Mechano-electric integral unit and electric vehicle

Abstract

To provide a mechano-electric integral unit which contributes to securing a space needed for folding of a front side member with an electric power control device disposed on a vehicle outer side surface to lower a centroid.SOLUTION: In a mechano-electric integral unit 100, a DCDC converter 120 is disposed at the outer side in a vehicle width direction of a transaxle 110. The mechano-electric integral unit 100 has, at a position above a horizontal line L which contacts with an outer side surface in the vehicle width direction and an uppermost part in a vehicle height direction of a drive shaft 90, a surface F which is located at the inner side in the vehicle width direction relative to a surface below the horizontal line L.SELECTED DRAWING: Figure 5

Description

[Technical Field]

[0001] The present invention relates to an electromechanical integrated unit and an electric vehicle. [Background technology]

[0002] Electric vehicles are known in which the wheels are driven by a motor supplied with power from a battery. Patent Document 1 discloses a drive unit in which a power control device that controls the power supplied to the motor is disposed above a transaxle having the motor.

[0003] A drive unit in which the transaxle and the power control device are integrally arranged in this manner is called an electromechanical integrated unit. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2012-170177 Summary of the Invention [Problem to be solved by the invention]

[0005] The power control device includes a DC-DC converter that boosts the voltage of the DC power supplied from the battery, and an inverter that converts DC power to AC power. The integrated electromechanical unit, which has the power control device mounted on the top surface of the transaxle case, has a high center of gravity. The high center of gravity of the integrated electromechanical unit prevents the vehicle from having a low center of gravity. [Means for solving the problem]

[0006] The electromechanical integrated unit for solving the above-mentioned problems is mounted forward of the vehicle cabin. The electromechanical integrated unit integrates a transaxle and at least one power control device, with the at least one power control device disposed on the outer side of the transaxle in the vehicle width direction. The transaxle includes a motor that generates rotational power, a drive shaft, and a power transmission mechanism that transmits the rotational power of the motor to the drive shaft. The electromechanical integrated unit has, on its outer side in the vehicle width direction when mounted on the vehicle, a surface that is located above a horizontal line tangent to the top of the drive shaft in the vehicle height direction and is located more inward in the vehicle width direction than a surface below the horizontal line.

[0007] An electric vehicle that solves the above problem includes a front side member designed to bend inward in the vehicle width direction at a predetermined position during a front collision, and the electromechanical integrated unit, wherein the front side member is configured to abut against a surface located on the inner side in the vehicle width direction when bent inward in the vehicle width direction at the predetermined position at a predetermined angle during a front collision.

[0008] An electric vehicle that solves the above problems includes a front side member designed to bend inward in the vehicle width direction at a predetermined position during a front collision. The electric vehicle includes an electromechanical integrated unit that integrates a transaxle and at least one power control device. The at least one power control device is disposed on the outer side of the transaxle in the vehicle width direction. The transaxle includes a motor that generates rotational power, a drive shaft, and a power transmission mechanism that transmits the rotational power of the motor to the drive shaft. The power control device is configured to control the power supplied to the motor. In a side view of the vehicle, a side surface of the electromechanical integrated unit on the outer side in the vehicle width direction overlaps with the front side member. A region of the side surface that overlaps with the front side member has a surface that is located more inward in the vehicle width direction than a region of the side surface that does not overlap with the front side member. The electric vehicle is configured so that when the electric vehicle bends inward in the vehicle width direction at a predetermined angle at the predetermined position during a front collision, the front side member abuts against the surface located inward in the vehicle width direction. [Effects of the Invention]

[0009] The above-described electromechanical integrated unit contributes to ensuring the space required for the front side members to bend, while arranging the power control device on the outer side of the vehicle in the transaxle to lower the center of gravity.

[0010] The above electric vehicle is equipped with the above electromechanical integrated unit to achieve a low center of gravity. An electric vehicle equipped with an electromechanical integrated unit with a low center of gravity has improved maneuverability compared to an electric vehicle equipped with an electromechanical integrated unit with a high center of gravity. Furthermore, the above electric vehicle has the space required for the front side member to bend at a predetermined angle during a frontal collision. As a result, in the case of a frontal collision, the above electric vehicle can bring the front side member and the electromechanical integrated unit into contact with each other in a predetermined position, allowing a load to act in the direction anticipated during design.

[0011] The electric vehicle described above has a low center of gravity by being equipped with an electromechanical integrated unit in which at least one power control device is disposed on the transaxle's outer side in the vehicle width direction. An electric vehicle equipped with an electromechanical integrated unit with a low center of gravity has improved maneuverability compared to an electric vehicle equipped with an electromechanical integrated unit with a high center of gravity. Furthermore, in the event of a frontal collision, the electric vehicle described above can bring the front side member and the electromechanical integrated unit into contact in a predetermined position, allowing a load to act in the direction anticipated at the time of design. [Brief explanation of the drawings]

[0012] [Figure 1] FIG. 1 is a side view showing a front frame structure of an electric vehicle according to an embodiment. [Figure 2] FIG. 2 is a schematic diagram showing the configuration of a drive system and an electrical system in the electric vehicle of the embodiment. [Figure 3] FIG. 3 is a schematic diagram showing a state before a slight overlap collision in a vehicle of a comparative example. [Figure 4] FIG. 4 is a schematic diagram showing a state in which a vehicle of a comparative example is subjected to a slight overlap collision. [Figure 5] FIG. 5 is a side view showing the electromechanical integrated unit of the first embodiment. [Figure 6] FIG. 6 is a cross-sectional view of the electromechanical integrated unit taken along line 6-6 in FIG. [Figure 7] FIG. 7 is a schematic diagram showing a state before a slight overlap collision in the electric vehicle of the first embodiment. [Figure 8] FIG. 8 is a schematic diagram showing a state in which a slight overlap collision occurs in the electric vehicle of the first embodiment. [Figure 9] FIG. 9 is a side view showing a mechanically and electrically integrated unit in a modified example of the first embodiment. [Figure 10] FIG. 10 is a side view showing the electromechanical integrated unit of the second embodiment. [Figure 11] FIG. 11 is a cross-sectional view of the electromechanical integrated unit taken along line 11-11 in FIG. [Figure 12]FIG. 12 is a side view showing the electromechanical integrated unit of the third embodiment. [Figure 13] FIG. 13 is a cross-sectional view of the electromechanical integrated unit taken along line 13-13 in FIG. DETAILED DESCRIPTION OF THE INVENTION

[0013] (First embodiment) A first embodiment of the electromechanical integrated unit and the electric vehicle will be described below with reference to Figures 1 to 9. In the following description, the terms "front," "rear," "left," "right," "upper," and "lower" refer to the front, rear, left, right, upper, and lower directions as seen by a passenger facing forward in the vehicle. The left-right direction coincides with the vehicle width direction.

[0014] <Regarding the front frame structure of the electric vehicle 10 in the first embodiment> As shown in FIG. 1 , the electric vehicle 10 includes a side sill 20, a front pillar 30, a front side member 40, a suspension tower 50, and a cowl top side 60. The front pillar 30 extends upward from the front end portion of the side sill 20. The electric vehicle 10 includes a cabin 200 surrounded by the side sill 20 and the front pillar 30. The front side member 40 extends further forward of the vehicle than the front pillar 30 and the side sill 20. The suspension tower 50 is connected to the front side member 40 at a position on the front side member 40 that is further forward of the vehicle than the front pillar 30. The cowl top side 60 has a front end connected to the suspension tower 50 and a rear end connected to the front pillar 30.

[0015] The electric vehicle 10 is a hybrid vehicle. The electric vehicle 10 includes an engine 80 and an electromechanical integrated unit 100 as power sources, which are located forward of a cabin 200. The electromechanical integrated unit 100 includes a drive shaft 90. The drive shaft 90 is located below the front side members 40 in a side view of the vehicle.

[0016] <Configuration of the drive system and the electrical system of the electric vehicle 10> As shown in Fig. 2, the electromechanical integrated unit 100 includes a transaxle 110, a DC-DC converter 120, and an inverter 130. The transaxle 110 is composed of a first motor generator MG1, a second motor generator MG2, a power split mechanism 101, and a reduction mechanism 102. The power split mechanism 101 is a planetary gear mechanism. The reduction mechanism 102 is connected to front wheels 140 via a drive shaft 90.

[0017] The first motor generator MG1 and the second motor generator MG2 are connected to a battery 150 via an inverter 130 and a DC-DC converter 120. The DC-DC converter 120 and the inverter 130 constitute a power control device. The voltage of the DC power of the battery 150 is boosted by the DC-DC converter 120. The boosted DC power is converted into AC power by the inverter 130. The AC power is supplied to the first motor generator MG1 and the second motor generator MG2.

[0018] When the first motor generator MG1 receives the supply of AC power, it functions as a starter that drives the crankshaft, which is the output shaft of the engine 80, when starting the engine 80. At this time, the first motor generator MG1 functions as a drive motor that generates drive force in response to the supply of electric power from the battery 150.

[0019] The second motor generator MG2 is connected to the front wheels 140 via a reduction gear mechanism 102 and a drive shaft 90. The rotational power of the second motor generator MG2, which receives AC power, is transmitted to the front wheels 140 via the reduction gear mechanism 102, which serves as a power transmission mechanism, and the drive shaft 90. In other words, the second motor generator MG2 functions as a drive motor.

[0020] The engine 80 is connected to the front wheels 140 via a power split mechanism 101, a reduction gear mechanism 102, and a drive shaft 90. The power split mechanism 101 is a power transmission mechanism, similar to the reduction gear mechanism 102 and the drive shaft 90. That is, the rotational power of the engine 80 is transmitted to the front wheels 140 via the power transmission mechanism. A first motor generator MG1 is also connected to the power split mechanism 101. The first motor generator MG1 is, for example, a three-phase AC motor generator. The power split mechanism 101 can split the driving force between the engine 80, the first motor generator MG1, and the front wheels 140.

[0021] The first motor generator MG1 generates electricity by receiving driving force from the engine 80 and driving force from the front wheels 140. That is, the first motor generator MG1 functions as a generator. The AC power generated by the first motor generator MG1 is converted into DC power by the inverter 130. The voltage of the DC power converted by the inverter 130 is stepped down by the DC-DC converter 120, and then the battery 150 is charged with the DC power.

[0022] When the electric vehicle 10 is decelerated, the second motor generator MG2 receives driving force from the front wheels 140 and generates electricity. That is, the electric vehicle 10 performs regenerative charging. At this time, the second motor generator MG2 functions as a generator. The AC power generated by the second motor generator MG2 is converted to DC power by the inverter 130. The voltage of the DC power converted by the inverter 130 is stepped down by the DC-DC converter 120, and then the DC power is charged to the battery 150. The electric vehicle 10 may be a plug-in hybrid vehicle that can be connected to an external power source to charge the battery 150.

[0023] <Measures against a small overlap collision in the vehicle 15 of the comparative example> Here, we will explain the front frame structure of a vehicle that has been equipped with measures against a minute overlap collision. A minute overlap collision is a collision from the front of the vehicle in which the overlap between the vehicle and the object colliding with the vehicle in the vehicle width direction is small. The load acting on the front side member on the side of the vehicle that collides with the object in a minute overlap collision is larger than the load acting on the front side member in a collision in which the overlap between the vehicle and the object colliding with the vehicle in the vehicle width direction is large.

[0024] Fig. 3 shows the front frame structure of a vehicle 15 of a comparative example. This front frame structure is a structure that has measures implemented to prevent a slight overlap collision. Fig. 3 shows the front side member 40 on the left side of the vehicle, out of a pair of left and right front side members 40 that the vehicle 15 is equipped with.

[0025] 3, vehicle 15 does not have a power control device disposed on the outer side surface in the vehicle width direction of transaxle 110. In vehicle 15, for example, a power control device is disposed on the top surface of transaxle 110.

[0026] The vehicle 15 has first impact absorbing members 72 attached to the front ends of the front side members 40. The vehicle 15 also has a bumper reinforcement 70 spanning the front ends of the pair of left and right first impact absorbing members 72. The bumper reinforcement 70 extends in the vehicle width direction. A cross member 71 is joined to the pair of left and right first impact absorbing members 72. Figure 3 shows the first impact absorbing member 72 on the left side of the vehicle out of the pair of left and right first impact absorbing members 72.

[0027] The front side member 40 is joined to the bumper reinforcement 70 via a first impact absorbing member 72. The front side member 40 includes a triangular spacer 41. The triangular spacer 41 is joined to a second impact absorbing member 73. The second impact absorbing member 73 is joined to the first impact absorbing member 72. The front end of the front side member 40 is joined to the first impact absorbing member 72. The second impact absorbing member 73 is joined to the front end of the front side member 40 on the outer side in the vehicle width direction. The front side member 40 is designed to bend inward in the vehicle width direction at a predetermined first position P during a frontal collision. The transaxle 110 of the vehicle 15 is connected to the front wheels 140 via the drive shaft 90. The front wheels 140 are disposed rearward in the vehicle length direction relative to the second impact absorbing member 73. FIG. 3 shows a barrier 160 in a short-lap collision test. The vehicle 15 moves in the direction of a first arrow 300. Then, the vehicle 15 makes a slight overlap collision with the barrier 160 .

[0028] <Deformation of the front frame structure during a small overlap collision> As shown in Fig. 4, when the vehicle 15 hits the barrier 160 with a small overlap, multiple members deform to absorb the impact. When the vehicle 15 hits the barrier 160 with a small overlap, a load acts on the bumper reinforcement 70 and the first impact absorbing member 72. As a result, the bumper reinforcement 70 and the first impact absorbing member 72 are compressed, deformed, or crushed from the front of the vehicle. As a result of this compressive deformation or crushing, part of the load generated by the small overlap collision is consumed.

[0029] The load that is not dissipated by the bumper reinforcement 70 and the first impact absorbing member 72 acts on the second impact absorbing member 73 via the first impact absorbing member 72. As a result, the second impact absorbing member 73 is deformed. The load that acted on the second impact absorbing member 73 is dissipated by the deformation of the second impact absorbing member 73. The deformed second impact absorbing member 73 abuts against the front wheel 140 at the second position Q. The load that acted on the second impact absorbing member 73 is transmitted to the front wheel 140. The transmitted load is dissipated by the deformation of the front wheel 140.

[0030] The load that is not dissipated by the bumper reinforcement 70, the first impact absorbing member 72, the second impact absorbing member 73, and the front wheel 140 acts on the front side member 40. As a result, the front side member 40 bends to a predetermined angle θ at a predetermined first position P. A portion of the load that has acted on the front side member 40 is dissipated by deformation of the front side member 40.

[0031] As shown in FIG. 3, in vehicle 15, a predetermined distance DIS is provided between transaxle 110 and front side member 40, which is required for front side member 40 to bend to a predetermined angle θ at a predetermined first position P.

[0032] As shown in FIG. 4 , the bent front side member 40 abuts against the transaxle 110 at a predetermined third position R. As a result, a load acting toward the right in the vehicle width direction acts on the transaxle 110. The transaxle 110 is connected to the engine 80 (not shown). The load acting on the transaxle 110 is transmitted to the engine 80. The engine 80 is attached to the vehicle 15 via a mount. The load acting on the engine 80 is transmitted to the vehicle 15 via the mount. As a result, a load acting toward the right in the vehicle width direction acts on the vehicle 15 in conjunction with the load acting on the transaxle 110. As a result, the vehicle 15 moves in the direction of the second arrow 310. That is, the vehicle 15 turns to the right as shown in FIG. 4 . The vehicle 15 dissipates the load using multiple members and prevents deformation of the cabin 200 during a short-overlap collision by turning.

[0033] <Problems associated with lowering the center of gravity of the electromechanical integrated unit 100> If the center of gravity of the electromechanical integrated unit is high, it will hinder the achievement of a low center of gravity for the electric vehicle 10. Therefore, in order to achieve a lower center of gravity for the electromechanical integrated unit 100, the power control device is disposed on the outer side of the transaxle 110 in the vehicle width direction.

[0034] 3 and 4, in vehicle 15, the direction of the load acting on transaxle 110 is controlled by deforming front side member 40 as expected at the time of design. To achieve this, a predetermined distance DIS is required between transaxle 110 and front side member 40.

[0035] <Mechanical and Electrical Integrated Unit 100 in the First Embodiment> 5 is a schematic diagram of the electromechanical integrated unit 100 of the first embodiment as viewed from the left side of the vehicle. As shown in FIG. 5, the electromechanical integrated unit 100 of the first embodiment has a DC-DC converter 120 disposed on the outer side of the transaxle 110 in the vehicle width direction. In a side view of the vehicle, the DC-DC converter 120 overlaps with the front side member 40. The DC-DC converter 120 includes a converter power module 121 made up of multiple switching elements, a reactor 122 that smooths current fluctuations, and a converter smoothing capacitor 123. Among the components constituting the DC-DC converter 120, the reactor 122 is a particularly heavy component.

[0036] An inverter 130 is disposed on the upper surface of transaxle 110. Inverter 130 includes an inverter power module 131 made up of a plurality of switching elements, and an inverter smoothing capacitor 132.

[0037] The electromechanical integrated unit 100 has a surface F that, when mounted on the electric vehicle 10, is located above a horizontal line L that is tangent to the outer side surface in the vehicle width direction and the top of the drive shaft 90 in the vehicle height direction, and is located more inward in the vehicle width direction than a surface that is below the horizontal line L. Surface F extends to the edge of the outer side surface in the vehicle forward direction. Surface F overlaps with the front side member 40 in a side view of the vehicle. The area of ​​the outer side surface in the vehicle width direction that overlaps with the front side member 40 has surface F. Surface F is located more inward in the vehicle width direction than the area of ​​the outer side surface in the vehicle width direction that does not overlap with the front side member 40.

[0038] 6 shows a cross-sectional view of the electromechanical integrated unit 100 in FIG. 5 taken along line 6-6 in FIG. 5. In the electromechanical integrated unit 100, a DC-DC converter 120 is disposed on the left side of the transaxle 110 in the vehicle width direction. In the electromechanical integrated unit 100, an inverter 130 is disposed on the upper surface of the transaxle 110. A surface F is a part of the outer side surface of the DC-DC converter 120 in the vehicle width direction. The surface F and the front side member 40 are separated by a predetermined distance DIS.

[0039] <Arrangement of the mechanically and electrically integrated unit 100 in the first embodiment> As shown in Fig. 7, the electric vehicle 10 of the first embodiment includes a bumper reinforcement 70, a cross member 71, a first impact absorbing member 72, and a second impact absorbing member 73, similar to the vehicle 15 shown in Fig. 5. The front side member 40 of the electric vehicle 10 is joined to the bumper reinforcement 70 via the first impact absorbing member 72, similar to the vehicle 15 shown in Fig. 5. The front side member 40 is designed to bend inward in the vehicle width direction at a predetermined first position P during a frontal collision. For example, the electric vehicle 10 is a vehicle equipped with an electromechanical integrated unit 100 on a body of the same model as the vehicle 15 of the comparative example.

[0040] In the first embodiment, a DC-DC converter 120, which is a power control device, is disposed on the left side in the vehicle width direction of a transaxle 110 that constitutes the electromechanical integrated unit 100. This lowers the center of gravity of the electromechanical integrated unit 100 compared to when the power control device is disposed only on the upper surface of the transaxle 110. An electric vehicle 10 equipped with an electromechanical integrated unit 100 having a low center of gravity has a lower center of gravity than a vehicle 15. The transaxle 110 of the electric vehicle 10 is connected to the front wheels 140 via a drive shaft 90.

[0041] In a top view of the vehicle, a surface F of the electromechanical integrated unit 100 located on the inner side in the vehicle width direction is spaced apart by a predetermined distance DIS from the front side member 40. That is, similar to the vehicle 15, the electric vehicle 10 has a predetermined distance DIS that is required for the front side member 40 to bend to a predetermined angle θ at a predetermined first position P.

[0042] 7 shows the barrier 160 in a test for a short overlap collision. The electric vehicle 10 moves in the direction of the third arrow 320. The electric vehicle 10 then comes into a short overlap collision with the barrier 160.

[0043] <Micro-lap collision when the electromechanical integrated unit 100 is installed> 8, when the electric vehicle 10 makes a slight overlap collision with the barrier 160, the impact is absorbed by the deformation of multiple members, similar to the vehicle 15. That is, when the electric vehicle 10 makes a slight overlap collision with the barrier 160, the bumper reinforcement 70, the first impact absorbing member 72, the second impact absorbing member 73, and the front wheels 140 consume part of the load.

[0044] The load that is not dissipated by the bumper reinforcement 70, the first impact absorbing member 72, the second impact absorbing member 73, and the front wheel 140 acts on the front side member 40. As a result, the front side member 40 bends to a predetermined angle θ at a predetermined first position P, similar to the vehicle 15. As the front side member 40 bends, part of the load is dissipated by deformation of the front side member 40. The bent front side member 40 abuts against a surface F located on the inner side in the vehicle width direction at a predetermined third position R.

[0045] In the first embodiment, the surface F located on the inner side in the vehicle width direction of the electric vehicle 10 is a part of the side surface of the DC-DC converter 120 on the outer side in the vehicle width direction. The predetermined third position R in the first embodiment is the end of the surface F in the vehicle forward direction. As a result, a load acts on the DC-DC converter 120 to the right in the vehicle width direction. The load acting on the DC-DC converter 120 is transmitted to the transaxle 110 and the engine 80 (not shown). The engine 80 is attached to the electric vehicle 10 via a mount. The load acting on the engine 80 is transmitted to the electric vehicle 10 via the mount. As a result, a load acting on the DC-DC converter 120 acts on the electric vehicle 10 toward the right in the vehicle width direction. As a result, the electric vehicle 10 moves in the direction of a fourth arrow 330 shown in FIG. 8. That is, the electric vehicle 10 turns to the right as shown in FIG. 8. Like the vehicle 15, the electric vehicle 10 consumes the load using multiple members and turns to prevent deformation of the cabin 200 during a short-overlap collision.

[0046] <Operation of the First Embodiment> If the vehicle body is designed so that the front side member 40, which deforms while absorbing the load when the front of the vehicle collides, is deformed into a shape that is advantageous for protecting the occupants, the occupants in the cabin 200 can be protected.

[0047] When the electromechanical integrated unit 100 is mounted on an electric vehicle 10, a front side member 40 is disposed on the vehicle width direction outer side of the electromechanical integrated unit 100. In an electric vehicle 10 mounted with the electromechanical integrated unit 100 in which the DC-DC converter 120, which is a power control device, is disposed on the side of the transaxle 110, the distance between the electromechanical integrated unit 100 and the front side member 40 becomes narrow.

[0048] The side surface of the electromechanical integrated unit 100 on the outer side in the vehicle width direction has a surface F that is located higher in the vehicle height direction than the drive shaft 90 and on the inner side in the vehicle width direction. In other words, the surface F on the outer side surface of the electromechanical integrated unit 100 on the vehicle width direction that faces the front side member 40 is recessed inward in the vehicle width direction. The front side member 40 and the surface F that faces the front side member 40 are separated by a predetermined distance DIS. Therefore, a space can be secured between the electromechanical integrated unit 100 and the front side member 40.

[0049] <Effects of the first embodiment> (1-1) The above-described electromechanical integrated unit 100 contributes to ensuring the space necessary for the front side member 40 to bend, while arranging the DC-DC converter 120, which is an electric power control device, on the outer side of the vehicle in order to lower the center of gravity.

[0050] (1-2) The surface F located on the inner side in the vehicle width direction of the electrically integrated unit 100 extends to the front-of-vehicle edge of the outer side surface of the electrically integrated unit 100 in the vehicle width direction. When the front side member 40 is bent by an impact from the front of the vehicle, the front side member 40 is likely to come into contact with the predetermined third position R, which is the front-of-vehicle edge of the side surface of the electrically integrated unit 100. The surface F located on the inner side in the vehicle width direction of the outer side surface of the electrically integrated unit 100 in the vehicle width direction extends to the front-of-vehicle edge of the outer side surface of the electrically integrated unit 100 in the vehicle width direction. This allows the electrically integrated unit 100 to have a space in the location where the front side member 40 is likely to come into contact.

[0051] (1-3) The electromechanical integrated unit 100 has a DC-DC converter 120 on the outer side of the transaxle 110 in the vehicle width direction. The DC-DC converter 120 has a reactor 122. The reactor 122 is a heavy component. The electromechanical integrated unit 100 has an inverter 130 disposed on the upper surface of the transaxle 110. The electromechanical integrated unit 100 has the DC-DC converter 120 having the heavy reactor 122 disposed on the side. Therefore, the electromechanical integrated unit 100 can have a low center of gravity.

[0052] (1-4) By disposing the DC-DC converter 120 on the side of the transaxle 110, the center of gravity of the electromechanical integrated unit 100 is lowered. An electric vehicle 10 equipped with an electromechanical integrated unit 100 having a low center of gravity has improved operability compared to an electric vehicle 10 equipped with an electromechanical integrated unit 100 having a high center of gravity.

[0053] (1-5) The electric vehicle 10 includes a front side member 40 designed to bend inward in the vehicle width direction at a predetermined first position P by a predetermined angle θ during a front collision. The electric vehicle 10 includes an electromechanical integrated unit 100. The front side member 40 of the electric vehicle 10 bends inward in the vehicle width direction at a predetermined first position P by a predetermined angle θ during a front collision. The outer side surface of the electromechanical integrated unit 100 in the vehicle width direction includes a surface F located inward in the vehicle width direction and above the drive shaft 90 in the vehicle height direction. The front side member 40 and the surface F facing the front side member 40 are separated by a predetermined distance DIS. The bent front side member 40 abuts against the surface F at a predetermined third position R. As a result, the electric vehicle 10 can have the front side member 40 and the electromechanical integrated unit 100 abut in a predetermined posture during a front collision, allowing a load to act in a direction assumed at the time of design. In other words, the electric vehicle 10 has a space required for the front side member 40 to bend at a predetermined angle θ during a slight overlap collision. As a result, the electric vehicle 10 can have the front side member 40 and the electromechanical integrated unit 100 come into contact with each other in a predetermined posture during a slight overlap collision, and can apply a load in the direction assumed at the time of design.

[0054] (1-6) The electric vehicle 10 includes a front side member 40 that is designed to bend inward in the vehicle width direction at a predetermined first position P by a predetermined angle θ during a frontal collision. The electric vehicle 10 includes an electromechanical integrated unit 100. In a side view of the vehicle, the outer side surface of the electromechanical integrated unit 100 in the vehicle width direction overlaps with the front side member 40. The area of ​​the outer side surface of the electromechanical integrated unit 100 that overlaps with the front side member 40 has a surface F. Surface F is located inward in the vehicle width direction compared to the area of ​​the outer side surface of the electromechanical integrated unit 100 that does not overlap with the front side member 40. The front side member 40 and surface F facing the front side member 40 are separated by a predetermined distance DIS. The bent front side member 40 abuts against surface F at a predetermined third position R. As a result, in the electric vehicle 10, the front side member 40 and the electromechanical integrated unit 100 come into contact with each other in a predetermined position during a frontal collision, and a load can be applied in the direction assumed at the time of design. In other words, in the electric vehicle 10, the space necessary for the front side member 40 to bend at a predetermined angle θ during a slight overlap collision is secured. As a result, in the electric vehicle 10, the front side member 40 and the electromechanical integrated unit 100 come into contact with each other in a predetermined position during a slight overlap collision, and a load can be applied in the direction assumed at the time of design.

[0055] (1-7) Vehicle 15 is equipped with front side member 40 that is designed to bend at a predetermined angle θ to the inside in the vehicle width direction at a predetermined first position P during a front collision. In vehicle 15, bent front side member 40 abuts against a surface F of transaxle 110 that is located on the inside in the vehicle width direction at a predetermined third position R. By abutting front side member 40 and transaxle 110 in a predetermined posture during a front collision, vehicle 15 can apply a load in the direction assumed at the time of design.

[0056] In the electric vehicle 10 of the first embodiment, a space necessary for the front side member 40 to bend to a predetermined angle θ at a predetermined first position P is secured during a slight overlap collision. The front frame structure of the electric vehicle 10 is the same as that of the vehicle 15. This allows the electric vehicle 10 to utilize the design of the vehicle 15 and realize the function of protecting occupants during a slight overlap collision, similar to the vehicle 15.

[0057] <Modification of the first embodiment> The first embodiment can be modified as follows: The first embodiment and the following modifications can be combined and implemented within the scope of technical compatibility.

[0058] The surface F located on the inner side in the vehicle width direction of the electromechanical integrated unit 100 does not have to extend to the end of the outer side in the vehicle width direction of the electromechanical integrated unit 100 in the forward direction of the vehicle, as long as the space required for the front side member 40 to bend can be secured.

[0059] The electromechanical integrated unit 100 mounted on the electric vehicle 10 does not need to have at least one power control device disposed on the upper surface of the transaxle 110, as long as the power control device is disposed on the outer side of the transaxle 110 in the vehicle width direction. Even in this case, by providing the surface F, the same effect as that of the electromechanical integrated unit 100 of the first embodiment can be obtained. For example, the electromechanical integrated unit 100 shown in FIG. 9 includes a DC-DC converter 120 and an inverter 130 on the outer side of the transaxle 110 in the vehicle width direction. That is, the electromechanical integrated unit 100 shown in FIG. 9 includes a converter power module 121, a reactor 122, a converter smoothing capacitor 123, an inverter power module 131, and an inverter smoothing capacitor 132 on the outer side of the transaxle 110 in the vehicle width direction. The electromechanical integrated unit 100 shown in FIG. 9 does not have a power control device disposed on the upper surface of the transaxle 110.

[0060] (Second embodiment) Next, a second embodiment will be described with reference to Figures 10 and 11. The second embodiment will be described mainly focusing on the differences from the first embodiment.

[0061] As shown in FIG. 10 , the electric vehicle 10 of the second embodiment includes an electromechanical integrated unit 100 in which a front side member 40 and a DC-DC converter 120 are arranged to overlap each other in a side view of the vehicle. The outer side surface of the electromechanical integrated unit 100 of the second embodiment includes a surface F that is located higher in the vehicle height direction than the drive shaft 90 and on the inner side in the vehicle width direction. The electromechanical integrated unit 100 of the second embodiment has the DC-DC converter 120 arranged on a side surface rearward and lower than the surface F located on the inner side in the vehicle width direction. That is, the surface F is a part of the outer side surface of the transaxle 110 in the vehicle width direction. The surface F overlaps with the front side member 40 in a side view of the vehicle. The area of ​​the outer side surface in the vehicle width direction that overlaps with the front side member 40 includes the surface F. The surface F is located on the inner side in the vehicle width direction compared to the area of ​​the outer side surface in the vehicle width direction that does not overlap with the front side member 40.

[0062] Figure 11 shows a cross-sectional view of the electromechanical integrated unit 100 in Figure 10 taken along line 11-11 in Figure 10. In the electromechanical integrated unit 100, a DC-DC converter 120 is disposed on the left side of the transaxle 110 in the vehicle width direction. In the electromechanical integrated unit 100, an inverter 130 is disposed on the upper surface of the transaxle 110. A surface F, which is part of the outer side surface of the transaxle 110 in the vehicle width direction, is separated from the front side member 40 by a predetermined distance DIS.

[0063] <Operation of the Second Embodiment> The bent front side member 40 abuts against a surface F located on the inner side in the vehicle width direction of the electromechanical integrated unit 100. In the electric vehicle 10 of the second embodiment, the DC-DC converter 120 is not disposed on the surface F located on the inner side in the vehicle width direction with which the bent front side member 40 abuts.

[0064] <Effects of the second embodiment> (2-1) In the electric vehicle 10 of the second embodiment, when the front side member 40 abuts against the electromechanical integrated unit 100, damage to the DC-DC converter 120 can be reduced.

[0065] (Third embodiment) Next, a third embodiment will be described with reference to Figures 12 and 13. The third embodiment will be described mainly focusing on the differences from the first and second embodiments.

[0066] 12, the electric vehicle 10 of the third embodiment includes an electromechanical integrated unit 100 in which a DC-DC converter 120 is disposed below a position overlapping with a front side member 40 in a side view of the vehicle. The outer side surface of the electromechanical integrated unit 100 in the vehicle width direction includes a surface F located above the drive shaft 90 in the vehicle height direction and on the inner side in the vehicle width direction.

[0067] Surface F, which is located on the inner side in the vehicle width direction of the electromechanical integrated unit 100 of the third embodiment, is a part of the outer side surface of the transaxle 110 in the vehicle width direction. Surface F overlaps with the front side member 40 in a side view of the vehicle. The area of ​​the outer side surface in the vehicle width direction that overlaps with the front side member 40 has surface F. Surface F is located on the inner side in the vehicle width direction compared to the area of ​​the outer side surface in the vehicle width direction that does not overlap with the front side member 40.

[0068] Figure 13 shows a cross-sectional view of the electromechanical integrated unit 100 in Figure 12 taken along line 13-13 in Figure 12. In the electromechanical integrated unit 100, a DC-DC converter 120 is disposed on the left side of the transaxle 110 in the vehicle width direction. In the electromechanical integrated unit 100, an inverter 130 is disposed on the upper surface of the transaxle 110. A surface F, which is part of the outer side surface of the transaxle 110 in the vehicle width direction, is separated from the front side member 40 by a predetermined distance DIS.

[0069] <Operation of the Third Embodiment> When the front side member 40 and the DC-DC converter 120 overlap in a side view of the vehicle, the front side member 40 bent inward in the vehicle width direction may come into contact with the DC-DC converter 120 at a position other than the predetermined third position R. In the electric vehicle 10 of the third embodiment, the DC-DC converter 120 is disposed below the position where it overlaps with the front side member 40 in a side view of the vehicle.

[0070] <Effects of the third embodiment> (3-1) The electric vehicle 10 of the third embodiment can reduce contact between the front side member 40, which is bent inward in the vehicle width direction, and the DC-DC converter 120 at a position other than the predetermined third position R. This can reduce damage to the DC-DC converter 120.

[0071] <Other change examples> Other elements that can be modified in common to the above embodiments include the following: The following modifications can be implemented in combination with each other to the extent that they are not technically inconsistent.

[0072] In the electromechanical integrated unit 100, if the power control device is disposed on the outer side of the transaxle 110 in the vehicle width direction, the DC-DC converter 120 may be disposed on the upper surface of the transaxle 110. The inverter 130 in the electromechanical integrated unit 100 may be disposed on the outer side of the transaxle 110 in the vehicle width direction.

[0073] The power control device of the electromechanical integrated unit 100 may include devices other than the DC-DC converter 120 and the inverter 130. For example, the electromechanical integrated unit 100 may include various ECUs (Electronic Control Units) as power control devices. The various ECUs include a battery ECU that controls the power of the battery 150 and a motor ECU that controls the power supplied to the first motor generator MG1 and the second motor generator MG2. The motor ECU may control the DC-DC converter 120 and the inverter 130. The electromechanical integrated unit 100 may include, as a power control device, an integrated ECU that controls multiple ECUs by communicating with the other ECUs. The ECU includes a CPU and a memory in which control programs and data are stored. The ECU performs various control-related processes by the CPU executing programs stored in the memory. [Explanation of symbols]

[0074] 10...Electric vehicles 15...Vehicle 40...Front side member 90...Drive shaft 100...Mechanical and electrical integrated unit 110...Transaxle 120...DCDC converter 122...Reactor 130...Inverter 150…Battery 200…cabin F… side L…Horizontal line θ…Angle

Claims

1. An electromechanical integrated unit mounted forward of the cabin of a vehicle, a transaxle and at least one power control device are integrated together, and the at least one power control device is disposed on the outer side of the transaxle in the vehicle width direction; the transaxle includes a motor that generates rotational power, a drive shaft, and a power transmission mechanism that transmits the rotational power of the motor to the drive shaft; the power controller is configured to control power supplied to the motor; The drive shaft has a surface on its outer side in the vehicle width direction when mounted on the vehicle that is located above a horizontal line tangent to the top of the drive shaft in the vehicle height direction and is positioned more inward in the vehicle width direction than a surface below the horizontal line. Integrated electromechanical unit.

2. The surface located on the inner side in the vehicle width direction extends to the end of the side surface in the vehicle front direction. The electromechanical integrated unit according to claim 1.

3. The power control device includes a DC-DC converter having a reactor and boosting a voltage of DC power supplied from a battery, and an inverter that converts the DC power boosted by the DC-DC converter into AC power, The DC-DC converter is disposed on the outer side of the transaxle in the vehicle width direction, and the inverter is disposed on an upper surface of the transaxle.

3. The electromechanical integrated unit according to claim 1 or 2.

4. A vehicle body comprising: a front side member designed to bend inward in a vehicle width direction at a predetermined position during a front collision; and the electromechanical integrated unit according to claim 1, When the front side member is bent at a predetermined angle inward in the vehicle width direction at the predetermined position in the event of a frontal collision, the front side member is configured to come into contact with a surface located inward in the vehicle width direction. Electric vehicle.

5. Equipped with front side members designed to bend inward in the vehicle width direction at a predetermined position in the event of a frontal collision, a mechanically and electrically integrated unit in which a transaxle and at least one power control device are integrated, the at least one power control device being disposed on the outer side of the transaxle in the vehicle width direction, the transaxle including a motor that generates rotational power, a drive shaft, and a power transmission mechanism that transmits the rotational power of the motor to the drive shaft, the power control device being configured to control the power supplied to the motor; In a side view of the vehicle, a side surface of the electromechanical integrated unit on an outer side in a vehicle width direction overlaps with the front side member, a region of the side surface that overlaps with the front side member has a surface that is located inward in a vehicle width direction compared to a region of the side surface that does not overlap with the front side member, When the front side member is bent at a predetermined angle inward in the vehicle width direction at the predetermined position in the event of a frontal collision, the front side member is configured to abut against a surface located inward in the vehicle width direction. Electric vehicle.

6. The power control device includes a DC-DC converter having a reactor and boosting the voltage of DC power supplied from a battery, The DC-DC converter is disposed so as to overlap with the front side member in a side view of the vehicle, The DC-DC converter is disposed on the side surface located rearward of the vehicle relative to the surface located inward in the vehicle width direction. The electric vehicle according to claim 4 or 5.

7. The power control device includes a DC-DC converter having a reactor and boosting the voltage of DC power supplied from a battery, When viewed from the side of the vehicle, the DC-DC converter is disposed below a position where it overlaps with the front side member. The electric vehicle according to claim 4 or 5.

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