Electric vehicle

Abstract

To provide an electric vehicle capable of protecting a high-voltage auxiliary machine at a front collision.SOLUTION: An electric vehicle includes a high-voltage auxiliary machine to which electric power is supplied from a battery. The thermal-integrated unit 400, which is a high-voltage auxiliary machine, is disposed on the vehicle front side of the mechanical-electrical integrated unit 300. The thermal-integrated unit 400 and the electro-mechanical integrated unit 300 overlap with each other in the vehicle front view. At least one of a surface of the mechanically and electrically integrated unit 300 facing the thermally integrated unit 400 and a surface of the thermally integrated unit 400 facing the mechanically and electrically integrated unit 300 is an inclined surface that is inclined to be higher toward the rear side of the vehicle in the vehicle length direction.SELECTED DRAWING: Figure 4

Description

[Technical Field]

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

[0002] Patent Document 1 discloses a vehicle that is provided with an electric compressor, which is an auxiliary device, in front of a hybrid power unit that includes a motor. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2007-135303 Summary of the Invention [Problem to be solved by the invention]

[0004] In the event of a frontal collision in which an object collides with the vehicle described in Patent Document 1 from the front of the vehicle, an impact from the front of the vehicle is applied to the accessories, and it is desirable to protect the accessories during a frontal collision. [Means for solving the problem]

[0005] An electric vehicle that solves the above problem is an electric vehicle in which front wheels, which are drive wheels, are driven by 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 for driving the front wheels, and a power control device that supplies power from the battery to the motor. The electric vehicle includes an auxiliary device. In the electric vehicle, the battery is disposed under a floor in the passenger compartment, and the electromechanical integrated unit and the auxiliary device are disposed forward of the passenger compartment. The auxiliary device is disposed forward of the electromechanical integrated unit. In a front view of the vehicle, the auxiliary device and the electromechanical integrated unit overlap. At least one of the surface of the electromechanical integrated unit facing the auxiliary device and the surface of the auxiliary device facing the electromechanical integrated unit is an inclined surface that is inclined so as to become higher toward the rear of the vehicle in the vehicle length direction. [Effects of the Invention]

[0006] The electric vehicle described above can protect the auxiliary equipment in the event of a frontal collision. [Brief explanation of the drawings]

[0007] [Figure 1] FIG. 1 is a cross-sectional view of a vehicle according to an embodiment, as viewed from the left side. [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 configuration diagram showing a thermal management system according to an embodiment. [Figure 4] FIG. 4 is an enlarged view showing the area surrounded by the dashed line in FIG. [Figure 5] FIG. 5 is an operational diagram showing the movement of the thermal integrated unit in the event of a frontal collision. [Figure 6] FIG. 6 is a cross-sectional view showing the configuration of a thermal integrated unit according to a first modified example. [Figure 7] FIG. 7 is a cross-sectional view showing a mechanically and electrically integrated unit and a thermal integrated unit according to a second modified example. [Figure 8] FIG. 8 is a cross-sectional view showing a mechanically and electrically integrated unit and a thermal integrated unit according to a third modified example. DETAILED DESCRIPTION OF THE INVENTION

[0008] An embodiment of an electric vehicle will be described below with reference to Figures 1 to 5. 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.

[0009] <Regarding the internal structure of the electric vehicle 30> 1, the electric vehicle 30 includes a battery 33 and a dash panel 45. The dash panel 45 divides the interior space of the electric vehicle 30 into a vehicle compartment 46 and a space in front of the vehicle compartment 46. The vehicle compartment 46 is a space located behind the vehicle when viewed from the dash panel 45. The electric vehicle 30 has the battery 33 disposed below a floor 44 in the vehicle compartment 46.

[0010] The electric vehicle 30 includes an electromechanical integrated unit 300 and a thermal integrated unit 400 located forward of the dash panel 45. The electric vehicle 30 further includes an HVAC (Heating, Ventilating, and Air Conditioning) 500. The HVAC 500 is disposed through the dash panel 45 from the passenger compartment 46 to a position forward of the passenger compartment 46. The HVAC 500 includes a cooling circuit and a heating circuit. The HVAC 500 sends air whose temperature has been adjusted by the cooling circuit and the heating circuit to the passenger compartment 46. The electric vehicle 30 also includes a trunk box 600 used for storing luggage.

[0011] The electromechanical integrated unit 300 is located further forward of the vehicle compartment 46 and lower than the HVAC 500. The thermal integrated unit 400 is disposed further forward of the HVAC 500. The thermal integrated unit 400 is disposed further forward of the electromechanical integrated unit 300. The trunk box 600 is disposed further forward of the thermal integrated unit 400.

[0012] In a front view of the vehicle, the thermal integrated unit 400 overlaps with the electromechanical integrated unit 300. Similarly, in a front view of the vehicle, the high-voltage heater 430, which is a high-voltage auxiliary device, and the electric compressor 440 overlap with the electromechanical integrated unit 300.

[0013] <Configuration of the electromechanical integrated unit 300> As shown in FIG. 1, the electromechanical integrated unit 300 is a unit in which a motor 350, a power transmission mechanism (not shown), and a power control device 310 are integrated.

[0014] The motor 350 is a power source that drives the front wheels, 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, 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. 2 is a schematic diagram showing the electromechanical integrated unit 300. As shown in FIG. 2, 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. 2, 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. 1, 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] The thermal management device 410 is an auxiliary device in which the four-way valve 411 and the five-way valve 412 shown in Fig. 3 are integrated. The thermal management device 410 may include an ECU that controls the four-way valve 411 and the five-way valve 412.

[0030] 3, a water-cooled condenser 441, a first expansion valve 443, a second expansion valve 446, and a chiller 447. 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 realizes efficient air conditioning management of the vehicle interior 46 by the HVAC 500 while maintaining the battery 33 and the electromechanical integrated unit 300 at appropriate temperatures.

[0033] <About the Thermal Management System 800> As shown in FIG. 3, 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. 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 as a heat medium through the third pipe 830. 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 as a heat medium through the second pipe 820 and the third pipe 830. 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. 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 inside the HVAC 500. That is, the evaporator 444 functions as a cooling circuit in the HVAC 500. The evaporator 444 cools the air inside the HVAC 500 by absorbing heat from the air inside the HVAC 500. 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. 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 the HVAC 500. That is, the heater core 431 functions as a heating circuit in the HVAC 500. The heat medium flowing through the heater core 431 heats the air in the HVAC 500. The heat medium flowing through the heater core path 822 is stored in the reserve tank 432 after passing through the heater core 431.

[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 temperature adjustment path 831. A heat medium is stored in reserve tank 452. Pump 451 discharges the heat medium stored in reserve tank 452 toward heat exchanger 450. The heat medium discharged from pump 451 flows into heat exchanger 450 disposed downstream of 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. 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 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 disposed so as to further cool the planetary gear reduction mechanism 360 and the differential gear 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] <Location of the integrated electromechanical unit 300 and the integrated thermal unit 400> 4 is an enlarged view of the area surrounded by the dashed line in FIG. 1. As shown in FIG. 4, the surface of the electromechanical integrated unit 300 facing the thermal-integrated unit 400 forms a first inclined surface F_1 that is inclined so as to become higher toward the rear of the vehicle in the vehicle length direction. The surface of the thermal-integrated unit 400 facing the electromechanical integrated unit 300 forms a second inclined surface F_2 that is inclined so as to become higher toward the rear of the vehicle in the vehicle length direction. The second inclined surface F_2 is the surface of the high-voltage heater 430 facing the electromechanical integrated unit 300. The acute angle θ_1 formed by the first inclined surface F_1 and the horizontal line H is equal to the acute angle θ_2 formed by the second inclined surface F_2 and the horizontal line H. The electromechanical integrated unit 300 and the thermal-integrated unit 400 are disposed adjacent to each other such that the first inclined surface F_1 and the second inclined surface F_2 face each other. No other components are disposed between the electromechanical integrated unit 300 and the thermal integrated unit 400. Examples of other components include a wire harness that supplies power from the battery 33 to the high-voltage heater 430.

[0060] <Movement of the thermal integrated unit 400 in the event of a frontal collision> As shown in FIG. 5 , when the electric vehicle 30 collides head-on with an object, a force A may act on the thermal-integrated unit 400 toward the rear of the vehicle due to the impact from the front of the vehicle. In this case, the thermal-integrated unit 400 moves toward the rear of the vehicle. As a result, the second inclined surface F_2 of the high-voltage heater 430 in the thermal-integrated unit 400 comes into contact with the first inclined surface F_1 in the electromechanical integrated unit 300. If the force A further acts on the thermal-integrated unit 400 toward the rear of the vehicle while the thermal-integrated unit 400 and the electromechanical integrated unit 300 are in contact with each other, the thermal-integrated unit 400 moves toward the upper part of the vehicle along the first inclined surface F_1, as shown by arrow B in FIG. 5 . The thermal-integrated unit 400 then comes into contact with the HVAC 500.

[0061] <Operation of the embodiment> When at least one of the surface of the electromechanical integrated unit 300 facing the thermal-integrated unit 400 and the surface of the electromechanical integrated unit 400 facing the electromechanical integrated unit 300 is an inclined surface that is inclined so that it becomes higher toward the rear of the vehicle in the vehicle length direction, in the event of a frontal collision of the electric vehicle 30, the thermal-integrated unit 400 moves along the inclined surface toward the upper side of the vehicle. The electromechanical integrated unit 300 has a first inclined surface F_1. Therefore, in the event of a frontal collision of the electric vehicle 30, the thermal-integrated unit 400 that comes into contact with the electromechanical integrated unit 300 moves along the first inclined surface F_1 toward the upper side of the vehicle. Therefore, the thermal-integrated unit 400 is less likely to be pinched between the electromechanical integrated unit 300 and an object that collides with the electric vehicle 30, compared to when the thermal-integrated unit 400 is pressed toward the electromechanical integrated unit 300 at the rear of the vehicle in the event of a frontal collision. This makes it possible to reduce damage to the thermal-integrated unit 400, which is a high-voltage auxiliary device, in the electric vehicle 30.

[0062] <Effects of the embodiment> (1) The electric vehicle 30 can protect the thermal integrated unit 400, which is a high-voltage auxiliary device, in the event of a frontal collision.

[0063] (2) The surface of the thermal-integrated unit 400 facing the electromechanical integrated unit 300 is a second inclined surface F_2 that is inclined so as to become higher toward the rear of the vehicle in the vehicle length direction. In the case of a frontal collision of the electric vehicle 30, the second inclined surface F_2 of the thermal-integrated unit 400 comes into contact with the first inclined surface F_1 of the electromechanical integrated unit 300. In other words, the surfaces come into contact. As a result, when the thermal-integrated unit 400 and the electromechanical integrated unit 300 come into contact in a frontal collision, the load per unit area applied to the first inclined surface F_1 decreases. Similarly, when the thermal-integrated unit 400 and the electromechanical integrated unit 300 come into contact in a frontal collision, the load per unit area applied to the second inclined surface F_2 also decreases. By reducing the load per unit area, the electric vehicle 30 can reduce damage to the thermal integrated unit 400 and the electromechanical integrated unit 300 when the thermal integrated unit 400 and the electromechanical integrated unit 300 come into contact with each other in a frontal collision.

[0064] (3) In the electric vehicle 30, the HVAC 500 is disposed through the dash panel 45 from the passenger compartment 46 to a position forward of the passenger compartment 46. The thermal integrated unit 400 is disposed forward of the HVAC 500. The electromechanical integrated unit 300 is located forward of the passenger compartment 46 and below the HVAC 500. If the thermal integrated unit 400 moves upward along the first inclined surface F_1 during a frontal collision, the thermal integrated unit 400 comes into contact with the HVAC 500 forward of the passenger compartment 46. This allows the electric vehicle 30 to prevent the thermal integrated unit 400, which has moved upward of the vehicle, from entering the passenger compartment 46.

[0065] (4) The electric vehicle 30 includes, as a high-voltage auxiliary device, an electric compressor 440 that compresses a refrigerant using power supplied from the battery 33. In the event of a frontal collision, the electric compressor 440 moves upward along the first inclined surface F_1 of the electromechanical integrated unit 300. This makes it less likely that the electric compressor 440 will be pinched between the electromechanical integrated unit 300 and an object that collides with the electric vehicle 30 in the event of a frontal collision. This allows the electric vehicle 30 to reduce damage to the electric compressor 440, which is a high-voltage auxiliary device, in the event of a frontal collision.

[0066] (5) The electric vehicle 30 includes, as a high-voltage auxiliary device, a high-voltage heater 430 that heats the heat medium flowing through the high-voltage heater path 821 using power supplied from the battery 33. In the event of a frontal collision, the electric vehicle 30 has the high-voltage heater 430 move upward along the first inclined surface F_1 of the electromechanical integrated unit 300. This makes it less likely that the high-voltage heater 430 will be pinched between the electromechanical integrated unit 300 and an object that collides with the electric vehicle 30 in the event of a frontal collision. This allows the electric vehicle 30 to reduce damage to the high-voltage heater 430, which is a high-voltage auxiliary device, in the event of a frontal collision.

[0067] (6) The electric vehicle 30 is provided with a trunk box 600 for storing luggage. The trunk box 600 is disposed further forward than the thermal integrated unit 400. The trunk box 600 absorbs part of the impact during a frontal collision. As a result, the electric vehicle 30 reduces the impact applied to the thermal integrated unit 400 during a frontal collision compared to a vehicle not provided with the trunk box 600. As a result, the electric vehicle 30 can protect the thermal integrated unit 400, which is a high-voltage auxiliary device, from the impact during a frontal collision.

[0068] <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.

[0069] The acute angle θ_1 formed between the first inclined surface F_1 of the electromechanical integrated unit 300 and the horizontal line H and the acute angle θ_2 formed between the second inclined surface F_2 of the thermal-integrated unit 400 disposed in front of the electromechanical integrated unit 300 and the horizontal line H may be different. Even in this case, the first inclined surface F_1 and the second inclined surface F_2 of the electric vehicle 30 come into contact with each other in the event of a frontal collision. This allows the electric vehicle 30 to reduce damage to the thermal-integrated unit 400 and the electromechanical integrated unit 300.

[0070] (First modified example) The high-voltage auxiliary equipment having the second inclined surface F_2 in the electric vehicle 30 is not limited to the high-voltage heater 430. As shown in Fig. 6, the thermal integrated unit 400 of the first modified example may be provided with an electric compressor 440, which is a high-voltage auxiliary equipment, at a position facing the electro-mechanical integrated unit 300. The electric compressor 440 may be provided with the second inclined surface F_2.

[0071] (Second modified example) As long as at least one of the surface of the electromechanical integrated unit 300 facing the thermal-integrated unit 400 and the surface of the electromechanical integrated unit 400 facing the electromechanical integrated unit 300 is an inclined surface that slopes upward toward the rear of the vehicle in the vehicle length direction, the surface of the electromechanical integrated unit 400 facing the electromechanical integrated unit 300 does not need to have such an inclined surface. For example, as shown in FIG. 7 , in a second modified example of the electromechanical integrated unit 300, the surface of the electromechanical integrated unit 300 facing the thermal-integrated unit 400 forms a first inclined surface F_1 that slopes upward toward the rear of the vehicle in the vehicle length direction. The thermal-integrated unit 400 of the second modified example, which is disposed in front of the electromechanical integrated unit 300, does not have an inclined surface on the surface facing the electromechanical integrated unit 300. When the electric vehicle 30 collides head-on with an object, a force A may act on the thermal-integrated unit 400, pushing it toward the rear of the vehicle, due to an impact from the front of the vehicle. In this case, the thermal-integrated unit 400 moves toward the rear of the vehicle. As a result, the high-voltage heater 430 in the thermal-integrated unit 400 comes into contact with the first inclined surface F_1 of the electromechanical integrated unit 300. If a force A pushing the thermal-integrated unit 400 toward the rear of the vehicle is further applied while the thermal-integrated unit 400 and the electromechanical integrated unit 300 are in contact with each other, the thermal-integrated unit 400 moves toward the upper side of the vehicle along the first inclined surface F_1, as shown by arrow B. Therefore, the thermal-integrated unit 400 is less likely to be pinched between the electromechanical integrated unit 300 and the object that collides with the electric vehicle 30, compared to when the thermal-integrated unit 400 is pressed toward the electromechanical integrated unit 300 at the rear of the vehicle during a frontal collision. This allows the electric vehicle 30 to reduce damage to the thermal-integrated unit 400, which is a high-voltage auxiliary device.

[0072] (Third modified example) As long as at least one of the surface of the electromechanical integrated unit 300 facing the thermal-integrated unit 400 and the surface of the thermal-integrated unit 400 facing the electromechanical integrated unit 300 is an inclined surface that slopes upward toward the rear of the vehicle in the vehicle length direction, the surface of the electromechanical integrated unit 300 facing the thermal-integrated unit 400 does not need to have such an inclined surface. For example, as shown in FIG. 8 , in the thermal-integrated unit 400 of a third modified example, the surface of the thermal-integrated unit 400 facing the electromechanical integrated unit 300 forms a second inclined surface F_2 that slopes upward toward the rear of the vehicle in the vehicle length direction. The electromechanical integrated unit 300 of the third modified example, which is disposed rearward of the thermal-integrated unit 400, does not have an inclined surface on the surface facing the thermal-integrated unit 400. When the electric vehicle 30 collides head-on with an object, a force A may act on the thermal-integrated unit 400, pushing the thermal-integrated unit 400 toward the rear of the vehicle, due to an impact from the front of the vehicle. In this case, the thermal-integrated unit 400 moves toward the rear of the vehicle. As a result, the second inclined surface F_2 provided on the high-voltage heater 430 of the thermal-integrated unit 400 comes into contact with the electromechanical integrated unit 300. If a force A pushing the thermal-integrated unit 400 toward the rear of the vehicle is further applied while the second inclined surface F_2 and the electromechanical integrated unit 300 are in contact with each other, the thermal-integrated unit 400 moves toward the upper part of the vehicle as it moves toward the rear of the vehicle, as shown by arrow B in FIG. 8 . Therefore, the thermal-integrated unit 400 is less likely to be pinched between the electromechanical integrated unit 300 and the object that collides with the electric vehicle 30, compared to when the thermal-integrated unit 400 is pressed toward the electromechanical integrated unit 300 at the rear of the vehicle during a frontal collision. This allows the electric vehicle 30 to reduce damage to the thermal-integrated unit 400, which is a high-voltage auxiliary device.

[0073] (When a unit other than the thermal integrated unit 400 has an inclined surface) The high-voltage auxiliary equipment disposed in front of the electromechanical integrated unit 300 and overlapping with the electromechanical integrated unit 300 in a front view of the vehicle is not limited to the thermal-integrated unit 400. For example, the high-voltage auxiliary equipment disposed in front of the electromechanical integrated unit 300 may be the high-voltage heater 430 alone. If at least one of the surface of the electromechanical integrated unit 300 facing the high-voltage heater 430 and the surface of the high-voltage heater 430 facing the electromechanical integrated unit 300 is an inclined surface that is higher toward the rear of the vehicle in the vehicle length direction, damage to the high-voltage heater 430 in the event of a frontal collision can be suppressed in the electric vehicle 30. For example, the high-voltage auxiliary equipment disposed in front of the electromechanical integrated unit 300 may be the electric compressor 440 alone. If at least one of the surface of the electromechanical integrated unit 300 facing the electric compressor 440 and the surface of the electric compressor 440 facing the electromechanical integrated unit 300 is an inclined surface that is inclined so that it becomes higher toward the rear of the vehicle in the vehicle length direction, the electric vehicle 30 can reduce damage to the electric compressor 440 in the event of a frontal collision.

[0074] The accessories arranged in front of the electromechanical integrated unit 300 and overlapping with the electromechanical integrated unit 300 in a front 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 ECUs that control the four-way valve 411 and the five-way valve 412, may be arranged in front of the electromechanical integrated unit 300. In this case, if at least one of the surface of the electromechanical integrated unit 300 facing the accessories and the surface of the accessories facing the electromechanical integrated unit 300 is an inclined surface that is higher toward the rear of the vehicle in the vehicle length direction, the electric vehicle 30 can protect the accessories from impacts caused by a frontal collision.

[0075] (Other change examples) The electric vehicle 30 does not need to be equipped with a trunk box 600 as long as at least one of the surface of the electromechanical integrated unit 300 facing the auxiliary equipment and the surface of the auxiliary equipment facing the electromechanical integrated unit 300 is an inclined surface that is inclined so that it becomes higher toward the rear of the vehicle in the vehicle length direction. Even in this case, the auxiliary equipment disposed in front of the electromechanical integrated unit 300 moves along the inclined surface provided on the electromechanical integrated unit 300 in the event of a frontal collision. This allows the electric vehicle 30 to prevent damage to the auxiliary equipment that would otherwise be caused by the auxiliary equipment being pinched between the electromechanical integrated unit 300 and an object that collides with the electric vehicle 30.

[0076] The refrigerant module 420 may include at least one of the water-cooled condenser 441, the first expansion valve 443, the second expansion valve 446, and the chiller 447. For example, the refrigerant module 420 may include only the first expansion valve 443. In that case, the water-cooled condenser 441, the second expansion valve 446, and the chiller 447 are disposed in positions other than the refrigerant module 420 in the electric vehicle 30.

[0077] 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.

[0078] As long as at least one of the surface of the electromechanical integrated unit 300 facing the auxiliary equipment and the surface of the auxiliary equipment facing the electromechanical integrated unit 300 is an inclined surface that is inclined so that it becomes higher toward the rear of the vehicle in the vehicle length direction, the electromechanical integrated unit 300 mounted on the electric vehicle 30 does not need to be integrated with a power transmission mechanism. If the electromechanical integrated unit 300 does not include a power transmission mechanism, the electric vehicle 30 will include the electromechanical integrated unit 300 and a power transmission mechanism that transmits the rotational power of the motor 350 to the front wheels, which are the drive wheels.

[0079] <Additional Notes> The technical concepts that can be understood from the above-described embodiments and modifications will be described below. [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 that supplies power from the battery to the motor; and auxiliary equipment, the battery being disposed under the floor of the passenger compartment; the electromechanical integrated unit and the auxiliary equipment being disposed forward of the passenger compartment; the auxiliary equipment being disposed forward of the electromechanical integrated unit; the auxiliary equipment and the electromechanical integrated unit overlapping each other in a front view of the vehicle; and at least one of the surface of the electromechanical integrated unit facing the auxiliary equipment and the surface of the high-voltage auxiliary equipment facing the electromechanical integrated unit being an inclined surface that is inclined so as to become higher toward the rear of the vehicle in the vehicle length direction.

[0080] [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] An electric vehicle as described in [Appendix 1] or [Appendix 2], wherein the electromechanical integrated unit is integrated with a power transmission mechanism that transmits the rotational power of the motor to the front wheels.

[0081] [Appendix 4] An electric vehicle as set forth in any one of [Appendix 1] to [Appendix 3], comprising an HVAC having a cooling circuit and a heating circuit and sending temperature-regulated air to the passenger compartment, the HVAC being arranged through a dash panel from the passenger compartment to a position forward of the passenger compartment, the auxiliary equipment being arranged forward of the HVAC, and the electromechanical integrated unit being located forward of the passenger compartment and lower than the HVAC.

[0082] [Appendix 5] An electric vehicle according to any one of [Appendix 1] to [Appendix 4], 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.

[0083] [Appendix 6] An electric vehicle according to any one of [Appendix 1] to [Appendix 5], comprising 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.

[0084] [Appendix 7] An electric vehicle as described in any one of [Appendix 1] to [Appendix 4], 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.

[0085] [Appendix 8] An electric vehicle according to any one of [Appendix 1] to [Appendix 7], comprising a trunk box for storing luggage, the trunk box being disposed forward of the vehicle relative to the auxiliary machinery. [Explanation of symbols]

[0086] 30...Electric vehicle 33...Battery 44...Floor 45...Dash panel 46…Vehicle compartment 300...Mechanical and electrical integrated unit 310...Power control device 350...Motor 400…Thermal integrated unit 430...High voltage heater 440...Electric compressor 500…HVAC 600...trunk box

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 auxiliary device is disposed in front of the electromechanical integrated unit, and the auxiliary device and the electromechanical integrated unit overlap each other in a front view of the vehicle; At least one of the surface of the electromechanical integrated unit facing the auxiliary machine and the surface of the auxiliary machine facing the electromechanical integrated unit is an inclined surface that is inclined so as to become higher toward the rear of the vehicle in the vehicle length direction. 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 is integrated with a power transmission mechanism that transmits the rotational power of the motor to the front wheels. The electric vehicle according to claim 1 .

4. an HVAC having a cooling circuit and a heating circuit for supplying temperature-adjusted air to the passenger compartment; The HVAC is disposed through a dash panel from the passenger compartment to a portion of the vehicle forward of the passenger compartment, The auxiliary equipment is disposed forward of the HVAC, The electromechanical integrated unit is located forward of the vehicle compartment and below the HVAC. The electric vehicle according to claim 2 .

5. 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 .

6. 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 .

7. 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 .

8. Equipped with a trunk box for storing luggage, The trunk box is disposed forward of the auxiliary equipment. The electric vehicle according to claim 1 .

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