the refrigerant module B is provided on the rear side in the traveling direction of the vehicle 2 in the air conditioning unit D.

[0058] Furthermore, although not shown, in a state where the vehicle drive device 1 is supported by the suspension member 51 (including the frame 55), the air conditioning unit D is fixed above the vehicle drive device 1, the coolant module C is provided on one of the right side and the left side in the air conditioning unit D, and the refrigerant module B is provided on the other of the right side and the left side in the air conditioning unit D. Also, the power module 9 may be provided on any one of the front side, the rear side, the right side, and the left side in the traveling direction of the vehicle 2 in the traveling drive unit 10.

[0059] Of course, in a state where the vehicle drive device 1 is supported by the suspension member 51 (including the frame 55), the refrigerant module B may be fixed above the vehicle drive device 1, the coolant module C may be fixed above this refrigerant module B, and further the air conditioning unit D may be fixed above the coolant module C.

[0060] 〔Second Embodiment〕 Next, the vehicle drive device 1 of the second embodiment will be described. In the first embodiment described above, the vehicle drive device 1 is configured to include the power module 9 and the traveling drive unit 10. The second embodiment is different from the first embodiment in that the vehicle drive device 1 includes the power conversion device 20 and the traveling drive unit 10. Hereinafter, the second embodiment of the vehicle drive device 1 will be described centering on the differences from the first embodiment.

[0061] The power conversion device 20 is configured to include a power supply module 9 and a power supply module 30 for an air conditioning unit. Similar to the first embodiment, the power supply module 9 includes an OBC board 91 that converts AC power from a commercial power supply into DC power that can charge the battery 4, a motor drive board 92 that controls at least the drive current for driving the motor 16, and a control board 93 that controls the inverter and converter mounted on the OBC board 91. Therefore, the power supply module 9 is configured to supply power to the battery 4 and supply power to the motor 16.

[0062] On the other hand, the power supply module 30 for the air conditioning unit converts the power from the battery 4 into power suitable for driving the air conditioning unit D and supplies it to the air conditioning unit D. Specifically, the power supply module 30 for the air conditioning unit steps down the voltage value of the DC voltage of the battery 4 to a DC voltage of a predetermined voltage value and supplies it to the air conditioning unit D. From the perspective of power conversion efficiency, such a power supply module 30 for an air conditioning unit is preferably configured using, for example, a synchronous rectification type switching regulator (DC / DC converter) or a diode rectification type switching regulator (DC / DC converter).

[0063] As described above, the power conversion device 20 configured to include the power supply module 9 that supplies power to the battery 4 and supplies power to the motor 16, and the power supply module 30 for the air conditioning unit that supplies power to the air conditioning unit D is configured to be able to supply power to the air conditioning unit D.

[0064] FIG. 8 shows an arrangement example of the vehicle drive device 1 having such a power conversion device 20 and the traveling drive unit 10, and the air conditioning unit D. Similar to the first embodiment, the vehicle drive device 1 has the traveling drive unit 10 integrated with the air conditioning unit D and housed in the motor room 7. Further, in this embodiment, the traveling drive unit 10 is integrated with the power conversion device 20. The traveling drive unit 10 is supported by a suspension member 51 (including the frame 55) provided between the left and right front wheels 60 and the vehicle body 8, and the power conversion device 20 is disposed above the traveling drive unit 10. A refrigerant module B is fixed above the power conversion device 20, and further, an air conditioning unit D is fixed above the refrigerant module B. Also, a coolant module C is provided on the front side in the traveling direction of the vehicle 2 in the air conditioning unit D. Therefore, the vehicle drive device 1 and the air conditioning system A are arranged vertically (aligned in the vertical direction) in the order of the suspension member 51 (including the frame 55), the traveling drive unit 10, the power conversion device 20, the refrigerant module B, the air conditioning unit D, and the coolant module C.

[0065] In the power conversion device 20, a power supply module 9 is provided on the side of the traveling drive unit 10, and a power supply module 30 for the air conditioning unit is provided on the side of the air conditioning unit D. That is, the power supply module 9 and the power supply module 30 for the air conditioning unit are arranged vertically (aligned in the vertical direction) such that the power supply module 9 is below the power supply module 30 for the air conditioning unit. Thereby, the traveling drive unit 10 and the power supply module 9 can be arranged close to each other, and the air conditioning unit D and the power supply module 30 for the air conditioning unit can be arranged close to each other. Therefore, the cable connecting the traveling drive unit 10 and the power supply module 9 to each other can be shortened, and the cable connecting the air conditioning unit D and the power supply module 30 for the air conditioning unit to each other can be shortened. Thus, the power loss in each cable can be reduced, and the vehicle drive device 1 and the air conditioning system A can be miniaturized. Furthermore, it becomes possible to easily route the cable between the traveling drive unit 10 and the power supply module 9 and the cable between the air conditioning unit D and the power supply module 30 for the air conditioning unit.

[0066] Also, similar to the first embodiment, the OBC substrate 91, the motor drive substrate 92, the capacitor 98, and the capacitor 99 are provided facing a cooling plate 94 through which the coolant from the coolant module C flows, and are cooled by heat exchange performed with the coolant. However, the power supply module 30 for the air-conditioning unit may also be provided facing a second cooling plate (not shown) through which the coolant from the coolant module C flows. Thereby, it becomes possible to cool the power supply module 30 for the air-conditioning unit by heat exchange performed with the coolant.

[0067] Although not shown in the drawings, similar to the arrangement example shown in FIG. 6, between the vehicle drive device 1 including the power conversion device 20 and the traveling drive unit 10 arranged vertically and the air conditioning unit D, instead of the refrigerant module B, a refrigerant manifold B2 may be provided, and the water-cooled condenser B12, the expansion valve B13, and the chiller B14 may be provided on the side surfaces of the air conditioning unit D and the refrigerant manifold B2. Further, similar to the arrangement example shown in FIG. 7, in a state where the vehicle drive device 1 including the power conversion device 20 and the traveling drive unit 10 arranged vertically is supported by the suspension member 51 (including the frame 55), the air conditioning unit D is fixed above the power conversion device 20, a coolant module C is provided on the front side in the traveling direction of the vehicle 2 in the air conditioning unit D, and a refrigerant module B may be provided on the rear side in the traveling direction of the vehicle 2 in the air conditioning unit D. Furthermore, in a state where the vehicle drive device 1 including the power conversion device 20 and the traveling drive unit 10 arranged vertically is supported by the suspension member 51 (including the frame 55), the air conditioning unit D is fixed above the power conversion device 20, a coolant module C is provided on one of the right side and the left side in the air conditioning unit D, and a refrigerant module B may be provided on the other of the right side and the left side in the air conditioning unit D. Also, the power conversion device 20 may be provided on any one of the front side, the rear side, the right side, and the left side in the traveling direction of the vehicle 2 in the traveling drive unit 10. Of course, in a state where the vehicle drive device 1 including the power conversion device 20 and the traveling drive unit 10 arranged vertically is supported by the suspension member 51 (including the frame 55), the refrigerant module B may be fixed above the power conversion device 20, the coolant module C may be fixed above this refrigerant module B, and further the air conditioning unit D may be fixed above the coolant module C.

[0068] 〔Third Embodiment〕 In the second embodiment, it has been described that the traveling drive unit 10, the power conversion device 20, the refrigerant module B, the air-conditioning unit D, and the coolant module C are arranged vertically (aligned in the vertical direction) in this order from the suspension member 51 (including the frame 55). However, for example, as shown in FIG. 9, the traveling drive unit 10, the power conversion device 20, and the refrigerant manifold B2 provided vertically (aligned in the vertical direction) are housed in the front side in the traveling direction of the vehicle 2 in the motor room 7, and the traveling drive unit 10 and the air-conditioning unit D are integrated and housed such that the air-conditioning unit D is located on the rear side in the traveling direction thereof. In this case, compared with the arrangement example in FIG. 8, the air-conditioning unit D and the power supply module 30 for the air-conditioning unit can be arranged closer to each other. Therefore, it is possible to further reduce the power loss in the cable that electrically connects the air-conditioning unit D and the power supply module 30 for the air-conditioning unit to each other. Further, by providing the coolant module C across the refrigerant manifold B2 and the air-conditioning unit D, the piping length of the flow path for circulating the coolant from the coolant module C to each of the water-cooled condenser B12, the chiller B14, and the heat exchanger D52 can be shortened, so that the refrigerant module B, the coolant module C, and the air-conditioning unit D can be miniaturized.

[0069] 〔Other Embodiments〕 Next, other embodiments of the vehicle drive device 1 will be described.

[0070] In the above embodiment, it has been described that the traveling drive unit 10 is provided below the air-conditioning unit D. However, the traveling drive unit 10 may be provided at the same height as the air-conditioning unit D or above the air-conditioning unit D.

[0071] In the above embodiment, it has been described that the traveling drive unit 10 is supported by the suspension member 51 provided between the front wheel 60 and the vehicle body 8. However, the traveling drive unit 10 may be supported at a part different from the suspension member 51, that is, at a predetermined part of the vehicle body 8.

[0072] In the above-described second and third embodiments, the power conversion device 20 has been described as including the power module 9 and the power module 30 for the air-conditioning unit. However, the power conversion device 20 may be configured to include the power module 30 for the air-conditioning unit without including the power module 9. In this case, the power module 9 may be provided separately from the power conversion device 20.

[0073] In the above-described second and third embodiments, the power module 9 and the power module 30 for the air-conditioning unit have been described as being provided vertically (arranged in the vertical direction) such that the power module 9 is below the power module 30 for the air-conditioning unit. However, the power module 9 and the power module 30 for the air-conditioning unit may be provided vertically (arranged in the vertical direction) such that the power module 9 is above the power module 30 for the air-conditioning unit.

[0074] Also, for example, as in the third embodiment, when the traveling drive unit 10, the power conversion device 20, and the refrigerant manifold B2 provided vertically (arranged in the vertical direction) are housed in the front side in the traveling direction of the vehicle 2 in the motor room 7, and the traveling drive unit 10 and the air-conditioning unit D are integrally housed such that the air-conditioning unit D is located on the rear side in the traveling direction thereof, the power conversion device 20 may arrange the power module 9 on the front side in the traveling direction of the vehicle 2 and arrange the power module 30 for the air-conditioning unit on the rear side in the traveling direction of the vehicle 2. By arranging the power module 9 of the power conversion device 20 and the power module 30 for the air-conditioning unit according to the arrangement relationship between the traveling drive unit 10 and the air-conditioning unit D in this way, the cables used for the respective electrical connections can be shortened, so that the power loss can be reduced and the routing of the cables can be simplified.

[0075] 〔Outline of the above embodiments〕 Hereinafter, the outline of the vehicle drive device 1 described above will be described.

[0076] (1) The vehicle drive device 1 is a vehicle drive device 1 mounted on a vehicle 2, and has a traveling drive unit 10 including at least a motor 16 that outputs power enabling the vehicle 2 to travel. The traveling drive unit 10 is accommodated in a motor room 7 (accommodation room) on the front side in the traveling direction from a partition wall 6a partitioning the vehicle cabin 3 in a state integrated with an air conditioning unit D that performs air conditioning of the vehicle cabin 3.

[0077] According to this configuration, by providing the traveling drive unit 10 integrally with the air conditioning unit D, fixtures for fixing the traveling drive unit 10 and the air conditioning unit D to the vehicle 2 can be shared. Therefore, parts used for fixing the traveling drive unit 10 and the air conditioning unit D to the vehicle 2 can be reduced, and cost reduction and weight reduction can be achieved. In addition, since the traveling drive unit 10 and the air conditioning unit D can be assembled to the vehicle 2 integrally, assembly can be performed simply. Furthermore, since the vehicle drive device 1 and the air conditioning unit D can be arranged close to each other, the heat of the vehicle drive device 1 can be efficiently used for air conditioning, and it is possible to improve the electricity cost.

[0078] (2) In the vehicle drive device 1 described in (1), it is preferable that the traveling drive unit 10 is provided below the air conditioning unit D.

[0079] According to this configuration, the air conditioning unit D can be arranged in the empty space above the traveling drive unit 10. Therefore, it is possible to widen the vehicle cabin 3 while effectively utilizing the motor room 7 as compared with the case where the air conditioning unit D is provided in the vehicle cabin 3.

[0080] (3) In the vehicle drive device 1 described in (2), it is preferable that a refrigerant manifold B2 including a refrigerant flow path B1 through which refrigerant flows is provided between the traveling drive unit 10 and the air conditioning unit D.

[0081] According to this configuration, since the refrigerant flow path B1 is arranged adjacent to the air conditioning unit D, the piping length of the flow path through which the refrigerant flows can be shortened. Therefore, further cost reduction and weight reduction can be achieved.

[0082] (4) In the vehicle drive device 1 described in (1) to (3), it is preferable that the traveling drive unit 10 is supported by a suspension member 51 provided between the front wheels 60 (wheels) and the vehicle body 8.

[0083] According to this configuration, since the traveling drive unit 10 and the air conditioning unit D can be integrally supported by using the existing suspension member 51, it is not necessary to separately provide a fixture for fixing the traveling drive unit 10 and the air conditioning unit D. Therefore, an increase in cost and an increase in weight can be suppressed.

[0084] (5) In the vehicle drive device 1 described in any one of (1) to (3), it is preferable that the traveling drive unit 10 is integrated with the power conversion device 20.

[0085] According to this configuration, since the traveling drive unit 10 and the power conversion device 20 can be arranged close to each other, the cable for electrically connecting the traveling drive unit 10 and the power conversion device 20 can be shortened. Therefore, the weight of the cable can be reduced, and the power loss in the cable can be reduced. In addition, it is also possible to easily route the cable.

[0086] (6) In the vehicle drive device 1 described in (5), it is preferable that the power conversion device 20 is capable of supplying power to the air conditioning unit D.

[0087] According to this configuration, since the traveling drive unit 10 is integrated with the power conversion device 20 and the traveling drive unit 10 and the air conditioning unit D are integrated, the air conditioning unit D and the power conversion device 20 can be arranged close to each other. Therefore, the cable for electrically connecting the air conditioning unit D and the power conversion device 20 can be shortened. Also, the weight of the cable can be reduced, and the power loss in the cable can be reduced. Furthermore, it is possible to easily route the cable.

Industrial Applicability

[0088] The technology according to the present disclosure can be used for a vehicle drive device mounted on a vehicle.

Explanation of Signs

[0089] 1: Vehicle drive device, 2: Vehicle, 3: Passenger compartment, 6a: Partition wall, 7: Motor room (accommodation room), 8: Vehicle body, 9: Power module, 10: Travel drive unit, 16: Motor, 20: Power conversion device, 30: Power module for air conditioning unit, 51: Suspension member, 60: Front wheel (wheel), B1: Refrigerant flow path, B2: Refrigerant manifold, C: Coolant module, C1: Coolant flow path, D: Air conditioning unit , D51: Blower, D52: Heat exchanger

Claims

1. A vehicle drive device mounted on a vehicle, The vehicle has a driving unit including at least a motor that outputs power for driving the vehicle, The vehicle drive device, in which the travel drive unit is integrated with an air conditioning unit that cools and heats the vehicle cabin, is accommodated in a storage compartment forward of a partition wall that separates the vehicle cabin from the storage compartment in the travel direction.

2. The vehicle drive device according to claim 1 , wherein the travel drive unit is provided below the air conditioning unit.

3. The vehicle drive device according to claim 2 , wherein a refrigerant manifold including a refrigerant flow path through which the refrigerant flows is provided between the travel drive section and the air conditioning unit.

4. 4. The vehicle drive device according to claim 1, wherein the travel drive unit is supported by a suspension member provided between wheels and a vehicle body.

5. The vehicle drive device according to claim 1 , wherein the traveling drive unit is integrated with a power conversion device.

6. The vehicle drive system according to claim 5 , wherein the power conversion device is capable of supplying power to the air conditioning unit.

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