Electric vehicles

Abstract

To provide an electric vehicle that allows for the efficient placement of the water pump so that the overall size of the drive system, including the water pump, is reduced. [Solution] The water pump 17 is positioned on one end side of the drive unit 30, overlapping with the drive unit 30 in the vertical direction of the vehicle, with the coolant inlet pipe 17A extending to the other side in the vehicle width direction and facing forward, and the coolant outlet pipe 17B extending to the other side in the vehicle width direction and facing rearward. The water pump 17 is positioned behind the imaginary line L1 passing through the front end of the mount insulator 14 and the front end of the drive unit 30, and between the mount insulator 14 and the front end of the drive unit 30 in the vehicle width direction. The coolant inlet pipe 17A is positioned behind the front end of the drive unit 30 and below the upper end of the drive unit 30.

Description

Technical Field

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

Background Art

[0002] Since the drive device described in Patent Document 1 needs to connect a water pump to a radiator, the water pump is arranged at a position away from the drive device.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, the device described in Patent Document 1 has a problem that the overall size of the drive device including the water pump becomes large because the water pump is arranged at a position away from the drive device.

[0005] Therefore, an object of the present invention is to provide an electric vehicle capable of efficiently arranging a water pump so that the overall size of the drive device including the water pump becomes small.

Means for Solving the Problems

[0006] To solve the above problems, the present invention provides an electric vehicle comprising: a drive unit arranged in an engine room formed at the front of the vehicle and generating motor torque for driving; a bracket for supporting the end of the drive unit in the vehicle width direction on the vehicle body; and a water pump for pressurizing and supplying coolant to the drive unit, wherein the water pump has a coolant inlet pipe for taking in coolant and a coolant outlet pipe extending in a direction perpendicular to the coolant inlet pipe and supplying coolant, the bracket is connected to one end of the drive unit in the vehicle width direction, the water pump is positioned above the bracket, a support portion for supporting the water pump is formed on the upper part of the bracket, the water pump is positioned on one end of the drive unit in the vehicle vertical direction and overlaps with the drive unit, the coolant inlet pipe extends to the other side in the vehicle width direction and forward, and the coolant outlet pipe extends to the other side in the vehicle width direction and rearward. [Effects of the Invention]

[0007] Thus, according to the present invention, it is possible to provide an electric vehicle in which the water pump can be efficiently arranged so that the overall size of the drive system, including the water pump, is reduced. [Brief explanation of the drawing]

[0008] [Figure 1] Figure 1 is a plan view of the drive system of an electric vehicle according to one embodiment of the present invention. [Figure 2] Figure 2 is a rear view of the drive unit of an electric vehicle according to one embodiment of the present invention. [Figure 3] Figure 3 is a right side view of the drive unit of an electric vehicle according to one embodiment of the present invention. [Figure 4] Figure 4 is a front view of the drive unit of an electric vehicle according to one embodiment of the present invention. [Figure 5] Figure 5 is a cross-sectional view of the electric vehicle shown in Figure 3, taken along the VV direction. [Figure 6] Figure 6 is a plan view of the drive unit and water pump of an electric vehicle according to one embodiment of the present invention. [Figure 7] Figure 7 is a left side view of the drive unit and water pump of an electric vehicle according to one embodiment of the present invention. [Modes for carrying out the invention]

[0009] An electric vehicle according to one embodiment of the present invention is an electric vehicle comprising: a drive unit arranged in an engine room formed at the front of the vehicle and generating motor torque for driving; a bracket for supporting the end of the drive unit in the vehicle width direction on the vehicle body; and a water pump for pressurizing and supplying coolant to the drive unit. The water pump has a coolant inlet pipe for taking in coolant and a coolant outlet pipe extending in a direction perpendicular to the coolant inlet pipe and supplying coolant. The bracket is connected to one end of the drive unit in the vehicle width direction, the water pump is positioned above the bracket, and a support portion for supporting the water pump is formed on the upper part of the bracket. The water pump is positioned on one end of the drive unit in the vehicle width direction, overlapping with the drive unit in the vertical direction of the vehicle, with the coolant inlet pipe extending to the other side in the vehicle width direction and facing forward, and the coolant outlet pipe extending to the other side in the vehicle width direction and facing rear. As a result, the electric vehicle according to one embodiment of the present invention can efficiently arrange the water pump so that the overall size of the drive unit, including the water pump, is reduced. [Examples]

[0010] Hereinafter, an electric vehicle according to one embodiment of the present invention will be described with reference to the drawings. Figures 1 to 7 show an electric vehicle according to one embodiment of the present invention.

[0011] In Figures 1 to 7, the up, down, front, rear, left, and right directions are based on the electric vehicle as it is positioned on the vehicle, with the front-rear direction of the vehicle being the front-rear direction, the left-right direction (vehicle width direction) being the left-right direction, and the up-down direction (vehicle height direction) being the up-down direction.

[0012] As shown in Figure 1, a drive unit 30 that generates motor torque for driving is provided in the engine compartment 3 at the front of the vehicle 1. The drive unit 30 is positioned transversely in the engine compartment 3 such that its internal motor output shaft 51 (see Figure 5) extends in the vehicle width direction. The vehicle 1 in this embodiment constitutes an electric vehicle.

[0013] Drive wheels (not shown) are located to the left and right of the drive unit 30, and the rotation output from the drive unit 30 is transmitted to the drive wheels. The vehicle 1 comprises a body 2, which has a subframe 2A and a body member 2B. The subframe 2A and body member 2B constitute the bottom of the body 2 and support the drive unit 30. The subframe 2A supports the rear of the drive unit 30 and lower arms (not shown), etc. The body member 2B supports the ends of the drive unit 30 in the vehicle width direction, etc.

[0014] As shown in Figure 5, the drive unit 30 comprises a motor 50, a reduction mechanism 53, a differential device 54, and a split case 40 that serves as a housing for these components.

[0015] Case 40 comprises a first case 41 that constitutes the left end of the drive unit 30, a second case 42 fastened to the right end of the first case 41, a third case 43 fastened to the right end of the second case 42, a fourth case 44 connected to the right end of the third case 43, and a cover member 45 fastened to the right end of the fourth case 44.

[0016] The first case 41 has a partition member 41A at its right end, and the partition member 41A extends in the front-to-back and up-to-down directions so as to separate the internal space of the first case 41 from the internal space of the second case 42. The partition member 41A rotatably supports the left end of the motor output shaft 51 of the motor 50 and the right end of the differential device 54, and the reduction shaft 53A of the reduction mechanism 53 passes through it.

[0017] In the third case 43, a motor 50 is arranged. At the center of the motor 50, a hollow motor output shaft 51 for outputting motor torque is provided. The motor output shaft 51 extends in the vehicle width direction from the inside of the second case 42 to the inside of the fourth case 44.

[0018] The second case 42 is provided with a bearing 57 that rotatably supports a portion of the motor output shaft 51 to the left of the motor 50. The fourth case 44 is provided with a bearing 58 that rotatably supports a portion of the motor output shaft 51 to the right of the motor 50.

[0019] In the first case 41 and the second case 42, a speed reduction mechanism 53 for reducing the rotation transmitted from the motor 50 and a differential device 54 for differentially and rotatably transmitting the rotation reduced by the speed reduction mechanism 53 to the left and right drive shafts 55, 56 are arranged.

[0020] The differential device 54 is arranged to the left of the left end of the motor output shaft 51. The differential device 54 includes a ring gear 54A to which rotation is transmitted from the speed reduction mechanism 53. The left drive shaft 55 is connected to the left end of the differential device 54. The right drive shaft 56 is connected to the right end of the differential device 54. This drive shaft 56 is coaxially arranged inside the hollow motor output shaft 51.

[0021] The speed reduction mechanism 53 has a reduction shaft 53A, a large-diameter first reduction gear 53B provided on the reduction shaft 53A, and a small-diameter second reduction gear 53C. The reduction shaft 53A is arranged in front of the differential device 54 and parallel to the motor output shaft 51. The first reduction gear 53B meshes with a gear 51A on the motor output shaft 51, and the second reduction gear 53C meshes with the ring gear 54A of the differential device 54.

[0022] The case 40 is formed with a roughly circular cross-sectional shape and has a cylindrical portion 40A extending in the vehicle width direction and a bulging portion 40B that bulges forward from the left end of the cylindrical portion 40A. The cylindrical portion 40A is the part that houses the motor 50, the motor output shaft 51 and the differential device 54. The bulging portion 40B is the part that houses the reduction mechanism 53. In a left side view, the case 40 has an oval shape formed by the combination of the cylindrical portion 40A and the bulging portion 40B, and in a plan view, it has an L-shape formed by the intersection of the cylindrical portion 40A and the bulging portion 40B.

[0023] As shown in Figures 1, 2, 3, and 4, a left front bracket 10 is fixed to the left end of the drive unit 30 to support the drive unit 30 on the vehicle body 2, and a mount insulator 14 is connected to the front end 10E of the left front bracket 10. The mount insulator 14 is fixed to the vehicle body member 2B.

[0024] An elastic member 14A, such as a mounting rubber, is provided inside the mount insulator 14, and the left front bracket 10 and the mount insulator 14 are elastically connected via the elastic member 14A. Therefore, the left end of the drive unit 30 is elastically supported by the vehicle body member 2B via the left front bracket 10 and the mount insulator 14.

[0025] The left front bracket 10 has three fastening parts 10A, 10B, and 10C that are fastened to the left end of the first case 41. Fastening part 10A is located in front of the center position of the drive unit 30 (the axial center position of the motor output shaft 51) at the left end of the first case 41, and is positioned at the front end of the cylindrical part 40A. Fastening part 10B is located in front of and above fastening part 10A. Fastening part 10C is located in front of and below fastening part 10A.

[0026] A right front bracket 11, which supports the drive unit 30 on the vehicle body 2, is fixed to the right end of the drive unit 30, and a mount insulator 15 is connected to the front end 11E of the right front bracket 11. The mount insulator 15 is fixed to the vehicle body member 2B.

[0027] An elastic member 15A, such as a mounting rubber, is provided inside the mount insulator 15, and the right front bracket 11 and the mount insulator 15 are elastically connected via the elastic member 15A. Therefore, the right end of the drive unit 30 is elastically supported by the vehicle body member 2B via the right front bracket 11 and the mount insulator 15.

[0028] The right front bracket 11 has four fastening parts 11A, 11B, 11C, and 11D that are fastened to the right end of the fourth case 44. Fastening part 11A is fastened to the right end of the fourth case 44 at a position behind and above the center of the drive unit 30. Fastening part 11B is fastened to the right end of the fourth case 44 at a position in front and below the center of the drive unit 30.

[0029] An upper support portion 44A is formed on the upper front of the fourth case 44, to which the upper part of the right front bracket 11 and the upper part of the high-voltage component 16 are fixed. The upper support portion 44A extends from the front outer periphery of the fourth case 44 toward the front and above the vehicle. The front end surface of the upper support portion 44A forms a flat surface that extends in the vertical direction.

[0030] A lower support portion 44B is formed at the lower front of the fourth case 44, to which the lower part of the right front bracket 11 and the lower part of the high-voltage component 16 are fixed. The lower support portion 44B extends from the front outer periphery of the fourth case 44 toward the front and downward of the vehicle. The front end surface of the lower support portion 44B forms a flat surface that extends in the vertical direction.

[0031] The fastening portion 11C is fastened to the right end of the upper support portion 44A of the fourth case 44 at a position forward and above the center of the drive unit 30. The fastening portion 11D is fastened to the right end of the lower support portion 44B of the fourth case 44 at a position forward and below the center of the drive unit 30.

[0032] A rear bracket 12 is fixed to the center of the rear of the drive unit 30 in the vehicle width direction, supporting the drive unit 30 to the vehicle body 2. The rear bracket 12 has a main body portion 12E that is fastened to the drive unit 30, and two vehicle body side connecting portions 12F that extend rearward from the main body portion 12E. A dash panel 2C is provided behind the rear bracket 12, and the dash panel 2C separates the engine room 3 from the passenger compartment behind it (not shown).

[0033] The main body 12E is formed in a roughly box shape with the longer side in the vehicle width direction when viewed from above and from the rear. A mount insulator 20 is connected to the rear end of the vehicle body side connecting part 12F. The mount insulator 20 is fixed to the subframe 2A.

[0034] An elastic member 20A, such as a mounting rubber, is provided inside the mount insulator 20, and the rear bracket 12 and the mount insulator 20 are elastically connected via the elastic member 20A. Therefore, the rear surface of the drive unit 30 is elastically supported by the subframe 2A via the rear bracket 12 and the mount insulator 20.

[0035] The main body 12E has four fastening parts 12A, 12B, 12C, and 12D that are fastened to the case 40. Fastening part 12A is located in the upper left corner of the main body 12E and is fastened to the rear surface of the partition member 41A of the first case 41. Fastening part 12B is located in the upper right corner of the main body 12E and is fastened to the rear surface of the third case 43.

[0036] The fastening portion 12C is located at the lower left corner of the main body portion 12E and is fastened to the rear surface of the partition member 41A of the first case 41. The fastening portion 12D is located at the lower right corner of the main body portion 12E and is fastened to the rear surface of the third case 43.

[0037] A high-voltage component 16 is fixed to the front of the drive unit 30, near the right end in the vehicle width direction. The high-voltage component 16 consists of an inverter that converts power from a battery (not shown) to a predetermined voltage and frequency and supplies it to the motor 50. The high-voltage component 16 is formed in a roughly square, box-like shape when viewed from the front. The high-voltage component 16 has four fastening parts 16A, 16B, 16C, and 16D that are fastened to the case 40.

[0038] Fastening portion 16A is located in the upper left corner of the high-voltage component 16 and fastens to the upper front of the second case 42. Fastening portion 16C is located in the lower left corner of the high-voltage component 16 and fastens to the lower front of the second case 42.

[0039] The fastening portion 16B is located at the upper right corner of the high-voltage component 16 and is fastened to the front end of the upper support portion 44A on the front of the fourth case 44. The fastening portion 16D is located at the lower right corner of the high-voltage component 16 and is fastened to the front end of the lower support portion 44B on the front of the fourth case 44.

[0040] An electric water pump 17 is positioned in front of the left end of the drive unit 30, above the left front bracket 10. The water pump 17 pumps coolant cooled by a radiator (not shown) to the drive unit 30. The water pump 17 has a coolant inlet pipe 17A for taking in coolant, and a coolant outlet pipe 17B that extends perpendicular to the coolant inlet pipe 17A and discharges the coolant. A support portion 10F for supporting the water pump 17 from below is formed integrally with the left front bracket 10 on the upper part of the left front bracket 10.

[0041] As shown in Figures 6 and 7, the water pump 17 is positioned on one end of the drive unit 30, overlapping with the drive unit 30 in the vertical direction of the vehicle. The water pump 17 is also positioned such that the coolant inlet pipe 17A extends to the other side (right side) and forward in the vehicle width direction, and the coolant outlet pipe 17B extends to the other side and rearward in the vehicle width direction. In order to set the extension directions of the coolant inlet pipe 17A and the coolant outlet pipe 17B as described above, the water pump 17 has a rotating shaft 17C (not shown) that runs along the extension direction of the coolant inlet pipe 17A and is positioned at an angle to the vehicle width direction. Here, the left front bracket 10 constitutes the bracket in this invention.

[0042] A radiator 19 is positioned in front of the water pump 17, and the radiator 19 cools the coolant by heat exchange with the air. The radiator 19 and the water pump 17 are connected by a coolant pipe 18, and coolant is introduced from the radiator 19 to the water pump 17 through this coolant pipe 18.

[0043] The cooling water piping 18 consists of a first pipe 18A connected to the bottom of the rear surface of the radiator 19, a second pipe 18B extending to the right from the rear end of the first pipe 18A, a third pipe 18C extending upward from the right end of the second pipe 18B, and a fourth pipe 18D extending to the left and rear from the upper end of the third pipe 18C. The fourth pipe 18D of the cooling water piping 18 is arranged coaxially with the cooling water inlet pipe 17A of the water pump 17 and is connected to the cooling water inlet pipe 17A.

[0044] If the water pump 17 were positioned such that the coolant inlet pipe 17A faces forward, it would be necessary to bend the coolant piping 18 at a sharp angle, or the coolant piping 18 might interfere with the drive unit 30. In this case, a pipe (not shown) connected to the coolant outlet pipe 17B of the water pump 17 would extend to the right above and in front of the drive unit 30, potentially causing interference between the pipe and the drive unit 30. On the other hand, if the water pump 17 were positioned away from the drive unit 30 to avoid these interferences, the overall size of the drive unit 30, including the water pump 17, would increase. Therefore, in this embodiment, in order to reduce the overall size of the drive unit 30, the water pump 17 is positioned at one end of the drive unit 30, overlapping with the drive unit 30 in the vertical direction of the vehicle. Furthermore, the water pump 17 is positioned such that the coolant inlet pipe 17A extends to the other side (right side) in the vehicle width direction and forward, and the coolant outlet pipe 17B extends to the other side in the vehicle width direction and rearward.

[0045] The water pump 17 is located behind the imaginary line L1 that passes through the front end of the mount insulator 14 and the front end of the drive unit 30, and is positioned between the mount insulator 14 and the front end of the drive unit 30 in the vehicle width direction.

[0046] The cooling water inlet pipe 17A is located in the space behind the front end of the drive unit 30 and below the upper end of the drive unit 30. More specifically, the cooling water inlet pipe 17A is located in the space S (see Figure 7) behind the imaginary line L2 passing through the front end of the drive unit 30 and below the imaginary line L3 passing through the upper end of the drive unit 30.

[0047] As described above, in this embodiment, the water pump 17 has a coolant inlet pipe 17A for taking in coolant and a coolant outlet pipe 17B that extends in a direction perpendicular to the coolant inlet pipe 17A and discharges coolant. The left front bracket 10 is connected to one end of the drive unit 30 in the vehicle width direction, the water pump 17 is positioned above the left front bracket 10, and a support portion 10F for supporting the water pump 17 is formed on the upper part of the left front bracket 10. The water pump 17 is positioned on one end of the drive unit 30 in a position that overlaps with the drive unit 30 in the vertical direction of the vehicle, with the coolant inlet pipe 17A extending to the other side in the vehicle width direction and facing forward, and the coolant outlet pipe 17B extending to the other side in the vehicle width direction and facing rear.

[0048] As a result, the cooling water inlet pipe 17A of the water pump 17 and the cooling water piping (not shown) connected thereto can be positioned in front of the drive unit 30 to avoid interference with the drive unit 30. This avoids having to position the water pump 17 far from the drive unit 30, and allows the water pump 17 to be positioned efficiently so that the overall size of the drive unit 30, including the water pump 17, is reduced.

[0049] In this embodiment, a mount insulator 14 having an elastic member 14A is connected to the front end 10E of the left front bracket 10, and the water pump 17 is positioned behind the imaginary line L1 passing through the front end of the mount insulator 14 and the front end of the drive unit 30, and between the mount insulator 14 and the front end of the drive unit 30 in the vehicle width direction.

[0050] This allows the load from the front to be absorbed by the mounting insulator 14 at the front end of the left front bracket 10 or the front end of the drive unit 30 during a vehicle collision, thereby protecting the water pump 17.

[0051] Furthermore, in this embodiment, the cooling water inlet pipe 17A is located in the space behind the front end of the drive unit 30 and below the upper end of the drive unit 30.

[0052] This allows the cooling water inlet pipe 17A of the water pump 17 to be efficiently positioned to the side of the drive unit 30.

[0053] While embodiments of the present invention have been disclosed, it will be apparent to those skilled in the art that modifications can be made without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims. [Explanation of symbols]

[0054] 1 vehicle 2 car bodies 2A Subframe 2B Body components 2C Dash Panel 3. Engine Room 10. Left front bracket (bracket) 10F support part 14 Mount Insulators 14A Elastic member 17 Water pump 17A cooling water inlet pipe 17B Cooling water outlet pipe 30 Drive unit L1 virtual line

Claims

1. A drive unit is located in the engine compartment formed at the front of the vehicle and generates motor torque for driving, A bracket that supports the vehicle body at the end of the drive unit in the vehicle width direction, An electric vehicle comprising a water pump for pressurizing and supplying cooling water to the drive unit, The water pump has a cooling water inlet pipe for taking in cooling water, and a cooling water outlet pipe that extends in a direction perpendicular to the cooling water inlet pipe and discharges cooling water. The bracket is connected to one end of the drive unit in the vehicle width direction. The water pump is positioned above the bracket. A support portion for supporting the water pump is formed on the upper part of the bracket. The electric vehicle is characterized in that the water pump is positioned at one end of the drive unit, overlapping with the drive unit in the vertical direction of the vehicle, with the coolant inlet pipe extending toward the other side in the vehicle width direction and toward the front, and the coolant outlet pipe extending toward the other side in the vehicle width direction and toward the rear.

2. A mount insulator having an elastic member is connected to the front end of the bracket. The electric vehicle according to claim 1, characterized in that the water pump is located behind a virtual line passing through the front end of the mount insulator and the front end of the drive unit, and is positioned between the mount insulator and the front end of the drive unit in the vehicle width direction.

3. The electric vehicle according to claim 1 or 2, characterized in that the cooling water inlet pipe is located in a space behind the front end of the drive unit and below the upper end of the drive unit.

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