Electric vehicle

Abstract

To provide an electric vehicle in which a power control device is arranged so as to have high operability.SOLUTION: An electric vehicle 30 includes a first mechano-electric integral unit 37 composed of a first motor 35 and a first power control device 34, and a second mechano-electric integral unit 41 composed of a second motor 39 and a second power control device 38. The first mechano-electric integral unit 37 is arranged on the front side of the vehicle relative to a battery 33. The second mechano-electric integral unit 41 is arranged on the rear side of the vehicle relative to the battery 33. In the electric vehicle 30, in a side view of the vehicle, the first power control device 34 is arranged on the rear side of the vehicle relative to the first motor 35 or rear side of the vehicle relative to a first drive shaft 36, and the second power control device 38 is arranged on the front side of the vehicle relative to the second motor 39 or on the front side of the vehicle relative to a second drive shaft 40.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to an electric vehicle. [Background technology]

[0002] Patent Document 1 discloses an electromechanical integrated unit in which a power control unit is attached to the top surface of a transaxle case. The transaxle case houses a motor. The power control unit houses an inverter that controls the motor. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2022-152851 Summary of the Invention [Problem to be solved by the invention]

[0004] The inverter is a relatively heavy device among the components installed in an electric vehicle. The weight distribution in the vehicle affects the vehicle's operability. Therefore, in order to improve the vehicle's operability, it is necessary to consider the location of the power control device including the inverter. [Means for solving the problem]

[0005] An electric vehicle that solves the above problems is an electric vehicle in which drive wheels are driven by power stored in a battery. The electric vehicle includes front wheels and rear wheels as the drive wheels. The electric vehicle includes a first motor and a second motor as motors that are power sources for driving the drive wheels. The electric vehicle includes the battery that stores power to be supplied to the first motor and the second motor. The electric vehicle includes, as power control devices that supply power to the motors, a first power control device that supplies power to the first motor and a second power control device that supplies power to the second motor. The electric vehicle includes, as electromechanical integrated units, a first electromechanical integrated unit consisting of the first motor and the first power control device, and a second electromechanical integrated unit consisting of the second motor and the second power control device. The first electromechanical integrated unit drives the front wheels via a first drive shaft. The second electromechanical integrated unit drives the rear wheels via a second drive shaft. The battery is disposed under the floor and between the front wheels and the rear wheels. The first mechanical and electrical integrated unit is disposed forward of the battery, and the second mechanical and electrical integrated unit is disposed rearward of the battery. In a side view of the electric vehicle, the first power control device is disposed rearward of the first motor, and the second power control device is disposed forward of the second motor.

[0006] An electric vehicle that solves the above problems is an electric vehicle in which drive wheels are driven by power stored in a battery. The electric vehicle includes front wheels and rear wheels as the drive wheels. The electric vehicle includes a first motor and a second motor as motors that are power sources for driving the drive wheels. The electric vehicle includes the battery that stores power to be supplied to the first motor and the second motor. The electric vehicle includes, as power control devices that supply power to the motors, a first power control device that supplies power to the first motor and a second power control device that supplies power to the second motor. The electric vehicle includes, as electromechanical integrated units, a first electromechanical integrated unit consisting of the first motor and the first power control device, and a second electromechanical integrated unit consisting of the second motor and the second power control device. The first electromechanical integrated unit drives the front wheels via a first drive shaft. The second electromechanical integrated unit drives the rear wheels via a second drive shaft. The battery is disposed under the floor and between the front wheels and the rear wheels. The first mechanical and electrical integrated unit is disposed forward of the battery, and the second mechanical and electrical integrated unit is disposed rearward of the battery. In a side view of the electric vehicle, the first power control device is disposed rearward of the first drive shaft, and the second power control device is disposed forward of the second drive shaft. [Effects of the Invention]

[0007] The electric vehicle described above has a high responsiveness when turning because the power control device, which is relatively heavy, is disposed close to the center of gravity of the electric vehicle. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 1 is a schematic diagram showing the configuration of an electrical system and a drive system in an electric vehicle according to an embodiment. [Figure 2] FIG. 2 is a schematic diagram showing the configuration of a motor, a planetary gear reduction mechanism, and a differential device in the electromechanical integrated unit of the embodiment. [Figure 3]FIG. 3 is a schematic diagram showing the arrangement of devices in the electric vehicle of the first embodiment. [Figure 4] FIG. 4 is a cross-sectional view of the electric vehicle taken along line 4-4 in FIG. [Figure 5] FIG. 5 is a schematic diagram showing the arrangement of devices in an electric vehicle according to the second embodiment. [Figure 6] FIG. 6 is a cross-sectional view of the electric vehicle taken along line 6-6 in FIG. DETAILED DESCRIPTION OF THE INVENTION

[0009] (First embodiment) A first embodiment of an electric vehicle will be described below with reference to Figures 1 to 4. 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 of the vehicle. The left-right direction coincides with the vehicle width direction.

[0010] <Regarding the Electrical System and Drive System of the Electric Vehicle 30> As shown in FIG. 1, the electric vehicle 30 includes front wheels 31, rear wheels 32, a battery 33, a first power control device 34, a first motor 35, a first drive shaft 36, a second power control device 38, a second motor 39, and a second drive shaft 40.

[0011] The electric vehicle 30 includes a first motor 35 and a second motor 39 as motors that are power sources for driving the drive wheels. The battery 33 stores electric power to be supplied to the first motor 35 and the second motor 39. That is, the electric vehicle 30 drives the drive wheels using the electric power stored in the battery 33.

[0012] The first motor 35 drives the front wheels 31 via a first drive shaft 36. That is, the front wheels 31 are drive wheels. The second motor 39 drives the rear wheels 32 via a second drive shaft 40. That is, the rear wheels 32 are drive wheels.

[0013] The first power control device 34 is a power control device that supplies power to the first motor 35. The first motor 35 and the first power control device 34 constitute a first mechanical and electrical integrated unit 37. The second power control device 38 is a power control device that supplies power to the second motor 39. The second motor 39 and the second power control device 38 constitute a second mechanically and electrically integrated unit 41.

[0014] The first power control device 34 includes an inverter that converts DC power from the battery 33 into AC power and supplies it to the first motor 35. The second power control device 38 includes an inverter that converts DC power from the battery 33 into AC power and supplies it to the second motor 39.

[0015] <Configuration of the electromechanical integrated unit 300 according to the first embodiment> Next, the configurations of the first mechanical and electrical integrated unit 37 and the second mechanical and electrical integrated unit 41 will be described. FIG. 2 is a schematic diagram showing a mechanical and electrical integrated unit 300, which represents a configuration common to the first mechanical and electrical integrated unit 37 and the second mechanical and electrical integrated unit 41 of the first embodiment. As shown in FIG. 2, the mechanical and electrical integrated unit 300 houses a motor 350, a planetary gear reduction mechanism 360, and a differential device 370. That is, the first mechanical and electrical integrated unit 37 and the second mechanical and electrical integrated unit 41 house the planetary gear reduction mechanism 360 and the differential device 370, respectively. The motor 350 in the mechanical and electrical integrated unit 300 is the first motor 35 in the first mechanical and electrical integrated unit 37. The motor 350 in the mechanical and electrical integrated unit 300 is the second motor 39 in the second mechanical and electrical integrated unit 41. In the electromechanical integrated unit 300, a motor 350, a planetary gear reduction mechanism 360, and a differential device 370 are arranged so as to overlap each other in a side view of the vehicle. That is, in the first electromechanical integrated unit 37, a first motor 35, a planetary gear reduction mechanism 360, and a differential device 370 are arranged so as to overlap each other in a side view of the vehicle. In the second electromechanical integrated unit 41, a second motor 39, a planetary gear reduction mechanism 360, and a differential device 370 are arranged so as to overlap each other in a side view of the vehicle.

[0016] Planetary gear reduction mechanism 360 reduces and outputs the rotation transmitted from motor 350. Differential device 370 transmits the rotation transmitted from planetary gear reduction mechanism 360 to drive wheels via left and right drive shafts 380.

[0017] The electromechanical integrated unit 300 includes a planetary gear reduction mechanism 360 on the right side of the vehicle relative to the motor 350. The electromechanical integrated unit 300 includes a differential 370 on the right side of the vehicle relative to the planetary gear reduction mechanism 360. The electromechanical integrated unit 300 may also include the planetary gear reduction mechanism 360 on the left side of the vehicle relative to the motor 350. In this case, the electromechanical integrated unit 300 includes the differential 370 on the left side of the vehicle relative to the planetary gear reduction mechanism 360.

[0018] <Configuration of motor 350> The motor 350 includes a stator 351, a rotor 352, and an output shaft 353. The stator 351 is fixed to the case of the electromechanical integrated unit 300. The rotor 352 is rotatable relative to the stator 351. The output shaft 353 is fixed to the rotor 352.

[0019] <Configuration of planetary gear reduction mechanism 360> The planetary gear reduction mechanism 360 includes a sun gear 361, a pinion gear 362, a ring gear 363, and a carrier 364. The sun gear 361 is fixed to an output shaft 353 of the motor 350 that protrudes to the right side of the vehicle. The sun gear 361 has an annular shape with external teeth. The sun gear 361 rotates integrally with the output shaft 353 around the rotation axis L.

[0020] The ring gear 363 is fixed to the case of the electromechanical integrated unit 300. The ring gear 363 has an annular shape with internal teeth. The ring gear 363 is located on the right side of the vehicle relative to the sun gear 361.

[0021] The pinion gear 362 includes a pinion shaft 365, a large-diameter pinion gear 366, and a small-diameter pinion gear 367. That is, the pinion gear 362 is a so-called stepped pinion. The large-diameter pinion gear 366 is an external gear fixed to the pinion shaft 365. The large-diameter pinion gear 366 meshes with the sun gear 361. The small-diameter pinion gear 367 is an external gear fixed to a portion of the outer circumferential surface of the pinion shaft 365 that is on the right side of the vehicle relative to the large-diameter pinion gear 366. The outer diameter of the small-diameter pinion gear 367 is smaller than the outer diameter of the large-diameter pinion gear 366. The small-diameter pinion gear 367 meshes with the ring gear 363. The planetary gear reduction mechanism 360 includes three pinion gears 362. In FIG. 2, only one pinion gear 362 is shown as a representative.

[0022] A pinion shaft 365 of the pinion gear 362 is rotatably supported by a carrier 364. Specifically, a support shaft 368 of the carrier 364 is inserted through the center of the pinion shaft 365. The pinion shaft 365 is supported by the support shaft 368. The carrier 364 has a disk shape. The pinion gear 362 is rotatable relative to the carrier 364. That is, the pinion gear 362 is rotatable on its own axis.

[0023] The electromechanical integrated unit 300 rotatably supports the carrier 364. That is, the carrier 364 is rotatable relative to the case of the electromechanical integrated unit 300. The pinion gear 362 is revolvable around the sun gear 361. The carrier 364 is rotatable coaxially with the sun gear 361 in accordance with the revolution of the pinion gear 362. That is, the carrier 364 rotates around the rotation axis L.

[0024] <Configuration of differential device 370> The differential device 370 includes a differential case 371, a differential pinion shaft 372, two differential pinion gears 373, and two differential side gears 374. The differential case 371 is integral with the carrier 364. The differential pinion shaft 372 is provided inside the differential case 371. The differential pinion shaft 372 is perpendicular to the rotation axis L. The differential pinion gear 373, which is inserted through the differential pinion shaft 372, is in mesh with the differential side gear 374. The right differential side gear 374 is connected to the right drive shaft 380. The left differential side gear 374 is connected to the left drive shaft 380.

[0025] When the carrier 364 rotates about the rotation axis L, the differential case 371 rotates about the rotation axis L. As the differential case 371 rotates about the rotation axis L, the left and right drive shafts 380 rotate about the rotation axis L via the differential pinion shaft 372, the differential pinion gear 373, and the differential side gear 374. Furthermore, with the above-mentioned gears, the differential device 370 allows a difference in rotation speed to occur between the left and right drive shafts 380. The drive shaft 380 on the left side of the vehicle is inserted inside the output shaft 353. The drive shaft 380 is rotatable relative to the output shaft 353.

[0026] <Regarding the internal structure of the electric vehicle 30 according to the first embodiment> FIG. 3 is a schematic diagram showing the arrangement of devices in a top view of the electric vehicle 30 of the first embodiment, looking down from above.

[0027] In the electric vehicle 30, a first mechanical and electrical integrated unit 37 is disposed in front of the battery 33. In the electric vehicle 30, a second mechanical and electrical integrated unit 41 is disposed behind the battery 33. That is, the electric vehicle 30 is equipped with two mechanical and electrical integrated units 300. In the electric vehicle 30, the battery 33 is disposed between the first mechanical and electrical integrated unit 37 and the second mechanical and electrical integrated unit 41.

[0028] The first mechanical and electrical integrated unit 37 drives the front wheels 31 via a first drive shaft 36. The second mechanical and electrical integrated unit 41 drives the rear wheels 32 via a second drive shaft 40. The first electric power control device 34 constituting the first mechanically and electrically integrated unit 37 is disposed rearward of the first motor 35 in the vehicle. The first electric power control device 34 is disposed rearward of the first drive shaft 36 in the vehicle. The second electric power control device 38 constituting the second mechanically and electrically integrated unit 41 is disposed frontward of the second motor 39 in the vehicle. The second electric power control device 38 is disposed frontward of the second drive shaft 40 in the vehicle.

[0029] <Regarding a cross-sectional side view of the electric vehicle 30 according to the first embodiment> Fig. 4 shows a schematic cross-sectional view of the electric vehicle 30 in Fig. 3 taken along line 4-4 in Fig. 3. As shown in Fig. 4, the electric vehicle 30 is provided with a first row of seats 42 and a second row of seats 43 on a floor 44. The second row of seats 43 are disposed behind the first row of seats 42 in the vehicle. The battery 33 is disposed below the floor 44 and between the front wheels 31 and the rear wheels 32.

[0030] In the electric vehicle 30, a first mechanical and electrical integrated unit 37 is disposed in front of the battery 33. A first power control device 34 constituting the first mechanical and electrical integrated unit 37 is disposed behind the first motor 35. The first power control device 34 is disposed behind the first drive shaft 36. The first power control device 34 is disposed inward of the wheel diameter of the front wheels 31 in a side view of the vehicle.

[0031] In the electric vehicle 30, a second mechanical and electrical integrated unit 41 is disposed rearward of the battery 33. A second power control device 38 constituting the second mechanical and electrical integrated unit 41 is disposed forward of the second motor 39. The second power control device 38 is disposed forward of the second drive shaft 40. The second power control device 38 is disposed inward of the wheel diameter of the rear wheels 32 in a side view of the vehicle.

[0032] <Operation of the First Embodiment> The response during cornering is higher when parts are mounted closer to the vehicle's center of gravity and the mass is concentrated closer to the center of gravity than when parts are mounted farther from the center of gravity and the mass is dispersed farther from the center of gravity.

[0033] The battery 33, the first power control device 34, and the second power control device 38 are relatively heavy among the components mounted on the electric vehicle 30. In the electric vehicle 30, the battery 33, the first power control device 34, and the second power control device 38 are disposed between the first motor 35 and the first drive shaft 36 that drive the front wheels 31, and the second motor 39 and the second drive shaft 40 that drive the rear wheels 32. That is, in the electric vehicle 30, the first power control device 34 and the second power control device 38, which are relatively heavy, are disposed closer to the center of the vehicle. As a result, in the electric vehicle 30, the first power control device 34 and the second power control device 38, which are relatively heavy, are disposed closer to the center of gravity of the electric vehicle 30.

[0034] <Effects of the first embodiment> (1-1) In the electric vehicle 30, the first power control device 34, which is relatively heavy, is disposed closer to the center of gravity of the electric vehicle 30 than the first motor 35 and the first drive shaft 36. In the electric vehicle 30, the second power control device 38, which is relatively heavy, is disposed closer to the center of gravity of the electric vehicle 30 than the second motor 39 and the second drive shaft 40. This allows the electric vehicle 30 to have high responsiveness when turning.

[0035] (1-2) The first electromechanical integrated unit 37 and the second electromechanical integrated unit 41 are smaller in size in the vehicle length direction than electromechanical integrated units in which the motor output shaft and the drive shaft of the drive wheels do not overlap in a side view of the vehicle. As a result, even if the first power control device 34 and the second power control device 38 are disposed closer to the center of the vehicle, the electric vehicle 30 can ensure space for installing the battery 33 between the front wheels 31 and the rear wheels 32. As a result, the electric vehicle 30 can achieve both high responsiveness during cornering and ensuring space for installing the battery 33.

[0036] (Second embodiment) Next, a second embodiment will be described with reference to Figures 5 and 6. The second embodiment will be described mainly focusing on the differences from the first embodiment.

[0037] <Regarding the internal structure of the electric vehicle 30 according to the second embodiment> 5 is a schematic diagram showing the arrangement of devices in a top view of an electric vehicle 30 according to a second embodiment. In the electric vehicle 30, a first mechanical and electrical unit 37 is disposed in front of the battery 33. In the electric vehicle 30, a second mechanical and electrical unit 41 is disposed behind the battery 33. The first mechanical and electrical unit 37 drives the front wheels 31 via a first drive shaft 36. The second mechanical and electrical unit 41 drives the rear wheels 32 via a second drive shaft 40.

[0038] The first electric power control device 34 constituting the first mechanically and electrically integrated unit 37 is disposed rearward of the first motor 35. The first electric power control device 34 is disposed rearward of the first drive shaft 36. The first electric power control device 34 is disposed rearward of the front wheels 31.

[0039] The second electric power control device 38 constituting the second mechanically and electrically integrated unit 41 is disposed in front of the second motor 39. The second electric power control device 38 is disposed in front of the second drive shaft 40. The second electric power control device 38 is disposed in front of the rear wheels 32.

[0040] <Regarding a cross-sectional side view of the electric vehicle 30 according to the second embodiment> Fig. 6 shows a schematic cross-sectional view of the electric vehicle 30 in Fig. 5 taken along line 6-6 in Fig. 5. As shown in Fig. 6, the electric vehicle 30 is provided with a first row of seats 42 and a second row of seats 43 on a floor 44. The second row of seats 43 are disposed behind the first row of seats 42 in the vehicle. The battery 33 is disposed below the floor 44 and between the front wheels 31 and the rear wheels 32.

[0041] In the electric vehicle 30, a first mechanical and electrical integrated unit 37 is disposed in front of the battery 33. A first power control device 34 constituting the first mechanical and electrical integrated unit 37 is disposed behind the first motor 35. The first power control device 34 is disposed behind the first drive shaft 36. The first power control device 34 is disposed outward of the wheel diameter of the front wheels 31 in a side view of the vehicle.

[0042] In the electric vehicle 30, a second mechanical and electrical integrated unit 41 is disposed rearward of the battery 33. A second power control device 38 constituting the second mechanical and electrical integrated unit 41 is disposed forward of the second motor 39. The second power control device 38 is disposed forward of the second drive shaft 40. The second power control device 38 is disposed outward of the wheel diameter of the rear wheels 32 in a side view of the vehicle.

[0043] <Operation of the Second Embodiment> In the electric vehicle 30, the first power control device 34 is disposed rearward of the front wheels 31. Therefore, in the electric vehicle 30, the first power control device 34, which is relatively heavy, is disposed closer to the center of the vehicle compared to a vehicle in which the first power control device 34 is disposed inside the wheel diameter of the front wheels 31 in a side view of the wheels.

[0044] In the electric vehicle 30, the second electric power control device 38 is disposed further forward than the rear wheels 32. Therefore, in the electric vehicle 30, the second electric power control device 38, which is relatively heavy, is disposed closer to the center of the vehicle compared to a vehicle in which the second electric power control device 38 is disposed on the inside of the wheel diameter of the rear wheels 32 in a side view of the wheels.

[0045] <Effects of the second embodiment> (2-1) In the electric vehicle 30, the first electric power control device 34, which is relatively heavy, is disposed closer to the center of gravity of the electric vehicle 30 than the front wheels 31. In the electric vehicle 30, the second electric power control device 38, which is relatively heavy, is disposed closer to the center of gravity of the electric vehicle 30 than the rear wheels 32. This allows the electric vehicle 30 to have high responsiveness when turning.

[0046] <Example of change> Common modifiable elements of the above embodiments include the following: The following modifications can be implemented in combination with each other within the scope of technical compatibility.

[0047] In the electric vehicle 30 of the first embodiment, the first power control device 34 and the second power control device 38 are both disposed inside the wheel diameter in a side view of the vehicle. In the electric vehicle 30 of the second embodiment, the first power control device 34 and the second power control device 38 are both disposed outside the wheel diameter in a side view of the vehicle. Whether the first power control device 34 and the second power control device 38 are disposed outside or inside the wheel diameter may be changed as appropriate. It is sufficient that at least the first power control device 34 is disposed rearward of the first motor 35 or the first drive shaft 36, and the second power control device 38 is disposed forward of the second motor 39 or the second drive shaft 40. For example, in the electric vehicle 30, the first power control device 34 may be disposed inside the wheel diameter of the front wheels 31 in a side view of the vehicle, and the second power control device 38 may be disposed outside the wheel diameter of the rear wheels 32 in a side view of the vehicle. In the electric vehicle 30, the first power control device 34 may be arranged on the outside of the wheel diameter of the front wheel 31 when viewed from the side of the vehicle, and the second power control device 38 may be arranged on the inside of the wheel diameter of the rear wheel 32 when viewed from the side of the vehicle.

[0048] The electromechanical integrated unit 300 mounted on the electric vehicle 30 does not need to have the drive shaft 380 passing through the output shaft 353 of the motor 350. In other words, the electromechanical integrated unit 300 mounted on the electric vehicle 30 does not need to have the motor 350, planetary gear reduction mechanism 360, and differential device 370 arranged to overlap each other in a side view of the vehicle.

[0049] In the electric vehicle 30, as long as the first power control device 34 is disposed rearward of the first motor 35 and the second power control device 38 is disposed forward of the second motor 39, the first power control device 34 may be disposed forward of the first drive shaft 36. That is, in the electric vehicle 30, the first power control device 34, the first motor 35, and the first drive shaft 36 may be disposed in this order from the front of the vehicle. Even in this case, the first power control device 34, which is relatively heavy, is disposed closer to the center of gravity of the electric vehicle 30 than when the first power control device 34 is disposed further forward of the first motor 35 and the first drive shaft 36. This allows the electric vehicle 30 to have high responsiveness during cornering.

[0050] In the electric vehicle 30, as long as the first electric power control device 34 is disposed rearward of the first motor 35 and the second electric power control device 38 is disposed forward of the second motor 39, the second electric power control device 38 may be disposed rearward of the second drive shaft 40. That is, in the electric vehicle 30, the second electric power control device 38, the second motor 39, and the second drive shaft 40 may be disposed in this order from the front of the vehicle. Even in this case, the second electric power control device 38, which is relatively heavy, is disposed closer to the center of gravity of the electric vehicle 30 than when the second electric power control device 38 is disposed rearward of the second motor 39 and the second drive shaft 40. This allows the electric vehicle 30 to have high responsiveness during cornering.

[0051] In the electric vehicle 30, as long as the first power control device 34 is disposed rearward of the first drive shaft 36 and the second power control device 38 is disposed forward of the second drive shaft 40, the first power control device 34 may be disposed forward of the first motor 35. That is, in the electric vehicle 30, the first power control device 34, the first motor 35, and the first drive shaft 36 may be disposed in this order from the front of the vehicle. Even in this case, the first power control device 34, which is relatively heavy, is disposed closer to the center of gravity of the electric vehicle 30 than when the first power control device 34 is disposed further forward of the first motor 35 and the first drive shaft 36. This allows the electric vehicle 30 to have high responsiveness during cornering.

[0052] In the electric vehicle 30, as long as the first electric power control device 34 is disposed rearward of the first drive shaft 36 and the second electric power control device 38 is disposed forward of the second drive shaft 40, the second electric power control device 38 may be disposed rearward of the second motor 39. That is, in the electric vehicle 30, the second electric power control device 38, the second motor 39, and the second drive shaft 40 may be disposed in this order from the front of the vehicle. Even in this case, the second electric power control device 38, which is relatively heavy, is disposed closer to the center of gravity of the electric vehicle 30 than when the second electric power control device 38 is disposed rearward of the second motor 39 and the second drive shaft 40. This allows the electric vehicle 30 to have high responsiveness during cornering.

[0053] The first mechanical and electrical integrated unit 37 may include a device other than an inverter as the first power control device 34. Similarly, the second mechanical and electrical integrated unit 41 may include a device other than an inverter as the second power control device 38. For example, the first mechanical and electrical integrated unit 37 may include, in addition to the inverter, a DC-DC converter that boosts the DC power supplied from the battery 33. In this case, the inverter provided as the first power control device 34 converts the DC power supplied from the DC-DC converter into AC power and supplies it to the first motor 35. The first mechanical and electrical integrated unit 37 may include, as a power control device, a first motor ECU (Electronic Control Unit) that controls the power supplied to the first motor 35. Similarly, the second mechanical and electrical integrated unit 41 may include, as a power control device, a second motor ECU that controls the power supplied to the second motor 39. Additionally, either the first mechanical and electrical integrated unit 37 or the second mechanical and electrical integrated unit 41 may include a battery ECU that controls the power of the battery 33, or an integrated ECU that controls other ECUs by communicating with multiple ECUs. The ECU includes a CPU and a memory that stores control programs and data. The ECU performs various control-related processes by having the CPU execute programs stored in the memory. [Explanation of symbols]

[0054] 30...Electric vehicle 31...Front wheel 32...Rear wheel 33...Battery 34...First power control device 35...First motor 36...First drive shaft 37...First mechanical and electrical integrated unit 38...Second power control device 39...Second motor 40...Second drive shaft 41...Second mechanical and electrical integrated unit 44...Floor 300...Mechanical and electrical integrated unit 350...Motor 353...Output shaft 360...Planetary gear reduction mechanism 361...Sangia 362...Pinion gear 363…Ring gear 364...Career 370…Differential device 371...Differential case 372...Differential pinion shaft 373...Differential pinion gear 374...Differential side gear 380...Drive shaft L...Rotation axis

Claims

1. An electric vehicle whose drive wheels are driven by electricity stored in a battery. The drive wheels include front wheels and rear wheels, a first motor and a second motor as power sources for driving the drive wheels; the battery stores power to be supplied to the first motor and the second motor; The power control device for supplying power to the motors includes a first power control device for supplying power to the first motor and a second power control device for supplying power to the second motor, the electromechanical integrated unit includes a first electromechanical integrated unit including the first motor and the first power control device, and a second electromechanical integrated unit including the second motor and the second power control device, the first electromechanical integrated unit drives the front wheels via a first drive shaft; the second mechanically and electrically integrated unit drives the rear wheels via a second drive shaft; the battery is disposed under a floor and between the front wheels and the rear wheels, the first mechanical and electrical integrated unit is disposed forward of the battery, and the second mechanical and electrical integrated unit is disposed rearward of the battery, When viewed from the side of the vehicle, the first power control device is disposed rearward of the first motor, and the second power control device is disposed forward of the second motor. Electric vehicle.

2. An electric vehicle whose drive wheels are driven by electricity stored in a battery. The drive wheels include front wheels and rear wheels, a first motor and a second motor as power sources for driving the drive wheels; the battery stores power to be supplied to the first motor and the second motor; The power control device for supplying power to the motors includes a first power control device for supplying power to the first motor and a second power control device for supplying power to the second motor, the electromechanical integrated unit includes a first electromechanical integrated unit including the first motor and the first power control device, and a second electromechanical integrated unit including the second motor and the second power control device, the first electromechanical integrated unit drives the front wheels via a first drive shaft; the second mechanically and electrically integrated unit drives the rear wheels via a second drive shaft; the battery is disposed under a floor and between the front wheels and the rear wheels, the first mechanical and electrical integrated unit is disposed forward of the battery, and the second mechanical and electrical integrated unit is disposed rearward of the battery, When viewed from the side of the vehicle, the first power control device is disposed rearward of the first drive shaft, and the second power control device is disposed forward of the second drive shaft. Electric vehicle.

3. When viewed from the side of the vehicle, the first power control device is disposed rearward of the first drive shaft, and the second power control device is disposed forward of the second drive shaft. The electric vehicle according to claim 1 .

4. At least one of the electromechanical integrated units includes a planetary gear reduction mechanism that reduces the speed of rotation transmitted from the motor and outputs the reduced speed, and a differential device that transmits the rotation transmitted from the planetary gear reduction mechanism to the drive wheels via left and right drive shafts, The planetary gear reduction mechanism includes a sun gear provided on an output shaft of the motor, a plurality of pinion gears meshed with the sun gear and revolving around a rotation axis of the sun gear, a ring gear meshed with the pinion gears, and a carrier rotatably supporting the pinion gears and rotating coaxially with the sun gear in accordance with the revolution of the pinion gears, The differential device includes a differential case that is integral with the carrier, a differential pinion shaft that is provided in the differential case and perpendicular to the rotation axis, a plurality of differential pinion gears that are inserted through the differential pinion shaft, and a plurality of differential side gears that mesh with the differential pinion gears and are connected to the drive shaft, The rotation of the carrier causes the differential case to rotate, thereby rotating the drive shaft via the differential pinion shaft, the differential pinion gear, and the differential side gear. The motor, the carrier, the differential case, and the drive shaft rotate about the rotation axis, One of the drive shafts is inserted through the inside of the output shaft, When viewed from the side of the vehicle, the motor, the planetary gear reduction mechanism, and the differential device are arranged to overlap each other. The electric vehicle according to claim 3 .

5. At least one of the power control devices is disposed outside the wheels when viewed from the side of the vehicle. The electric vehicle according to any one of claims 1 to 4.

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