Electric vehicles

Abstract

To provide an electric vehicle which can avoid or suppress damage of a connector due to collision.SOLUTION: A power control unit, a connector which connects an electric wire connected to a battery with the power control unit, and a relay box which switches power supply paths to the battery are arranged in a power source room installed at a front side of a cab or a rear side thereof in a forward / backward moving direction. The connector is arranged, at a loading state in an electric vehicle, adjacent to the cab side relative to the relay box in a forward / backward moving direction. Thereby, the connector is easily protected, at the time of collision of the electric vehicle, from intervention of a component in a collision side so as to be capable of avoiding or suppressing damage of the connector due to collision.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present invention relates to an electric vehicle whose battery is charged by being connected to an external charger.

Background Art

[0002] Relay boxes mounted on vehicles are well known. For example, the relay box for automobiles described in Patent Document 1 is one of them. Patent Document 1 discloses a relay box that can achieve sharing among vehicle types by using a detachable relay set.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Here, an electric vehicle including a drive device including an electric motor and a power transmission device, a battery, and a power control device that controls power transmitted between the battery and the electric motor, and whose battery is charged by being connected to an external charger is also well known. In such an electric vehicle, it is conceivable to arrange the power control device and the relay box, and a connector that connects the electric wire connected to the battery and the power control device in a power source chamber that houses the drive device. In this case, depending on the position where the connector is arranged, there is a risk that the connector will be affected by a collision of the electric vehicle.

[0005] The present invention has been made based on the above circumstances, and an object thereof is to provide an electric vehicle capable of avoiding or suppressing damage to the connector due to a collision.

Means for Solving the Problems

[0006] The gist of the first invention is an electric vehicle comprising (a) an electric motor that functions as a power source, a power transmission device that transmits power from the electric motor to the drive wheels, a drive battery, and a power control device that controls the power exchanged between the battery and the electric motor, wherein the battery is charged by being connected to an external charger, (b) a connector that connects the wires connected to the battery to the power control device, and (c) a relay box that switches the power supply path to the battery according to the power of the external charger, (d) the power control device, the connector, and the relay box are located in a power source room that houses the drive system including the electric motor and the power transmission device, which is provided in front of or behind the driver's cab in the forward and backward direction of the electric vehicle relative to the driver's cab where the driver's seat is located, and (e) the connector, when mounted in the electric vehicle, is located adjacent to the driver's cab side in the forward and backward direction of the electric vehicle relative to the relay box. [Effects of the Invention]

[0007] According to the first invention described above, the power control device, the connector connecting the wires connected to the battery and the power control device, and the relay box for switching the power supply path to the battery are arranged in a power source room located in front of or behind the driver's seat in the forward / reverse direction. Furthermore, when the connector is mounted in an electric vehicle, it is positioned adjacent to the relay box on the driver's seat side in the forward / reverse direction. This makes it easier to protect the connector from interference by components from the side of the collision in the event of a collision in an electric vehicle. Thus, damage to the connector due to a collision can be avoided or suppressed. [Brief explanation of the drawing]

[0008] [Figure 1] This figure illustrates an example of a schematic configuration of an electric vehicle to which the present invention is applied. [Figure 2] This diagram illustrates an example of a schematic configuration of a drive system in an electric vehicle. [Figure 3] This diagram illustrates an example of a mounting position for the battery row connector to avoid or suppress damage to the battery row connector due to collision. [Figure 4] This diagram illustrates an example of an electric vehicle equipped with a power control unit and other components. [Figure 5] This is an electrical circuit diagram illustrating an example of power transfer to and from a high-voltage battery. [Modes for carrying out the invention]

[0009] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. [Examples]

[0010] Figure 1 is a diagram illustrating an example of the schematic configuration of an electric vehicle 10 to which the present invention is applied. Figure 2 is a diagram illustrating an example of the schematic configuration of the drive system in the electric vehicle 10. In Figures 1 and 2, the electric vehicle 10 comprises left and right front wheels 12 as drive wheels, a drive unit 14 that drives the front wheels 12, and left and right rear wheels 16 as driven wheels. The electric vehicle 10 also comprises a high-voltage battery 40, a power control unit 50, etc. The drive unit 14 includes an electric motor MG that functions as a power source and a power transmission device PT that transmits power from the electric motor MG to the front wheels 12. The electric vehicle 10 is an electric vehicle to which the high-voltage battery 40 is charged by connecting to a charging station 100 (see Figure 5, described later). The charging station 100 is, for example, an external charger, such as a rapid charger, for charging the high-voltage battery 40 with DC power, which is installed in a parking lot or the like.

[0011] The electric motor MG is a known rotating electric machine that has the function of an engine that generates mechanical power from electric power and a generator that generates electric power from mechanical power, and is a so-called motor generator. The electric motor MG is housed in a non-rotatable case 18, which is a non-rotating member attached to the vehicle body.

[0012] The power transmission device PT includes a drive gear 20, a driven gear 22, a driven shaft 24, a final gear 26, a differential gear 28, etc., within a case 18. The rotor shaft of the electric motor MG is connected to the drive gear 20, and the electric motor MG is connected in a way that allows power transmission. The drive gear 20 is the output rotating member of the electric motor MG. The driven gear 22 has a larger diameter than the drive gear 20 and meshes with the drive gear 20. The driven shaft 24 fixes the driven gear 22 and the final gear 26 so that they cannot rotate relative to each other. The final gear 26 has a smaller diameter than the driven gear 22 and meshes with the differential ring gear 28a of the differential gear 28. The power transmission device PT also includes a pair of drive shafts 30, etc., connected to the differential gear 28. The power transmission device PT transmits power output from the electric motor MG to the driven gear 22 via the drive gear 20. The power transmission device PT then transmits the power transmitted to the driven gear 22 to the front wheels 12 sequentially via the driven shaft 24, final gear 26, differential gear 28, drive shaft 30, etc.

[0013] The power transmission unit PT has a first axis CL1, a second axis CL2, and a third axis CL3. These three axes CL1, CL2, and CL3 are parallel to each other. The first axis CL1 is the axis of the rotor shaft of the electric motor MG. The electric motor MG and the drive gear 20 are arranged around the first axis CL1. In other words, the first axis CL1 is the rotation axis of the electric motor MG. The second axis CL2 is the axis of the driven shaft 24. The driven gear 22 and the final gear 26 are arranged around the second axis CL2. In other words, the second axis CL2 is the rotation axis of the driven gear 22, the driven shaft 24, and the final gear 26. The third axis CL3 is the axis of the drive shaft 30 and is the axis of the differential gear 28. The differential gear 28 is arranged around the third axis CL3. In other words, the third axis CL3 is the axis of rotation of the drive shaft 30 and the differential gear 28.

[0014] The high-voltage battery 40 is a rechargeable DC power source, such as a nickel-metal hydride secondary battery or a lithium-ion battery. The high-voltage battery 40 is electrically connected to the power control unit 50. Stored power from the high-voltage battery 40 is supplied to the electric motor MG via the power control unit 50. Power from the regenerative control of the electric motor MG is also supplied to the high-voltage battery 40 via the power control unit 50. The high-voltage battery 40 is a battery for driving the vehicle.

[0015] The power control unit 50 includes an inverter (not shown) that configures a three-phase bridge circuit of U-phase, V-phase, and W-phase using switching elements such as transistors. The power control unit 50 converts DC power from the high-voltage battery 40 into AC power and supplies it to the electric motor MG. The power control unit 50 also converts AC power generated by the electric motor MG through regenerative braking into DC power and supplies it to the high-voltage battery 40. The power control unit 50 is a power control device, or PCU (Power Control Unit), that controls the power exchanged between the high-voltage battery 40 and the electric motor MG.

[0016] Here, the high-voltage battery 40 and the power control unit 50 are electrically connected via wires and connectors. The electric vehicle 10 further includes a high-voltage cable 60 and a battery connector 62. The high-voltage cable 60 is a wire connected to the high-voltage battery 40. The battery connector 62 is a connector that connects the high-voltage cable 60 to the power control unit 50.

[0017] Incidentally, when the PCU case 52 that houses the power control unit 50 provided in the electric vehicle 10 is disposed adjacent to the case 18, if the battery line connector 62 is attached to the PCU case 52, there is a risk of damage during a collision. For example, when the battery line connector 62 is attached to the front of the PCU case 52 in the forward and backward direction of the electric vehicle 10, there is a possibility of interference with the members at the front of the electric vehicle 10 during a frontal collision. Or, when the battery line connector 62 is attached to the left or right side of the PCU case 52 in the vehicle width direction of the electric vehicle 10, there is a possibility of interference with the side member during a collision. Or, when the battery line connector 62 is attached to the rear of the PCU case 52 in the forward and backward direction of the electric vehicle 10, there is a possibility of interference with the drive shaft 30 during a collision. Since the battery line connector 62 is a high-voltage part, it is desirable that damage be avoided or suppressed during a collision of the electric vehicle 10.

[0018] FIG. 3 is a diagram for explaining an example of the mounting position of the battery line connector 62 for avoiding or suppressing damage to the battery line connector 62 due to a collision. FIG. 4 is a diagram for explaining an example of a state in which the drive device 14, the power control unit 50, etc. are mounted on the electric vehicle 10. FIG. 5 is an electric circuit diagram for explaining an example of the power transfer to and from the high-voltage battery 40. (a) of FIG. 3 is a perspective view from the rear and left side of the electric vehicle 10. (b) of FIG. 3 is a side view from the left side in the vehicle width direction of the electric vehicle 10. FIG. 4 is an external view from the left side in the vehicle width direction of the electric vehicle 10. Note that the vertical direction, the forward and backward direction, and the vehicle width direction in the figure indicate the directions in the mounted state in the electric vehicle 10. The vehicle width direction is the axial direction of each of the first axis CL1, the second axis CL2, and the third axis CL3.

[0019] In Figures 3, 4, and 5, the electric vehicle 10 is further equipped with a relay box 70. The relay box 70 has the function of switching the power supply path PS to the high-voltage battery 40 according to the power of the charging station 100. The power control unit 50, i.e., the PCU case 52, the battery connector 62, and the relay box 70 are located in the front compartment 90. The front compartment 90 is a power source room that houses the drive unit 14, i.e., the case 18, i.e., a power source room that houses the power source. The front compartment 90 is located in front of the driver's cab 94 in the forward and backward direction of the electric vehicle 10, where the driver's seat 92 is located. The high-voltage battery 40 is located vertically below the driver's cab 94.

[0020] The battery connector 62, when mounted in the electric vehicle 10, is positioned adjacent to the relay box 70 on the driver's cab side 94 in the forward / reverse direction of the electric vehicle 10. In other words, when mounted in the electric vehicle 10, the battery connector 62 is positioned adjacent to the relay box 70 on the rear side of the electric vehicle 10 in the forward / reverse direction.

[0021] The electric vehicle 10 further includes a DC inlet 64, an in-vehicle charging cable 66, and a charging port connector 68. The DC inlet 64 is provided on the outer plate 10a that forms the front compartment 90, that is, on the side surface of the vehicle body of the electric vehicle 10. The DC inlet 64 is a charging port that is connected to the charging stand 100 via an external charging cable 102 provided on the charging stand 100. The DC inlet 64 is a terminal for inputting DC power supplied from the charging stand 100 when the external charging cable 102 is connected. The in-vehicle charging cable 66 is an electric wire connected to the DC inlet 64. The charging port connector 68 is a second connector that connects the in-vehicle charging cable 66 and the relay box 70. The charging port connector 68 is disposed in the front compartment 90. Similar to the battery connector 62, the charging port connector 68 is disposed adjacent to the driver's cab 94 side in the forward and backward driving direction of the electric vehicle 10, that is, behind in the forward and backward driving direction, in the mounted state of the electric vehicle 10. Thus, the charging port connector 68 is arranged side by side with the battery connector 62 on the same side with respect to the relay box 70. The battery connector 62 is disposed, for example, vertically above the charging port connector 68.

[0022] The power control unit 50, that is, the PCU case 52, and the relay box 70 are disposed adjacent to the drive device 14, that is, the case 18. For example, in the mounted state of the electric vehicle 10, the PCU case 52 is disposed adjacent to the left side of the electric vehicle 10 in the vehicle width direction with respect to the case 18. The relay box 70 is disposed adjacent to the case 18 vertically above in the mounted state of the electric vehicle 10.

[0023] The electric vehicle 10 includes a terminal block 72. The terminal block 72 is disposed between the power control unit 50 and the relay box 70. The terminal block 72 is provided, for example, inside the relay box 70. The terminal block 72 includes a first terminal 72t1, a second terminal 72t2, a third terminal 72t3, a fourth terminal 72t4, and a fifth terminal 72t5.

[0024] The electric vehicle 10 includes a first connector wiring 74cw1, a second connector wiring 74cw2, a first supply path 76sp1, a second supply path 76sp2, a third supply path 76sp3, a first power wiring 78pw1, a second power wiring 78pw2, a third power wiring 78pw3, a fourth power wiring 78pw4, a fifth power wiring 78pw5, a first relay 80, and a second relay 82.

[0025] The first connector wiring 74cw1 is connected to the battery connector 62 and connects the positive terminal of the battery connector 62 to the first terminal 72t1 within the relay box 70. The second connector wiring 74cw2 is connected to the battery connector 62 and connects the negative terminal of the battery connector 62 to the second terminal 72t2 within the relay box 70.

[0026] The first supply path 76sp1 is a power path within the power supply path PS that is switched on and off in accordance with the power of the charging station 100. Within the relay box 70, it connects the positive terminal of the charging port connector 68 to the third terminal 72t3 via the first relay 80. The first relay 80 is normally open and is switched on when the voltage of the charging station 100 is equal to the voltage of the high-voltage battery 40 during charging by the charging station 100.

[0027] The second power supply path 76sp2 is a power path connected regardless of the power supply path PS to the charging station 100, and connects the negative terminal of the charging port connector 68 to the fourth terminal 72t4 within the relay box 70.

[0028] The third power supply path 76sp3 is a power path within the power supply path PS that is switched on and off according to the power of the charging station 100. Within the relay box 70, it connects the positive terminal of the charging port connector 68 to the fifth terminal 72t5 via the second relay 82. The second relay 82 is normally open and is switched on when the voltage of the charging station 100 differs from the voltage of the high-voltage battery 40 during charging by the charging station 100.

[0029] The first power wiring 78pw1 is connected to the power control unit 50 and connects the positive side of the power control unit 50 to the first terminal 72t1. The second power wiring 78pw2 is connected to the power control unit 50 and connects the negative side of the power control unit 50 to the second terminal 72t2. The third power wiring 78pw3 is connected to the power control unit 50 and the first power wiring 78pw1 and connects the positive side of the power control unit 50 and the first terminal 72t1 to the third terminal 72t3. The fourth power wiring 78pw4 is connected to the power control unit 50 and the second power wiring 78pw2 and connects the negative side of the power control unit 50 and the second terminal 72t2 to the fourth terminal 72t4. The fifth power wiring 78pw5 is connected to the first power wiring 78pw1 sequentially via the motor MG and the power control unit 50, and connects the motor MG to the fifth terminal 72t5.

[0030] The first terminal 72t1 connects the first connector wiring 74cw1 and the first power wiring 78pw1. The second terminal 72t2 connects the second connector wiring 74cw2 and the second power wiring 78pw2. The third terminal 72t3 connects the first supply path 76sp1 and the third power wiring 78pw3. The fourth terminal 72t4 connects the second supply path 76sp2 and the fourth power wiring 78pw4. The fifth terminal 72t5 connects the third supply path 76sp3 and the fifth power wiring 78pw5.

[0031] As described above, in this embodiment, the power control unit 50, the battery connector 62, and the relay box 70 are located in the front compartment 90. Furthermore, when the battery connector 62 is mounted in the electric vehicle 10, it is positioned adjacent to the relay box 70 on the driver's seat 94 side in the forward and backward direction of the electric vehicle 10, that is, at the rear in the forward and backward direction. This makes it easier to protect the battery connector 62 from interference from components such as the radiator or radiator support members from the side of the vehicle that is in the front of the collision during a frontal collision of the electric vehicle 10. Thus, damage to the battery connector 62 due to a collision can be avoided or suppressed.

[0032] Furthermore, according to this embodiment, a terminal block 72 equipped with five terminals, namely a first terminal 72t1, a second terminal 72t2, a third terminal 72t3, a fourth terminal 72t4, and a fifth terminal 72t5, is placed between the power control unit 50 and the relay box 70. In other words, the terminal block, which is equipped with the third terminal 72t3, the fourth terminal 72t4, and the fifth terminal 72t5 that connect to the charging port connector 68, is equipped with the first terminal 72t1 and the second terminal 72t2 that connect to the battery connector 62. As a result, a dedicated part for arranging the battery connector 62 is not required, and the battery connector 62 can be arranged without increasing the size of units such as the power control unit 50.

[0033] Furthermore, according to this embodiment, the high-voltage battery 40 is positioned vertically downward relative to the driver's cab 94. This allows the length of the high-voltage cable 60 to be shortened, thereby reducing costs.

[0034] Furthermore, according to this embodiment, the charging port connector 68, which connects the in-vehicle charging cable 66 connected to the DC inlet 64 and the relay box 70, is positioned on the same side as the battery connector 62 relative to the relay box 70. This makes it easier to protect the charging port connector 68 from interference by components from the side of the vehicle that is hit in the event of a frontal collision in the electric vehicle 10.

[0035] Although embodiments of the present invention have been described in detail above with reference to the drawings, the present invention is also applicable to other embodiments.

[0036] For example, in the above embodiment, the power source compartment housing the drive unit 14, i.e., the case 18, may be a rear compartment located behind the driver's cab 94 in the forward and backward direction of the electric vehicle 10. In this case, the rear wheels 16 become the drive wheels, and the front wheels 12 become the driven wheels. The power control unit 50, the battery connector 62, and the relay box 70 are located in the rear compartment. Furthermore, when mounted on the electric vehicle 10, the battery connector 62 is positioned adjacent to the relay box 70 on the driver's cab 94 side in the forward and backward direction of the electric vehicle 10, i.e., adjacent to the front in the forward and backward direction. This makes it easier to protect the battery connector 62 from interference by components from the side of the rear collision in the event of a rearward collision of the electric vehicle 10. Therefore, damage to the battery connector 62 due to a collision can be avoided or suppressed. The present invention can also be applied to an all-wheel drive vehicle in which the front wheels 12 and rear wheels 16 are driven independently by drive units 14 housed in the front compartment and rear compartment, respectively.

[0037] Furthermore, in the above-described embodiments, an electric vehicle 10 was given as an example of an electric vehicle to which the present invention applies, but the invention is not limited to this embodiment. In short, the present invention can be applied to any electric vehicle that is equipped with an electric motor, a power transmission device, a drive battery, and a power control device, and whose battery is charged by being connected to an external charger.

[0038] It should be noted that the above-described embodiment is merely one example, and the present invention can be implemented in various modified and improved forms based on the knowledge of those skilled in the art. [Explanation of symbols]

[0039] 10: Electric vehicle 10a: Outer panel 12: Front wheels (drive wheels) 14: Drive unit 40: High-voltage battery (battery for driving) 50: Power control unit (power control device) 60: High-voltage cable (wire connected to battery) 62: Battery connector (connector) 64: DC inlet (charging port) 66: In-vehicle charging cable (wire connected to charging port) 68: Charging port connector (second connector) 70: Relay box 72: Terminal block 72t1: First terminal 72t2: Second terminal 72t3: Third terminal 72t4: Fourth terminal 72t5: Fifth terminal 74cw1: First connector wiring 74cw2: Second connector wiring 76sp1: First supply path 76sp2: Second supply path 76sp3: Third supply path 78pw1: First power wiring 78pw2: Second power wiring 78pw3: Third power wiring 78pw4: Fourth power wiring 78pw5: Fifth power wiring 90: Front compartment (power source room) 92: Driver's seat 94: Driver's cab 100: Charging station (external charger) MG: Electric motor PS: Power supply line PT: Power transmission system

Claims

1. An electric vehicle comprising an electric motor that functions as a power source, a power transmission device that transmits power from the electric motor to the drive wheels, a drive battery, and a power control device that controls the power exchanged between the battery and the electric motor, wherein the battery is charged by being connected to an external charger, A connector that connects the wires connected to the battery to the power control device, A relay box that switches the power supply path to the battery according to the power of the external charger, It also has the following features: The power control device, the connector, and the relay box are located in a power source room that houses the drive system, including the electric motor and the power transmission device, which is provided in front of or behind the driver's cab where the driver's seat is located, in the forward or backward direction of the electric vehicle. The connector is characterized in that, when mounted in the electric vehicle, it is positioned adjacent to the relay box on the driver's seat side in the forward and reverse direction of the electric vehicle.

2. The power control device and the relay box are arranged adjacent to the drive unit, and a terminal block is located between the power control device and the relay box. The aforementioned terminal block is A first terminal that connects the first connector wiring connected to the connector and the first power wiring connected to the power control device, A second terminal that connects the second connector wiring connected to the aforementioned connector and the second power wiring connected to the power control device, A third terminal connects a first power supply path, which is disconnected in accordance with the power of the external charger, to the power control device and a third power wiring connected to the first power wiring, A fourth terminal connecting a second power supply path, which is connected regardless of the power of the external charger among the power supply paths, to the power control device and a fourth power wiring connected to the second power wiring, A fifth terminal connects a third power supply path, which is disconnected in accordance with the power of the external charger, to a fifth power wiring that is connected to the first power wiring sequentially via the motor and the power control device, The electric vehicle according to claim 1, characterized by having the following features.

3. The power source room is located in front of the driver's cab in the forward / reverse direction, The electric vehicle according to claim 1 or 2, characterized in that the connector is positioned adjacent to the relay box in the rearward direction when mounted on the electric vehicle.

4. The electric vehicle according to claim 1 or 2, characterized in that the battery is positioned vertically downward with respect to the driver's seat.

5. A charging port is provided on the outer panel forming the power source chamber, which is connected to the external charger, A second connector that connects the wire connected to the charging port to the relay box, It also has the following features: The electric vehicle according to claim 1 or 2, characterized in that the second connector is arranged on the same side as the connector with respect to the relay box.

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