Electric vehicle

Abstract

To provide an electric vehicle in which heat generated in a motor as a heat source is hardly transmitted to a baggage stored in a trunk box.SOLUTION: The electrically-driven vehicle 30 is provided with a motor 350 corresponding to a power source which is driven by electric power stored in the battery 33. The electrically-driven vehicle 30 includes the thermal integrated unit 400 in which the heat management device 410 to which the second pipe through which the heat medium flows and the third pipe are connected, the refrigerant module 420, and the high-voltage heater 430 are integrated. The electrically-driven vehicle 30 is provided with a trunk box 600 which is used for storing baggage. The motor 350, the thermal integration unit 400, and the trunk box 600 are arranged in the order of the trunk box 600, the thermal integration unit 400, and the motor 350 from the front of the vehicle. The thermal-integrated unit 400 is disposed between the trunk box 600 and the motor 350.SELECTED DRAWING: Figure 1

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 a trunk box for storing luggage in an engine compartment located forward in the vehicle length direction from the passenger compartment where the driver sits. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2005-029057 Summary of the Invention [Problem to be solved by the invention]

[0004] When a trunk box is installed in a compartment located forward of the passenger compartment, such as an engine room, where various devices including a drive unit are installed, heat from a heat source in the compartment may be transferred to the trunk box. As a result, the heat may be transferred to luggage stored in the trunk box. Even in electric vehicles without engines, heat generated by a motor, which may be a heat source, may be transferred to the trunk box. [Means for solving the problem]

[0005] An electric vehicle that solves the above problems drives its front wheels, which are drive wheels, with power stored in a battery. The electric vehicle includes the battery. The electric vehicle includes an electro-mechanical integrated unit that integrates a motor that 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 a thermal integrated unit that integrates multiple components to which piping through which a heat medium flows is connected. The electric vehicle includes a trunk box used for storing luggage. In the electric vehicle, the battery is disposed under the floor of the passenger compartment, and the motor, the power control device, the thermal integrated unit, and the trunk box are disposed forward of the passenger compartment. In the electric vehicle, the motor, the thermal integrated unit, and the trunk box are disposed in the following order from the front of the vehicle: trunk box, thermal integrated unit, motor. In the electric vehicle, the thermal integrated unit is disposed between the trunk box and the motor. [Effects of the Invention]

[0006] In the electric vehicle described above, heat generated in the motor, which is a heat source, is not easily transferred to luggage stored in the trunk box. [Brief explanation of the drawings]

[0007] [Figure 1] FIG. 1 is a cross-sectional view of an electric 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 a cross-sectional view showing the thermal integrated unit of the embodiment. 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> Fig. 1 is a diagram showing a schematic view of the internal structure of an electric vehicle 30 as seen from the left side. As shown in Fig. 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 passenger compartment 46 and an area in front of the passenger compartment 46. The passenger compartment 46 is a space located behind the vehicle as seen from the dash panel 45. In the electric vehicle 30, the battery 33 is disposed below a floor 44 in the passenger 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 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 in the vehicle. In other words, the power control device 310 is disposed on the side of the motor 350.

[0011] The electric vehicle 30 is equipped with 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 portion of the vehicle 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.

[0012] The thermal integrated unit 400 is disposed higher in the vehicle than the electromechanical integrated unit 300. That is, the thermal integrated unit 400 is disposed higher in the vehicle than the motor 350. The thermal integrated unit 400 is disposed further forward in the vehicle than the HVAC 500.

[0013] The electric vehicle 30 is provided with a trunk box 600 for storing luggage, located forward of the vehicle interior 46. The motor 350, the thermal integrated unit 400, and the trunk box 600 are arranged in this order from the front of the vehicle: trunk box 600, thermal integrated unit 400, motor 350. The thermal integrated unit 400 is arranged between the trunk box 600 and the motor 350.

[0014] <Configuration of the electromechanical integrated unit 300> The motor 350 in the electromechanical integrated unit 300 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 in the electromechanical integrated unit 300 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> 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. The heat management device 410 is disposed further forward of the vehicle than the high-voltage heater 430. The refrigerant module 420 and the electric compressor 440 are disposed between the heat management device 410 and the high-voltage heater 430. The refrigerant module 420 is disposed above the vehicle above the electric compressor 440.

[0029] 3 is an integrated device of 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 a device that heats the heat medium using power supplied from battery 33. Electric compressor 440 is a device 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. 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] <Regarding the arrangement of the second pipe 820 and the third pipe 830 in the heat management device 410> 4 is a diagram schematically illustrating the internal structure of the thermal integrated unit 400 disposed in the electric vehicle 30, as viewed from the left side. As shown in FIG. 4, a four-way valve 411 and a five-way valve 412 are disposed within the thermal management device 410. A high-voltage heater path 821, a heater core path 822, a high-temperature radiator path 823, and a heat exchanger path 824 are connected to the four-way valve 411. The high-voltage heater path 821, the heater core path 822, the high-temperature radiator path 823, and the heat exchanger path 824 form second piping 820. That is, a portion of the second piping 820 is disposed within the thermal management device 410.

[0035] A temperature adjustment path 831, a battery path 832, two low-temperature radiator paths 833, and a reserve path 834 are connected to the five-way valve 412. One of the two low-temperature radiator paths 833 connected to the five-way valve 412 connects the five-way valve 412 to the radiator 700 shown in FIG. 3. The other of the two low-temperature radiator paths 833 connected to the five-way valve 412 connects the five-way valve 412 to the oil cooler 391 shown in FIG. 3. The temperature adjustment path 831, the battery path 832, the two low-temperature radiator paths 833, and the reserve path 834 form a third pipe 830. That is, a portion of the third pipe 830 is disposed inside the thermal management device 410. In the thermal management device 410 shown in FIG. 4, the third pipe 830 is disposed further forward of the vehicle than the second pipe 820.

[0036] When the high-voltage heater 430 is operating, the heat medium flowing through the high-voltage heater path 821 of the second pipe 820 is heated by the high-voltage heater 430. Therefore, the temperature of the heat medium flowing through the second pipe 820 is higher than that of the heat medium flowing through the third pipe 830.

[0037] <About evaporator route 811> As shown in Fig. 3, 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 are arranged in the evaporator path 811. 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.

[0038] 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.

[0039] 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.

[0040] 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.

[0041] 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.

[0042] <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.

[0043] 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.

[0044] <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.

[0045] 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.

[0046] 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.

[0047] 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.

[0048] <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.

[0049] <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.

[0050] 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.

[0051] <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.

[0052] <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.

[0053] 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.

[0054] 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.

[0055] 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.

[0056] <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.

[0057] <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.

[0058] 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.

[0059] 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.

[0060] 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.

[0061] 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.

[0062] The thermal integrated unit 400 is a unit in which multiple components are integrated, with pipes through which a heat medium flows being connected. As shown in Fig. 3, the four-way valve 411 and the high-voltage heater 430 are connected by a high-voltage heater path 821 in the second pipe 820. That is, the thermal management device 410 including the four-way valve 411 and the high-voltage heater 430 are connected by the second pipe 820. The water-cooled condenser 441 and the high-voltage heater 430 are connected by the high-voltage heater path 821 in the second pipe 820. That is, the refrigerant module 420 including the water-cooled condenser 441 and the high-voltage heater 430 are connected by the high-voltage heater path 821 in the second pipe 820. The five-way valve 412 and the chiller 447 are connected by a temperature adjustment path 831 in the third pipe 830. That is, the heat management device 410 including the five-way valve 412 and the refrigerant module 420 including the chiller 447 are connected by the third pipe 830 .

[0063] <Operation of this embodiment> As shown in Fig. 1, in electric vehicle 30, thermal integration unit 400 is disposed between motor 350 and trunk box 600. As shown in Fig. 4, thermal integration unit 400, which is connected to second pipe 820 and third pipe 830 through which a heat medium flows, has a high heat absorption capacity because the heat medium circulates through it. Some of the heat generated by motor 350 is absorbed by thermal integration unit 400 before being transferred to trunk box 600.

[0064] <Effects of this embodiment> (1) In the electric vehicle 30, heat generated in the motor 350, which is a heat source, is not easily transferred to luggage stored in the trunk box 600.

[0065] (2) In the electromechanical integrated unit 300 disposed in the electric vehicle 30, one drive shaft 380 is inserted inside the output shaft 353. In the electric vehicle 30, the motor 350, the planetary gear reduction mechanism 360, and the differential gear 370 are disposed so as to overlap each other in a side view of the vehicle. The planetary gear reduction mechanism 360, the differential gear 370, and the drive shaft 380 form a power transmission mechanism that transmits the rotational power of the motor 350 to the front wheels. Therefore, the electromechanical integrated unit 300 disposed in the electric vehicle 30 is smaller 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 motor 350 and the trunk box 600 can be disposed further apart in the vehicle length direction. In the electric vehicle 30, the motor 350 and the trunk box 600 are disposed apart in the vehicle length direction, so that heat generated by the motor 350 is not easily transferred to luggage stored in the trunk box 600.

[0066] (3) The thermal integrated unit 400 provided in the electric vehicle 30 includes a thermal management device 410 including a four-way valve 411 that divides the heat medium flowing in the second pipe 820 into multiple paths and a five-way valve 412 that divides the heat medium flowing in the third pipe 830 into multiple paths. The thermal integrated unit 400 provided in the electric vehicle 30 also includes a high-voltage heater 430 that heats the heat medium using power supplied from the battery 33. The thermal management device 410 is provided further forward in the vehicle than the high-voltage heater 430. That is, the electric vehicle 30 includes the thermal management device 410, through which the heat medium flows, between the trunk box 600 and the high-voltage heater 430. Among the components constituting the thermal integrated unit 400, the thermal management device 410 has a high heat absorption capacity because the heat medium circulates therethrough. A portion of the heat generated from high-voltage heater 430, which is a heat source, is absorbed by heat management device 410 before being transmitted to trunk box 600. Therefore, in electric vehicle 30, the heat generated in high-voltage heater 430, which is a heat source, is less likely to be transmitted to luggage stored in trunk box 600.

[0067] (4) The third pipe 830, which is disposed in the heat management device 410 at the front of the vehicle, is closer to the trunk box 600 than the second pipe 820, which is disposed in the heat management device 410 at the rear of the vehicle. A heat medium with a relatively lower temperature flows through the third pipe 830, which is closer to the trunk box 600 in the heat management device 410, compared to the second pipe 820. Therefore, in the electric vehicle 30, the heat of the heat medium is less likely to be transferred to luggage stored in the trunk box 600.

[0068] (5) The thermal integrated unit 400 provided in the electric vehicle 30 includes a refrigerant module 420 and an electric compressor 440 disposed between a heat management device 410 disposed on the front side of the vehicle and a high-voltage heater 430 disposed on the rear side of the vehicle. With this configuration, a portion of the heat emitted from the high-voltage heater 430, which is a heat source, is absorbed by the heat management device 410, the refrigerant module 420, and the electric compressor 440 before being transferred to the trunk box 600. Therefore, in the electric vehicle 30, the heat from the high-voltage heater 430, which is a heat source, is not easily transferred to luggage stored in the trunk box 600.

[0069] <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.

[0070] In the electric vehicle 30, as long as the thermal integrated unit 400 is disposed between the motor 350 and the trunk box 600, the front wheel drive shaft 380 does not have to pass through the output shaft 353 of the motor 350 in the electromechanical integrated unit 300. For example, the electric vehicle 30 may be equipped with an electromechanical integrated unit 300 in which the output shaft 353 of the motor 350 and the front wheel drive shaft 380 do not overlap in a side view of the vehicle.

[0071] The thermal integration unit 400 disposed in the electric vehicle 30 is not limited to the above configuration. For example, the high-voltage heater 430 may be disposed further forward of the vehicle than the thermal management device 410. Even in this case, if the thermal integration unit 400 is disposed between the motor 350, which is a heat source, and the trunk box 600, the heat generated in the motor 350 is less likely to be transmitted to luggage stored in the trunk box 600.

[0072] The piping arranged within the thermal management device 410 of the electric vehicle 30 is not limited to the configuration described above. For example, the second piping 820 may be arranged further forward on the vehicle than the third piping 830. Even in this case, if the thermal integration unit 400 is arranged between the motor 350, which is a heat source, and the trunk box 600 in a side view of the vehicle, the heat generated in the motor 350 is less likely to be transmitted to luggage stored in the trunk box 600.

[0073] The thermal integrated unit 400 disposed in the electric vehicle 30 is not limited to the above configuration. For example, the refrigerant module 420 and the electric compressor 440 may be disposed further rearward than the high-voltage heater 430. Even in this case, if the thermal integrated unit 400 is disposed between the motor 350, which is a heat source, and the trunk box 600, the heat generated in the motor 350 is less likely to be transmitted to luggage stored in the trunk box 600.

[0074] <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: an electromechanical integrated unit integrating the battery, 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; a thermal integrated unit integrating a plurality of parts to which piping through which a heat medium flows; and a trunk box used for storing luggage, the battery being disposed under the floor of the passenger compartment, the motor, the power control device, the thermal integrated unit, and the trunk box being disposed forward of the passenger compartment, the motor, the thermal integrated unit, and the trunk box being disposed in this order from the front of the vehicle: trunk box, thermal integrated unit, motor, and the thermal integrated unit being disposed between the trunk box and the motor.

[0075] [Note 2] The electromechanical integrated unit includes a power transmission mechanism for transmitting the rotational power of the motor to the front wheels, the power transmission mechanism including a planetary gear reduction mechanism that reduces the speed of the rotation transmitted from the motor and outputs the reduced speed, and a differential device that transmits the rotation transmitted from the planetary gear reduction mechanism to the front wheels via left and right drive shafts. The planetary gear reduction mechanism includes a sun gear provided on an output shaft of the motor, a plurality of pinion gears that mesh with the sun gear and revolve around 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 case that is mounted on the differential case. and a differential pinion shaft perpendicular to the rotation axis, a plurality of differential pinion gears inserted through the differential pinion shaft, and a plurality of differential side gears meshing with the differential pinion gears and connected to the drive shaft, wherein the differential case rotates in 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, and 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, and the motor, the planetary gear reduction mechanism, and the differential device are arranged to overlap when viewed from the side of the vehicle [Appendix 1].

[0076] [Appendix 3] An electric vehicle as described in [Appendix 1] or [Appendix 2], wherein the thermal integration unit comprises a thermal management device including a valve that divides the heat medium flowing through a pipe into multiple paths, and a high-voltage heater that heats the heat medium using power supplied from the battery, and the thermal management device is disposed further forward of the vehicle than the high-voltage heater.

[0077] [Appendix 4] An electric vehicle as described in [Appendix 3], wherein the temperature of the heat medium flowing through the piping arranged at the front of the vehicle within the thermal management device is lower than the temperature of the heat medium flowing through the piping arranged at the rear of the vehicle within the thermal management device.

[0078] [Appendix 5] An electric vehicle as described in [Appendix 3] or [Appendix 4], comprising an HVAC system having a cooling circuit and a heating circuit and sending temperature-regulated air to the passenger compartment, the HVAC system being disposed through a dash panel from the passenger compartment to a position forward of the passenger compartment, the thermal integrated unit being disposed forward of the HVAC system, above the motor, and rearward of the trunk box, the thermal integrated unit comprising a refrigerant module including an expansion valve that controls the flow rate of refrigerant flowing in a refrigerant piping, and an electric compressor that compresses the refrigerant using power supplied from the battery, the refrigerant module and the electric compressor being disposed between the thermal management device and the high-voltage heater. [Explanation of symbols]

[0079] 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 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 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; an electromechanical integrated unit that integrates a motor that is a power source for driving the front wheels and a power control device that supplies power from the battery to the motor; a thermal integration unit that integrates multiple parts connected with pipes through which a heat medium flows; a trunk box for storing luggage; the battery is disposed under a floor in a vehicle compartment, and the motor, the power control device, the thermal integration unit, and the trunk box are disposed forward of the vehicle compartment; the motor, the thermal integrated unit, and the trunk box are arranged in this order from the front of the vehicle: the trunk box, the thermal integrated unit, and the motor; The thermal integration unit is disposed between the trunk box and the motor. Electric vehicle.

2. the electromechanical integrated unit includes, as a power transmission mechanism for transmitting the rotational power of the motor to the front wheels, a planetary gear reduction mechanism that reduces the speed of the rotation transmitted from the motor and outputs the reduced speed, and a differential device that transmits the rotation transmitted from the planetary gear reduction mechanism to the front wheels via left and right drive shafts; the planetary gear reduction mechanism includes a sun gear provided on an output shaft of the motor, a plurality of pinion gears meshing with the sun gear and revolving around a rotation axis of the sun gear, a ring gear meshing with the pinion gears, and a carrier rotatably supporting the pinion gears and rotating coaxially with the sun gear in accordance with the revolution of the pinion gears; The differential device includes a differential case that is integral with the carrier, a differential pinion shaft that is provided in the differential case and perpendicular to the rotation axis, a plurality of differential pinion gears that are inserted through the differential pinion shaft, and a plurality of differential side gears that mesh with the differential pinion gears and are connected to the drive shaft, The rotation of the differential case in accordance with the rotation of the carrier causes the drive shaft to rotate via the differential pinion shaft, the differential pinion gear, and the differential side gear, The motor, the carrier, the differential case, and the drive shaft rotate about the rotation axis, One of the drive shafts is inserted through the inside of the output shaft, When viewed from the side of the vehicle, the motor, the planetary gear reduction mechanism, and the differential device are arranged to overlap each other. The electric vehicle according to claim 1 .

3. 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 using power supplied from the battery; The heat management device is disposed forward of the high-voltage heater. The electric vehicle according to claim 1 .

4. The temperature of the heat medium flowing through the piping arranged in the front of the vehicle in the heat management device is lower than the temperature of the heat medium flowing through the piping arranged in the rear of the vehicle in the heat management device. The electric vehicle according to claim 3 .

5. 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 thermal integration unit is disposed forward of the HVAC, upward of the motor, and rearward of the trunk box; the thermal integration unit includes a refrigerant module including an expansion valve that controls the flow rate of refrigerant flowing through a refrigerant pipe, and an electric compressor that compresses the refrigerant using electric power supplied from the battery; The refrigerant module and the electric compressor are disposed between the thermal management device and the high voltage heater. The electric vehicle according to claim 3 .

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