Electric vehicle

Abstract

To provide an electric vehicle capable of protecting a machine-electricity integrated unit and an auxiliary machine from impact caused by a front collision.SOLUTION: The electrically-driven vehicle 30 includes a mechanically and electrically integrated unit 300 in which a motor 350 as a power source for driving the front wheels 31 and an electric power control device 310 for supplying electric power of the battery 33 to the motor 350 are integrated. The electrically-driven vehicle 30 is provided with a thermal-integrated unit 400 which is an auxiliary machine. The machine-electricity integrated unit 300 and the thermal-integration unit 400 are arranged between the front wheel 31 on the right side of the vehicle and the front wheel 31 on the left side of the vehicle and inside a wheel diameter of the front wheel 31 in a side view of the vehicle.SELECTED DRAWING: Figure 2

Description

[Technical Field]

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

[0002] Patent Document 1 discloses an electric vehicle that receives power from a battery and runs solely on the driving force of a motor. In the electric vehicle, an inverter is fixed to the top of the motor.

[0003] The electric vehicle has an electric compressor disposed behind the motor. The electric vehicle has a load receiving portion for receiving a load between the electric compressor and a conductor connection portion that electrically connects the motor and inverter. As a result, in the event of a frontal collision in which an object collides with the vehicle from the front, the electric compressor comes into contact with the load receiving portion, thereby protecting the conductor connection portion from the electric compressor. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent Publication No. 2021-030802 Summary of the Invention [Problem to be solved by the invention]

[0005] It is desirable to protect not only motors and inverters, but also auxiliary equipment such as electric compressors from impacts applied to the vehicle. [Means for solving the problem]

[0006] An electric vehicle that solves the above problem drives the front wheels, which are drive wheels, with power stored in a battery. The electric vehicle includes the battery. The electric vehicle includes an electromechanical integrated unit that integrates a motor, which is a power source that drives the front wheels, and a power control device that supplies power from the battery to the motor. The electric vehicle includes an auxiliary device. The battery is disposed under the floor of the passenger compartment, and the electromechanical integrated unit and the auxiliary device are disposed forward of the passenger compartment. The electromechanical integrated unit and the auxiliary device are disposed between the front wheel on the right side of the vehicle and the front wheel on the left side of the vehicle. The electromechanical integrated unit and the auxiliary device are disposed inward of the wheel diameter of the front wheels in a side view of the vehicle. [Effects of the Invention]

[0007] The electric vehicle described above can protect both the electromechanical integrated unit and the auxiliary machinery from an impact resulting from a frontal collision. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 1 is a schematic diagram showing the arrangement of devices in an electric vehicle according to one embodiment. [Figure 2] FIG. 2 is a cross-sectional view of the electric vehicle taken along line 2-2 in FIG. [Figure 3] FIG. 3 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 4] FIG. 4 is a configuration diagram showing a thermal management system according to an embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0009] An 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 internal structure of the electric vehicle 30> Fig. 1 is a schematic diagram showing the arrangement of devices in a top view of an electric vehicle 30 viewed from above. As shown in Fig. 1, the electric vehicle 30 includes a pair of left and right front wheels 31, a battery 33, a mechanically and electrically integrated unit 300, a drive shaft 380, and a thermal integrated unit 400. The configurations of the mechanically and electrically integrated unit 300 and the thermal integrated unit 400 will be described later. The mechanically and electrically integrated unit 300, the drive shaft 380, and the thermal integrated unit 400 are disposed between the right front wheel 31 and the left front wheel 31. The thermal integrated unit 400 is disposed above the mechanically and electrically integrated unit 300 on the vehicle.

[0011] FIG. 2 is a schematic cross-sectional view of the electric vehicle 30 in FIG. 1 taken along line 2-2 in FIG. 1. FIG. 2 shows a schematic view of the internal structure of the electric vehicle 30 in a side view of the vehicle, as seen from the left side. As shown in FIG. 2, the electric vehicle 30 includes a battery 33, a floor 44, and a dash panel 45. The dash panel 45 divides the internal space of the electric vehicle 30 into a passenger compartment 46 and a space forward of the passenger compartment 46. The passenger compartment 46 is a space located rearward of the vehicle as seen from the dash panel 45. In the electric vehicle 30, the battery 33 is disposed below the floor 44 in the passenger compartment 46.

[0012] The electric vehicle 30 includes an electromechanical integrated unit 300 and a thermal integrated unit 400 located forward of the dash panel 45. The electromechanical integrated unit 300 and the thermal integrated unit 400 are disposed inside the wheel diameter of the front wheels 31 in a side view of the vehicle.

[0013] <Configuration of the electromechanical integrated unit 300> 2, the electromechanical integrated unit 300 is a unit in which the motor 350, a power transmission mechanism (not shown), and a power control device 310 are integrated. The power control device 310 is disposed behind the motor 350 in the vehicle. That is, the power control device 310 is disposed on a side of the motor 350. In the electrically powered vehicle 30, the power control device 310 in the electromechanical integrated unit 300 may be disposed at a position other than behind the motor 350 in the vehicle. For example, the electromechanical integrated unit 300 may be disposed so that the power control device 310 overlaps the motor 350 in the vertical direction.

[0014] The motor 350 is a power source that drives the front wheels 31, which are drive wheels, via a drive shaft 380. The battery 33 stores electric power to be supplied to the motor 350. That is, the electric vehicle 30 drives the front wheels 31, which are drive wheels, using the electric power stored in the battery 33.

[0015] The power control device 310 is a device that supplies power to the motor 350. The power control device 310 includes an inverter that converts DC power from the battery 33 into AC power and supplies the AC power to the motor 350.

[0016] The electromechanical integrated unit 300 may include a device other than an inverter as the power control device 310. The electromechanical integrated unit 300 may include, in addition to the inverter, a DC-DC converter that boosts DC power supplied from the battery 33. In this case, the inverter provided as the power control device 310 converts the DC power supplied from the DC-DC converter into AC power and supplies it to the motor 350. The electromechanical integrated unit 300 may include, as the power control device 310, an ECU (Electronic Control Unit) that controls the power supplied to the motor 350. 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.

[0017] FIG. 3 is a schematic diagram showing an electromechanical integrated unit 300. As shown in FIG. 3, the electromechanical integrated unit 300 houses a motor 350, a planetary gear reduction mechanism 360, and a differential gear 370. In the electromechanical integrated unit 300, the motor 350, the planetary gear reduction mechanism 360, and the differential gear 370 are arranged so as to overlap each other when viewed from the side of the vehicle. The planetary gear reduction mechanism 360 reduces the rotation transmitted from the motor 350 and outputs the reduced rotation. The differential gear 370 transmits the rotation transmitted from the planetary gear reduction mechanism 360 to the drive wheels via left and right drive shafts 380. In other words, the planetary gear reduction mechanism 360, the differential gear 370, and the drive shafts 380 form a power transmission mechanism.

[0018] 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.

[0019] <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.

[0020] <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.

[0021] 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.

[0022] 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. 3, only one pinion gear 362 is shown as a representative.

[0023] 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.

[0024] 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.

[0025] <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.

[0026] 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.

[0027] In the electromechanical integrated unit 300 mounted on the electric vehicle 30, the drive shaft 380 does not have to pass through the output shaft 353 of the motor 350. In other words, in the electromechanical integrated unit 300 mounted on the electric vehicle 30, the motor 350, the planetary gear reduction mechanism 360, and the differential device 370 do not have to be arranged to overlap each other in a side view of the vehicle.

[0028] <Configuration of the thermal integrated unit 400> As shown in FIG. 2, the thermal integrated unit 400 is a unit in which a heat management device 410, a refrigerant module 420, a high-voltage heater 430, and an electric compressor 440 are integrated.

[0029] 4 is an auxiliary device that integrates a four-way valve 411 and a five-way valve 412. The four-way valve 411 is a valve that divides the heat medium flowing in a second pipe 820 (described later) into a plurality of paths. The five-way valve 412 is a valve that divides the heat medium flowing in a third pipe 830 (described later) into a plurality of paths. The heat management device 410 may include an ECU that controls the four-way valve 411 and the five-way valve 412.

[0030] 4, the water-cooled condenser 441, the first expansion valve 443, the second expansion valve 446, and the chiller 447 are integrated into one auxiliary device. The refrigerant module 420 may include an ECU that controls the first expansion valve 443 and the second expansion valve 446.

[0031] High-voltage heater 430 is an auxiliary machine that heats the heat medium using power supplied from battery 33. Electric compressor 440 is an auxiliary machine that compresses the refrigerant using power supplied from battery 33. High-voltage heater 430 and electric compressor 440 are high-voltage auxiliary machines that receive a high voltage. Thermal integrated unit 400, in which high-voltage heater 430 and electric compressor 440 are integrated, is also a high-voltage auxiliary machine that receives a high voltage.

[0032] The thermal integrated unit 400 is a device that constitutes a thermal management system 800 of the electric vehicle 30. The thermal management system 800 is a system that maintains the battery 33 and the electromechanical integrated unit 300 at appropriate temperatures while efficiently managing the air conditioning of the vehicle interior 46 using an air conditioning device (not shown).

[0033] <About the Thermal Management System 800> As shown in FIG. 4, the thermal management system 800 includes a first pipe 810, a second pipe 820, and a third pipe 830. The first pipe 810 includes an evaporator path 811 and a chiller path 812. A refrigerant flows through the first pipe 810 indicated by a dashed line. That is, the first pipe 810 is a refrigerant pipe. The refrigerant flowing through the first pipe 810 is, for example, an HFC (Hydrofluorocarbon)-based refrigerant or an HFO (Hydrofluoroolefin)-based refrigerant. The second pipe 820 includes a four-way valve 411, a high-voltage heater path 821, a heater core path 822, a high-temperature radiator path 823, and a heat exchanger path 824. Coolant flows through the second pipe 820 as a heat medium. The third pipe 830 includes a temperature adjustment path 831, a five-way valve 412, a battery path 832, a low-temperature radiator path 833, and a reserve path 834. Coolant flows through the third pipe 830 as a heat medium. The heat medium flowing through the second pipe 820 has a higher temperature than the heat medium flowing through the third pipe 830. Antifreeze may flow through the second pipe 820 and the third pipe 830 as a heat medium. Different types of heat medium may flow through the second pipe 820 and the third pipe 830, respectively.

[0034] <About evaporator route 811> The evaporator path 811 is provided with an electric compressor 440, a water-cooled condenser 441, a modulator 442, a first expansion valve 443, an evaporator 444, and an EPR (Evaporator Pressure Regulator) 445. The electric compressor 440 compresses refrigerant gas and discharges high-temperature, high-pressure compressed refrigerant gas. When the electric compressor 440 operates, the refrigerant moves in the direction of the dashed arrow shown in FIG. 4. The compressed refrigerant gas discharged from the electric compressor 440 flows into the water-cooled condenser 441.

[0035] The water-cooled condenser 441 exchanges heat between the high-temperature, high-pressure compressed refrigerant gas flowing through the evaporator path 811 and the heat medium flowing through the high-voltage heater path 821. The compressed refrigerant gas flowing through the high-voltage heater path 821 has a higher temperature than the heat medium flowing through the high-voltage heater path 821. Therefore, the water-cooled condenser 441 heats the heat medium flowing through the high-voltage heater path 821 through heat exchange, and cools the compressed refrigerant gas flowing through the evaporator path 811. The compressed refrigerant gas is condensed by cooling in the water-cooled condenser 441. As a result, the compressed refrigerant gas becomes liquid refrigerant. The liquid refrigerant that has passed through the water-cooled condenser 441 flows into the modulator 442. The modulator 442 removes air bubbles from the liquid refrigerant.

[0036] The liquid refrigerant that has passed through the modulator 442 flows into the first expansion valve 443. The first expansion valve 443 expands the high-pressure liquid refrigerant to form a low-pressure liquid refrigerant. The first expansion valve 443 controls the flow rate of the refrigerant that flows into the evaporator 444. The liquid refrigerant that has passed through the first expansion valve 443 flows into the evaporator 444.

[0037] The evaporator 444 exchanges heat between the liquid refrigerant and the air in the air conditioner (not shown). That is, the evaporator 444 functions as a cooling circuit in the air conditioner. The evaporator 444 cools the air in the air conditioner by absorbing heat from the air in the air conditioner. The liquid refrigerant that has received and transferred heat evaporates and becomes a refrigerant gas.

[0038] The refrigerant gas that has passed through the evaporator 444 flows into the EPR 445. The EPR 445 controls the flow rate of the refrigerant in the evaporator path 811. In this way, the EPR 445 controls the pressure in the evaporator 444. The refrigerant gas that has passed through the EPR 445 flows into the electric compressor 440.

[0039] <Regarding chiller route 812> The chiller path 812 connects the evaporator path 811 downstream of the modulator 442 and downstream of the EPR 445, and bypasses the evaporator 444 and the EPR 445. A second expansion valve 446 and a chiller 447 are disposed in the chiller path 812. The second expansion valve 446 expands high-pressure liquid refrigerant to produce low-pressure liquid refrigerant. The second expansion valve 446 controls the flow rate of the refrigerant flowing into the chiller 447. The liquid refrigerant that has passed through the second expansion valve 446 flows into the chiller 447.

[0040] The chiller 447 exchanges heat between the liquid refrigerant flowing through the chiller path 812 and the heat medium flowing through the temperature adjustment path 831 in the third pipe 830. The liquid refrigerant flowing through the chiller path 812 is at a lower temperature than the heat medium flowing through the temperature adjustment path 831 in the third pipe 830. Therefore, the chiller 447 cools the heat medium flowing through the temperature adjustment path 831 in the third pipe 830 through heat exchange, and warms the liquid refrigerant flowing through the chiller path 812. The warmed liquid refrigerant evaporates and becomes a refrigerant gas. The refrigerant gas that has passed through the chiller 447 flows into the electric compressor 440.

[0041] <About high voltage heater path 821> A reserve tank 432, a pump 433, a water-cooled condenser 441, and a high-voltage heater 430 are disposed in the high-voltage heater path 821. A heat medium is stored in the reserve tank 432. The pump 433 discharges the heat medium stored in the reserve tank 432 from the reserve tank 432 toward the water-cooled condenser 441. When the pump 433 operates, the heat medium in the second pipe 820 moves in the direction of the arrow shown in FIG. 4. The heat medium discharged from the pump 433 flows into the water-cooled condenser 441 disposed downstream of the pump 433.

[0042] The water-cooled condenser 441 exchanges heat between the heat medium flowing through the high-voltage heater path 821 and the high-temperature, high-pressure compressed refrigerant gas flowing through the evaporator path 811. The heat medium flowing through the high-voltage heater path 821 has a lower temperature than the compressed refrigerant gas flowing through the evaporator path 811. Therefore, the water-cooled condenser 441 cools the compressed refrigerant gas flowing through the evaporator path 811 through heat exchange, and also warms the heat medium flowing through the high-voltage heater path 821.

[0043] The heat medium that has passed through the water-cooled condenser 441 flows into the high-voltage heater 430. The high-voltage heater 430 heats the heat medium flowing in the high-voltage heater path 821 using power supplied from the battery 33. The heat medium that has passed through the high-voltage heater 430 flows into the four-way valve 411.

[0044] The four-way valve 411 is configured to be able to divert the heat medium flowing in from the high-voltage heater path 821 to the heater core path 822, the high-temperature radiator path 823, and the heat exchanger path 824. The thermal management system 800 can use the four-way valve 411 to variably control the proportion of the heat medium diverted to the heater core path 822, the proportion diverted to the high-temperature radiator path 823, and the proportion diverted to the heat exchanger path 824.

[0045] <Regarding heater core path 822> A heater core 431 is disposed in the heater core path 822. The heat medium heated in the high-voltage heater path 821 flows into the heater core path 822 via the four-way valve 411, causing the high-temperature heat medium to flow into the heater core 431. The heater core 431 exchanges heat between the heat medium and the air in an air conditioner (not shown). That is, the heater core 431 functions as a heating circuit in the air conditioner. The heat medium flowing through the heater core 431 heats the air in the air conditioner. The heat medium flowing through the heater core path 822 passes through the heater core 431 and is then stored in a reserve tank 432.

[0046] <About high temperature radiator route 823> A radiator 700 is disposed in the high-temperature radiator path 823. The radiator 700 cools the heat medium flowing through the high-temperature radiator path 823 by exchanging heat between the heat medium flowing through the high-temperature radiator path 823 and the air outside the electric vehicle 30.

[0047] When the heat medium flows in a low-temperature radiator path 833 in the third piping 830 (described later), the radiator 700 heats the heat medium flowing in the low-temperature radiator path 833 by heat exchange between the heat medium flowing in the high-temperature radiator path 823 and the heat medium flowing in the low-temperature radiator path 833. The thermal management system 800 adjusts the flow rate of the heat medium flowing in the low-temperature radiator path 833 by controlling a five-way valve 412 (described later). The heat medium flowing in the high-temperature radiator path 823 passes through the radiator 700 and is then stored in the reserve tank 432.

[0048] <Regarding the heat exchanger path 824> A heat exchanger 450 is disposed in the heat exchanger path 824. The heat exchanger 450 exchanges heat between the heat medium flowing in the heat exchanger path 824 and the heat medium flowing in the temperature adjustment path 831 in the third piping 830. The heat medium flowing in the heat exchanger path 824 has a higher temperature than the heat medium flowing in the temperature adjustment path 831. Therefore, the heat exchanger 450 heats the heat medium flowing in the temperature adjustment path 831 through heat exchange, and cools the heat medium flowing in the heat exchanger path 824. The heat medium flowing in the heat exchanger path 824 is stored in the reserve tank 432 after passing through the heat exchanger 450.

[0049] <About temperature control route 831> A reserve tank 452, a pump 451, a heat exchanger 450, and a chiller 447 are disposed in the temperature adjustment path 831. A heat medium is stored in the reserve tank 452. The pump 451 discharges the heat medium stored in the reserve tank 452 toward the heat exchanger 450. When the pump 451 operates, the heat medium in the third pipe 830 moves in the direction of the arrow shown in FIG. 4. The heat medium discharged from the pump 451 flows into the heat exchanger 450 disposed downstream of the pump 451.

[0050] The heat exchanger 450 exchanges heat between the heat medium flowing through the temperature adjustment path 831 and the heat medium flowing through the heat exchanger path 824. The heat medium flowing through the temperature adjustment path 831 is at a lower temperature than the heat medium flowing through the heat exchanger path 824. Therefore, the heat exchanger 450 cools the heat medium flowing through the heat exchanger path 824 by heat exchange, and warms the heat medium flowing through the temperature adjustment path 831. The heat medium flowing through the temperature adjustment path 831 flows into the chiller 447 after passing through the heat exchanger 450.

[0051] The chiller 447 exchanges heat between the heat medium flowing through the temperature adjustment path 831 and the liquid refrigerant flowing through the chiller path 812. The heat medium flowing through the temperature adjustment path 831 has a higher temperature than the liquid refrigerant flowing through the chiller path 812. Therefore, the chiller 447 heats the liquid refrigerant flowing through the chiller path 812 through heat exchange, and cools the heat medium flowing through the temperature adjustment path 831. The temperature of the heat medium flowing through the temperature adjustment path 831 is adjusted by heating by the heat exchanger 450 and cooling by the chiller 447. The heat medium flowing through the temperature adjustment path 831 flows into the five-way valve 412 after passing through the chiller 447.

[0052] The five-way valve 412 is configured to be able to divert the heat medium that has been discharged from the pump 451 and passed through the temperature adjustment path 831 to a battery path 832, a low-temperature radiator path 833, and a reserve path 834. The thermal management system 800 can variably control, using the five-way valve 412, the proportion of the heat medium that has flowed from the temperature adjustment path 831 into the five-way valve 412 that is diverted to the battery path 832, the proportion that is diverted to the low-temperature radiator path 833, and the proportion that is diverted to the reserve path 834.

[0053] <Regarding the battery path 832 and the reserve path 834> The battery 33 is disposed in the battery path 832. The battery 33 is cooled or heated by heat exchange with the heat medium flowing through the battery path 832. The heat medium that has passed through the battery 33 is stored in a reserve tank 452. The reserve path 834 is provided with the reserve tank 452. The reserve tank 452 stores the heat medium.

[0054] <About low-temperature radiator route 833> The low-temperature radiator path 833 is provided with the radiator 700, the pump 453, the power control device 310, and the oil cooler 391.

[0055] The radiator 700 cools the heat medium flowing through the low-temperature radiator path 833 by exchanging heat between the heat medium flowing through the low-temperature radiator path 833 and the air outside the electric vehicle 30. When it is necessary to heat the heat medium flowing through the low-temperature radiator path 833, the thermal management system 800 controls the four-way valve 411 to adjust the flow rate of the heat medium flowing through the high-temperature radiator path 823. When the heat medium is flowing through the high-temperature radiator path 823, the radiator 700 heats the heat medium flowing through the low-temperature radiator path 833 by heat exchange between the heat medium flowing through the low-temperature radiator path 833 and the heat medium flowing through the high-temperature radiator path 823.

[0056] The heat medium flowing through the low-temperature radiator path 833 passes through the radiator 700 and then flows into the pump 453. The pump 453 discharges the heat medium flowing through the low-temperature radiator path 833 toward the power control device 310. As a result, the heat medium flowing through the low-temperature radiator path 833 moves in the direction of the arrow shown in FIG. 4. The power control device 310 is disposed in the low-temperature radiator path 833 downstream of the pump 453. The power control device 310 is heated or cooled by heat exchange with the heat medium flowing through the low-temperature radiator path 833.

[0057] An oil cooler 391 is disposed in the low-temperature radiator path 833 downstream of the power control device 310. An oil circulation path 840 is connected to the oil cooler 391. The oil cooler 391 heats or cools the oil flowing through the oil circulation path 840 by heat exchange between the heat medium flowing through the low-temperature radiator path 833 and the oil flowing through the oil circulation path 840. The oil circulation path 840 is disposed so as to pass through the inside of the electromechanical integrated unit 300. The oil circulation path 840 includes an oil pump 390. The oil pump 390 discharges the oil that has passed through the electromechanical integrated unit 300 toward the oil cooler 391. When the oil pump 390 operates, the oil in the oil circulation path 840 moves in the direction of the arrow shown in FIG. 4 . When the oil cooled by the oil cooler 391 circulates through the oil circulation path 840, the motor 350 provided in the electromechanical integrated unit 300 is cooled. The oil circulation path 840 may be arranged to further cool the planetary gear reduction mechanism 360 and the differential device 370. The low-temperature radiator path 833 may be arranged to cool devices other than the power control device 310 and the oil cooler 391.

[0058] The heat medium flowing through low-temperature radiator path 833 passes through oil cooler 391 and then flows into five-way valve 412. That is, five-way valve 412 is configured to allow the heat medium that has flowed through low-temperature radiator path 833 to merge together. Thermal management system 800 can variably control, using five-way valve 412, the proportion of the heat medium that has flowed from low-temperature radiator path 833 into five-way valve 412 that is diverted to battery path 832, the proportion that is diverted to reserve path 834, and the proportion that flows back into low-temperature radiator path 833, using five-way valve 412.

[0059] <Operation of this embodiment> As shown in FIG. 2 , in the electric vehicle 30, the electromechanical integrated unit 300 and the thermal integrated unit 400 are disposed between the front wheel 31 on the right side of the vehicle and the front wheel 31 on the left side of the vehicle, and on the inside of the wheel diameter of the front wheel 31 in a side view of the vehicle. In the event of a frontal collision of the electric vehicle 30, the impact caused by the frontal collision reaches the front wheel 31 before reaching the electromechanical integrated unit 300 or the thermal integrated unit 400, which is a high-voltage auxiliary device. The front wheel 31 absorbs part of the impact caused by the frontal collision. As a result, the impact caused by the frontal collision that is applied to the electromechanical integrated unit 300 and the thermal integrated unit 400 is reduced in the electric vehicle 30 compared to a vehicle in which the electromechanical integrated unit 300 and the thermal integrated unit 400 are disposed on the outside of the wheel diameter of the front wheel 31 in a side view of the vehicle.

[0060] <Effects of this embodiment> (1) The electric vehicle 30 can protect both the electromechanical integrated unit 300 to which high-voltage power is supplied from the battery 33 and the high-voltage auxiliary machinery from an impact resulting from a frontal collision.

[0061] (2) In the electromechanical integrated unit 300 disposed in the electric vehicle 30, one drive shaft 380 is inserted through the output shaft 353. In the electric vehicle 30, the motor 350, the planetary gear reduction mechanism 360, and the differential 370 are arranged to overlap each other in a side view of the vehicle. Therefore, the electromechanical integrated unit 300 disposed in the electric vehicle 30 is smaller in size in the vehicle length direction and vehicle height direction than an electromechanical integrated unit in which the motor output shaft and the wheel drive shaft do not overlap in a side view of the vehicle. Therefore, in the electric vehicle 30, the electromechanical integrated unit 300 and the thermal integrated unit 400, which is a high-voltage auxiliary device, can be disposed closer to the drive shaft 380 of the front wheel 31. This makes it less likely that an impact from the front of the vehicle will reach the electromechanical integrated unit 300 and the thermal integrated unit 400. In the electric vehicle 30, the electromechanical integrated unit 300 and the high-voltage auxiliary device can be protected from an impact caused by a frontal collision.

[0062] (3) In the electric vehicle 30, the electric compressor 440, which compresses the refrigerant using power supplied from the battery 33, is disposed between the front wheel 31 on the right side of the vehicle and the front wheel 31 on the left side of the vehicle, and on the inside of the wheel diameter of the front wheel 31 in a side view of the vehicle. In the event of a frontal collision of the electric vehicle 30, the impact caused by the frontal collision reaches the front wheel 31 before reaching the electric compressor 440. The front wheel 31 absorbs part of the impact caused by the frontal collision. As a result, the electric vehicle 30 reduces the impact caused by the frontal collision that is applied to the electric compressor 440 compared to a vehicle in which the electric compressor 440 is disposed on the outside of the wheel diameter of the front wheel 31 in a side view of the vehicle. The electric vehicle 30 can protect the electric compressor 440, which is a high-voltage auxiliary device, from the impact caused by the frontal collision.

[0063] (4) In the electric vehicle 30, the high-voltage heater 430, which heats the heat medium flowing through the second pipe 820 using power supplied from the battery 33, is disposed between the front wheel 31 on the right side of the vehicle and the front wheel 31 on the left side of the vehicle, and inside the wheel diameter of the front wheel 31 in a side view of the vehicle. In the event of a frontal collision of the electric vehicle 30, the impact caused by the frontal collision reaches the front wheel 31 before reaching the high-voltage heater 430. The front wheel 31 absorbs part of the impact caused by the frontal collision. As a result, the impact caused by the frontal collision that is applied to the high-voltage heater 430 in the electric vehicle 30 is reduced compared to a vehicle in which the high-voltage heater 430 is disposed outside the wheel diameter of the front wheel 31 in a side view of the vehicle. The electric vehicle 30 can protect the high-voltage heater 430, which is a high-voltage auxiliary device, from the impact caused by the frontal collision.

[0064] (5) In the electric vehicle 30, the thermal integrated unit 400 includes an electric compressor 440 that compresses a refrigerant using power supplied from the battery 33 and a high-voltage heater 430 that heats a heat medium flowing through the second pipe 820 using power supplied from the battery 33. The thermal integrated unit 400 is disposed between the front wheel 31 on the right side of the vehicle and the front wheel 31 on the left side of the vehicle, and is located inside the wheel diameter of the front wheel 31 in a side view of the vehicle. In the event of a frontal collision of the electric vehicle 30, the impact caused by the frontal collision reaches the front wheel 31 before reaching the thermal integrated unit 400. The front wheel 31 absorbs part of the impact caused by the frontal collision. As a result, the impact caused by the frontal collision that is applied to the thermal integrated unit 400 in the electric vehicle 30 is reduced compared to a vehicle in which the thermal integrated unit 400 is disposed outside the wheel diameter of the front wheel 31 in a side view of the vehicle. The electric vehicle 30 can protect the thermal integrated unit 400, which is a high-voltage auxiliary device, from the impact caused by the frontal collision.

[0065] (6) In the electric vehicle 30, the thermal integrated unit 400 is disposed higher on the vehicle than the electromechanical integrated unit 300. In this case, the distance between the front ends of the front wheels 31 and the thermal integrated unit 400 is longer than when the thermal integrated unit 400 is disposed in front of the electromechanical integrated unit 300. This allows the front wheels 31 of the electric vehicle 30 to absorb more of an impact from the front of the vehicle before it reaches the thermal integrated unit 400. This allows the thermal integrated unit 400 of the electric vehicle 30 to be suitably protected from an impact resulting from a frontal collision.

[0066] <Example of change> This embodiment can be modified as follows: This embodiment and the following modifications can be combined and implemented within the scope of technical compatibility.

[0067] The high-voltage auxiliary equipment is not limited to the thermal integrated unit 400 in which the electric compressor 440 and the high-voltage heater 430 are integrated. For example, the electric vehicle 30 may include the electric compressor 440 and the high-voltage heater 430 as high-voltage auxiliary equipment between the front wheel 31 on the right side of the vehicle and the front wheel 31 on the left side of the vehicle, and on the inside of the wheel diameter of the front wheel 31 in a side view of the vehicle.

[0068] The accessories arranged between the front wheel 31 on the right side of the vehicle and the front wheel 31 on the left side of the vehicle in a side view of the vehicle and located inside the wheel diameter of the front wheel 31 in a side view of the vehicle are not limited to high-voltage accessories. For example, accessories that operate by being supplied with low-voltage power, such as an ECU that controls the four-way valve 411 and the five-way valve 412, may be arranged between the front wheel 31 on the left side of the vehicle and located inside the wheel diameter of the front wheel 31 in a side view of the vehicle. In this case, the electric vehicle 30 can protect the accessories from impacts caused by a frontal collision.

[0069] As long as the electromechanical integrated unit 300 and the accessories are disposed between the front wheel 31 on the right side of the vehicle and the front wheel 31 on the left side of the vehicle and on the inside of the wheel diameter of the front wheel 31 in a side view of the vehicle, 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. For example, 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 so as to overlap each other in a side view of the vehicle. Even in this case, the electromechanical integrated unit 300 and the accessories of the electric vehicle 30 can be protected from impacts resulting from frontal collisions and side collisions.

[0070] The location where the accessories are disposed is not limited to above the electromechanical integrated unit 300, as long as the location is between the front wheel 31 on the right side of the vehicle and the front wheel 31 on the left side of the vehicle and inside the wheel diameter of the front wheel 31 in a side view of the vehicle. For example, the high-voltage accessories may be disposed behind the electromechanical integrated unit 300. Even in this case, the electric vehicle 30 can protect the electromechanical integrated unit 300 and the accessories from an impact caused by a frontal collision.

[0071] In addition to the battery 33, the electric vehicle 30 may include an auxiliary battery that supplies power to the auxiliary equipment. The auxiliary battery may be configured to be able to supply power to the high-voltage auxiliary equipment. For example, the thermal integration unit 400 may be supplied with power from the auxiliary equipment battery. For example, the high-voltage heater 430 may be supplied with power from the auxiliary equipment battery. For example, the electric compressor 440 may be supplied with power from the auxiliary equipment battery. The auxiliary equipment battery may be configured to be able to supply power to the auxiliary equipment that operates by receiving low-voltage power. For example, the ECUs that control the four-way valve 411 and the five-way valve 412 may be supplied with power from the auxiliary equipment battery.

[0072] <Additional Notes> The technical ideas that can be understood from the above-described embodiment and modified examples will be described. [Appendix 1] An electric vehicle in which front wheels, which are drive wheels, are driven by power stored in a battery, the electric vehicle comprising the battery, an electromechanical integrated unit integrating a motor which is a power source for driving the front wheels and a power control device which supplies power from the battery to the motor, and auxiliary machinery, the battery being disposed under the floor of the passenger compartment, the electromechanical integrated unit and the auxiliary machinery being disposed forward of the passenger compartment, the electromechanical integrated unit and the auxiliary machinery being disposed between the front wheels on the right side of the vehicle and the front wheels on the left side of the vehicle and inside the wheel diameter of the front wheels in a side view of the vehicle.

[0073] [Appendix 2] The electric vehicle according to [Appendix 1], further comprising, as the auxiliary equipment, a high-voltage auxiliary equipment supplied with power from the battery. [Appendix 3] The electromechanical integrated unit includes, as a power transmission mechanism for transmitting the rotational power of the motor to the front wheels, a planetary gear reduction mechanism that reduces the speed of the 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 front 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 that mesh with the sun gear and revolve around a rotation axis of the sun gear, a ring gear that meshes with the pinion gear, and a carrier that rotatably supports the pinion gear and rotates coaxially with the sun gear in accordance with the revolution of the pinion gear. The differential device includes a differential case that is integral with the carrier and a differential gear provided in the differential case. an electric vehicle according to [Appendix 1] or [Appendix 2], comprising a differential pinion shaft perpendicular to the rotation axis, a plurality of differential pinion gears inserted through the differential pinion shaft, and a plurality of differential side gears meshing with the differential pinion gears and connected to the drive shaft, wherein the differential case rotates in accordance with the rotation of the carrier, causing the drive shaft to rotate via the differential pinion shaft, the differential pinion gears, and the differential side gears, the motor, the carrier, the differential case, and the drive shaft rotate around the rotation axis, one of the drive shafts is inserted through the inside of the output shaft, and the motor, the planetary gear reduction mechanism, and the differential device are arranged to overlap when viewed from the side of the vehicle.

[0074] [Appendix 4] An electric vehicle according to any one of [Appendix 1] to [Appendix 3], comprising an electric compressor that compresses a refrigerant using the power supplied from the battery as a high-voltage auxiliary device that receives power from the battery.

[0075] [Appendix 5] An electric vehicle as described in any one of [Appendix 1] to [Appendix 4], which is provided with a high-voltage heater as a high-voltage auxiliary device supplied with power from the battery, which heats a heat medium flowing in a pipe using power supplied from the battery.

[0076] [Appendix 6] An electric vehicle as described in any one of [Appendix 1] to [Appendix 3], wherein the high-voltage auxiliary equipment supplied with power from the battery is a thermal integrated unit including an electric compressor that compresses a refrigerant using power supplied from the battery, and a high-voltage heater that heats a heat medium flowing in a pipe using power supplied from the battery.

[0077] [Appendix 7] The electric vehicle according to any one of [Appendix 1] to [Appendix 6], wherein the auxiliary equipment is disposed above the electromechanical integrated unit. [Explanation of symbols]

[0078] 30...Electric vehicle 31...Front wheel 33...Battery 44...Floor 46…Vehicle compartment 300...Mechanical and electrical integrated unit 310...Power control device 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 400…Thermal integrated unit 430...High voltage heater 440...Electric compressor L...Rotation axis

Claims

1. It is an electric vehicle in which the front wheels are driven by the electricity stored in the battery. The battery is provided, a motor serving as a power source for driving the front wheels and a power control device for supplying power from the battery to the motor, Equipped with auxiliary equipment, the battery is disposed under a floor in a vehicle compartment, and the electromechanical integrated unit and the auxiliary machinery are disposed forward of the vehicle compartment; The electromechanical integrated unit and the auxiliary device are disposed between the front wheel on the right side of the vehicle and the front wheel on the left side of the vehicle, and inside the wheel diameter of the front wheel in a side view of the vehicle. Electric vehicle.

2. The auxiliary equipment includes a high-voltage auxiliary equipment that receives power from the battery. The electric vehicle according to claim 1 .

3. the electromechanical integrated unit includes, as a power transmission mechanism for transmitting the rotational power of the motor to the front wheels, a planetary gear reduction mechanism that reduces the speed of the 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 front 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 meshing with the sun gear and revolving around a rotation axis of the sun gear, a ring gear meshing 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 differential case in accordance with the rotation of the carrier causes the drive shaft to rotate 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 1 or 2.

4. The high-voltage auxiliary device includes an electric compressor that compresses a refrigerant using power supplied from the battery. The electric vehicle according to claim 2 .

5. The high-voltage auxiliary device includes a high-voltage heater that heats the heat medium flowing through the piping using power supplied from the battery. The electric vehicle according to claim 2 .

6. The high-voltage auxiliary equipment is a thermal integrated unit including an electric compressor that compresses a refrigerant using power supplied from the battery, and a high-voltage heater that heats a heat medium flowing in a pipe using power supplied from the battery. The electric vehicle according to claim 2 .

7. The auxiliary equipment is disposed above the electromechanical integrated unit. The electric vehicle according to claim 1 .

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