Electric vehicle

Abstract

To provide an electric vehicle capable of suppressing interference between a machine-electricity integrated unit and an air-conditioning related component at a front collision.SOLUTION: An electric vehicle includes a thermal-integrated unit 400 and a HVAC500 as air-conditioning-related components constituting an air conditioner. In the vehicle side view, the thermal-integrated unit 400 and the HVAC500 are located forward of the cabin 46 and upward of the electro-mechanical integrated unit 300.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 equipped with an air conditioning system and a drive unit at the front of the vehicle. The drive unit includes a motor, a power control device that controls the motor, and a power transmission unit that transmits the rotational power of the motor to the front wheels. In other words, the drive unit in the electric vehicle is an integrated electromechanical unit. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2023-173109 Summary of the Invention [Problem to be solved by the invention]

[0004] In a frontal collision, when an object strikes a vehicle equipped with an electromechanical integrated unit at the front of the vehicle, the impact from the front of the vehicle is applied to the electromechanical integrated unit. At this time, the electromechanical integrated unit may move toward the rear of the vehicle. There is a risk that the electromechanical integrated unit, which has moved toward the rear of the vehicle due to the frontal collision, may interfere with the air conditioning-related components that make up the air conditioning system. [Means for solving the problem]

[0005] An electric vehicle that solves the above problem drives 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 air conditioning-related components that constitute an air conditioning system. In the electric vehicle, the battery is disposed under a floor in the passenger compartment, and the electromechanical integrated unit and the air conditioning-related components are disposed forward of the passenger compartment. In a side view of the vehicle, the air conditioning-related components are located forward of the passenger compartment and above the electromechanical integrated unit. [Effects of the Invention]

[0006] In the above-described electric vehicle, even if the electromechanical integrated unit moves rearward in a frontal collision, the electromechanical integrated unit and air conditioning-related components are unlikely to interfere with each other. [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. DETAILED DESCRIPTION OF THE INVENTION

[0008] 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.

[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 thermal integrated unit 400 and the HVAC 500 are air conditioning-related components that constitute an air conditioning system that manages the air conditioning of the passenger compartment 46.

[0011] The thermal integrated unit 400 is disposed above the electromechanical integrated unit 300. The thermal integrated unit 400 is disposed further forward of the HVAC 500. The HVAC 500 is disposed further forward of the dash panel 45 and further upward of the electromechanical integrated unit 300. That is, in a side view of the vehicle, the air conditioning-related components are located further forward of the passenger compartment 46 and further upward of the electromechanical integrated unit 300. In a side view of the vehicle, the HVAC 500 is disposed in the passenger compartment 46, extending from above the electromechanical integrated unit 300 to below the upper end of the electromechanical integrated unit 300.

[0012] The electric vehicle 30 is provided with a trunk box 600 for storing luggage, located forward of the passenger compartment 46. The electric vehicle 30 is provided with a radiator 700, located forward of the passenger compartment 46. The trunk box 600, the radiator 700, and the thermal integrated unit 400 are arranged in this order from the front of the vehicle: trunk box 600, radiator 700, thermal integrated unit 400.

[0013] <Configuration of the electromechanical integrated unit 300> The electromechanical integrated unit 300 is a unit that integrates a motor 350, a power transmission mechanism (not shown), and a power control device 310. The power control device 310 is disposed behind the motor 350 on the vehicle. In other words, the power control device 310 is disposed on the side of the motor 350.

[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] 3 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] 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, which is 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. 3. 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. When the pump 433 operates, the heat medium in the second pipe 820 moves in the direction of the arrow shown in FIG. 3. 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 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. 3. 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. 3. 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. 3 . 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] <Location of the integrated electromechanical unit 300 and the integrated thermal unit 400> Fig. 4 is an enlarged view of the area surrounded by the dashed line in Fig. 1. As shown in Fig. 4, thermal integrated unit 400, which is an air conditioning-related component, is a single unit made up of electric compressor 440 and refrigerant module 420. Electric compressor 440 and refrigerant module 420 are connected by first piping 810 through which refrigerant flows. Thermal integrated unit 400, which is an air conditioning-related component, is a single unit made up of heat management device 410 and high-voltage heater 430. Heat management device 410 and high-voltage heater 430 are connected by second piping 820 through which a heat medium flows.

[0060] 4, the thermal integrated unit 400 is disposed above the electromechanical integrated unit 300. The thermal integrated unit 400 is disposed further forward of the HVAC 500. The HVAC 500 is disposed further forward of the passenger compartment 46 and above the electromechanical integrated unit 300.

[0061] <Operation of this embodiment> 4, when the electric vehicle 30 collides head-on with an object, a force A may act from the front of the vehicle, pushing the electromechanical integrated unit 300 and 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 electromechanical integrated unit 300 and the thermal integrated unit 400 move toward the rear of the vehicle.

[0062] In the event of a frontal collision in which an object collides with the electric vehicle 30 from the front of the vehicle, the electromechanical integrated unit 300 disposed in the electric vehicle 30 may move rearward of the vehicle. In a side view of the vehicle, the air conditioning-related components of the electric vehicle 30, the thermal integrated unit 400 and the HVAC 500, are located forward of the passenger compartment 46 and above the electromechanical integrated unit 300.

[0063] <Effects of this embodiment> (1) Even if the electromechanical integrated unit 300 of the electrically powered vehicle 30 moves rearward due to a frontal collision, the electromechanical integrated unit 300 is unlikely to interfere with air conditioning-related components.

[0064] (2) The electric vehicle 30 includes, as air conditioning-related components, an HVAC 500 that includes a cooling circuit and a heating circuit and sends temperature-adjusted air to the vehicle interior 46. In the event of a frontal collision in which an object collides with the electric vehicle 30 from the front of the vehicle, the electromechanical integrated unit 300 may move toward the rear of the vehicle. In a side view of the vehicle, the HVAC 500, which is an air conditioning-related component, is located forward of the vehicle interior 46 and higher on the vehicle than the electromechanical integrated unit 300. As a result, even if the electromechanical integrated unit 300 moves toward the rear of the vehicle, interference between the electromechanical integrated unit 300 and the HVAC 500, which is an air conditioning-related component, is unlikely to occur.

[0065] (3) The electric vehicle 30 includes a thermal integrated unit 400. The thermal integrated unit 400 is an air conditioning-related component that includes an electric compressor 440 that compresses a refrigerant, and a refrigerant module 420 that includes a first expansion valve 443 and a second expansion valve 446 that adjust the flow rate of the refrigerant flowing through a first pipe 810. In a side view of the vehicle, the thermal integrated unit 400, which is an air conditioning-related component, is located forward of the passenger compartment 46 and above the electromechanical integrated unit 300. As a result, even if the electromechanical integrated unit 300 moves rearward in a frontal collision, the electromechanical integrated unit 300 and the thermal integrated unit 400, which is an air conditioning-related component, are unlikely to interfere with each other.

[0066] (4) In the electric vehicle 30, the electric compressor 440 and the refrigerant module 420 are connected by the first pipe 810 and form a single unit. The first pipe 810 is a refrigerant pipe through which the refrigerant flows. This allows the electric vehicle 30 to connect the electric compressor 440 and the refrigerant module 420 by a short refrigerant pipe.

[0067] (5) Electric vehicle 30 has, as a single unit, thermal management device 410 including four-way valve 411 that divides the heat medium flowing in the piping into multiple paths, and high-voltage heater 430 that heats the heat medium flowing in second piping 820 with power supplied from battery 33. Four-way valve 411 and high-voltage heater 430 are connected by second piping 820. This allows electric vehicle 30 to connect thermal management device 410 and high-voltage heater 430 by short second piping 820.

[0068] (6) In electric vehicle 30, in addition to electric compressor 440 and refrigerant module 420 connected by first piping 810, heat management device 410 and high-voltage heater 430 connected by second piping 820 are also formed as a single unit. As a result, electric vehicle 30 can connect electric compressor 440 and refrigerant module 420 by short first piping 810, and can connect heat management device 410 and high-voltage heater 430 by short second piping 820.

[0069] (7) 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 air conditioning-related components can be arranged apart in the vehicle height direction. As a result, even if the air conditioning-related components move downward in a frontal collision, the electromechanical integrated unit 300 and the air conditioning-related components are less likely to interfere with each other.

[0070] (8) In the electromechanical integrated unit 300 provided in the electric vehicle 30, the power control device 310 is disposed behind the motor 350. That is, the power control device 310 is disposed on a side of the motor 350. When the power control device 310 is disposed on a side of the motor 350, the dimension of the electromechanical integrated unit 300 in the vehicle height direction is smaller than when the power control device 310 is disposed above the motor 350. Therefore, in the electric vehicle 30, the electromechanical integrated unit 300 and the thermal integrated unit 400, which is an air conditioning-related component, can be disposed apart in the vehicle height direction. As a result, even if the thermal integrated unit 400 moves downward in the event of a frontal collision, the electromechanical integrated unit 300 and the thermal integrated unit 400 are less likely to interfere with each other.

[0071] (9) In the electric vehicle 30, the trunk box 600, the radiator 700, and the thermal integration unit 400 are arranged in this order from the front of the vehicle. The trunk box 600 included in the electric vehicle 30 absorbs a portion of the impact during a frontal collision. As a result, the impact applied to the thermal integration unit 400 during a frontal collision is reduced compared to a vehicle that does not have the trunk box 600 located further forward than the thermal integration unit 400. The radiator 700 included in the electric vehicle 30 absorbs a portion of the impact during a frontal collision. As a result, the impact applied to the thermal integration unit 400 during a frontal collision is reduced compared to a vehicle that does not have the radiator 700 located further forward than the thermal integration unit 400.

[0072] <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.

[0073] If the air conditioning-related components are located forward of the passenger compartment 46 and higher on the vehicle than the electromechanical integrated unit 300, 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 to overlap each other in a side view of the vehicle.

[0074] If the air conditioning-related components are located forward of the passenger compartment 46 and above the electromechanical integrated unit 300, the power control device 310 in the electromechanical integrated unit 300 may be disposed at a position other than the side of the motor 350. For example, the power control device 310 in the electromechanical integrated unit 300 may be disposed so as to overlap the motor 350 in the vertical direction.

[0075] The electric vehicle 30 does not have to include the trunk box 600. The electric vehicle 30 does not have to have the radiator 700 disposed in front of the thermal integration unit 400. For example, the electric vehicle 30 may have the radiator 700 disposed so that the thermal integration unit 400 and the radiator 700 do not overlap each other in a front view of the vehicle.

[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 the electric vehicle 30, if the air conditioning-related components are located further forward than the passenger compartment 46 and higher than the electromechanical integrated unit 300, the air conditioning-related components disposed in the passenger compartment 46 may be disposed only above the electromechanical integrated unit 300. In the electric vehicle 30, if the air conditioning-related components are located further forward than the passenger compartment 46 and higher than the electromechanical integrated unit 300, the air conditioning-related components disposed in the passenger compartment 46 may be disposed only below the electromechanical integrated unit 300. In the electric vehicle 30, if the air conditioning-related components are located further forward than the passenger compartment 46 and higher than the electromechanical integrated unit 300, the air conditioning-related components disposed in the passenger compartment 46 may be disposed from above the electromechanical integrated unit 300 to below the lower end of the electromechanical integrated unit 300.

[0078] 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.

[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, a mechanically and electrically 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 air conditioning-related parts which constitute an air conditioning system, the battery being disposed under the floor of the passenger compartment, the mechanically and electrically integrated unit and the air conditioning-related parts being disposed forward of the passenger compartment, and in a side view of the vehicle, the air conditioning-related parts being located forward of the passenger compartment and higher on the vehicle than the mechanically and electrically integrated unit.

[0080] [Appendix 2] The electric vehicle according to [Appendix 1], wherein the air conditioning-related components include an HVAC system that includes a cooling circuit and a heating circuit and sends temperature-adjusted air to the vehicle compartment. [Appendix 3] An electric vehicle as described in [Appendix 1] or [Appendix 2], which includes a thermal integrated unit as the air conditioning-related component, and the thermal integrated unit includes a refrigerant module including an electric compressor that compresses a refrigerant and an expansion valve that controls the flow rate of the refrigerant flowing through a refrigerant pipe.

[0081] [Appendix 4] An electric vehicle as described in any one of [Appendix 1] to [Appendix 3], which is provided with a thermal integrated unit including a heat management device including a valve that divides the heat medium flowing in a pipe into multiple paths, and a high-voltage heater that heats the heat medium flowing in the pipe.

[0082] [Appendix 5] 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 drive wheels via left and right drive shafts. The planetary gear reduction mechanism includes a sun gear provided on the output shaft of the motor, a plurality of pinion gears that mesh with the sun gear and revolve around the 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 that is provided in the differential case and An electric vehicle according to any one of [Appendix 1] to [Appendix 4], comprising a differential pinion shaft perpendicular to a 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 conjunction 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.

[0083] [Appendix 6] The electric vehicle according to any one of [Appendix 1] to [Appendix 5], wherein the electromechanical integrated unit has the power control device disposed on a side surface of the motor. [Appendix 7] An electric vehicle as described in any one of [Appendix 1] to [Appendix 6], comprising a trunk box for storing luggage and a radiator for cooling a heat transfer medium, the trunk box and the radiator being disposed forward of the passenger compartment, and the trunk box, the radiator, and the thermal integrated unit being disposed in this order from the front of the vehicle: trunk box, radiator, thermal integrated unit. [Explanation of symbols]

[0084] 30...Electric vehicle 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 410…Thermal management device 420...Refrigerant module 430...High voltage heater 440...Electric compressor 500…HVAC 600...trunk box 700...Radiator 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 air conditioning related parts that make up the air conditioning device, the battery is disposed under a floor in a vehicle compartment, and the electromechanical integrated unit and the air conditioning-related components are disposed forward of the vehicle compartment; In a side view of the vehicle, the air conditioning-related components are located forward of the vehicle compartment and above the electromechanical integrated unit. Electric vehicle.

2. The air conditioning-related components include an HVAC that includes a cooling circuit and a heating circuit and sends temperature-adjusted air to the vehicle interior. The electric vehicle according to claim 1 .

3. The air conditioning-related component includes a thermal integrated unit, The thermal integrated unit includes a refrigerant module including an electric compressor that compresses a refrigerant and an expansion valve that controls the flow rate of the refrigerant flowing through a refrigerant pipe. The electric vehicle according to claim 1 .

4. The thermal integration unit includes a thermal management device including a valve that divides the heat medium flowing through a pipe into a plurality of paths, and a high-voltage heater that heats the heat medium flowing through the pipe. The electric vehicle according to claim 3 .

5. 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 drive wheels via left and right drive shafts; The planetary gear reduction mechanism includes a sun gear provided on an output shaft of the motor, a plurality of pinion gears meshed with the sun gear and revolving around a rotation axis of the sun gear, a ring gear meshed with the pinion gears, and a carrier rotatably supporting the pinion gears and rotating coaxially with the sun gear in accordance with the revolution of the pinion gears, The differential device includes a differential case that is integral with the carrier, a differential pinion shaft that is provided in the differential case and perpendicular to the rotation axis, a plurality of differential pinion gears that are inserted through the differential pinion shaft, and a plurality of differential side gears that mesh with the differential pinion gears and are connected to the drive shaft, The rotation of the 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 .

6. The electromechanical integrated unit has the power control device disposed on the side of the motor. The electric vehicle according to claim 1 .

7. The vehicle is provided with a trunk box for storing luggage and a radiator for cooling a heat medium, The trunk box and the radiator are disposed forward of the vehicle interior, The trunk box, the radiator, and the thermal integrated unit are arranged in this order from the front of the vehicle. The electric vehicle according to claim 3 .

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