Electric vehicle

Abstract

An electric vehicle (30) comprises: a battery (33); a front wheel; a motor (350) which is configured to drive the front wheel by power that is stored in the battery (33); a power control device (310) which is configured to supply the motor (350) with the power in the battery (33); a mechatronic unit (300) into which the motor (350) and the power control device (310) are integrated; and air conditioning-related components (400, 500) which constitute an air conditioning device. The battery (33) is disposed under a floor (44) of a vehicle cabin (46). The mechatronic unit (300) and at least part of the air conditioning-related components (400, 500) are disposed forward of the vehicle cabin (46). In front of the vehicle cabin (46), the air conditioning-related components (400, 500) are positioned above the mechatronic unit (300).

Description

Electric vehicles

[0001] The present disclosure relates to electric vehicles.

[0002] Patent Document 1 discloses a vehicle equipped with an air conditioning system and a drive unit at the front of the vehicle. The drive unit includes a motor, a power control device that controls the motor, and a power transmission unit that transmits the rotational power of the motor to the front wheels. In other words, the drive unit in the electric vehicle is an integrated electromechanical unit.

[0003] Japanese Patent Application Laid-Open No. 2023-173109

[0004] In a vehicle equipped with an electromechanical integrated unit at the front of the vehicle, when an object collides with the vehicle from the front in a frontal collision, the electromechanical integrated unit receives an impact from the front of the vehicle. In this case, the electromechanical integrated unit may move rearward. There is a risk that the electromechanical integrated unit, which has moved rearward in the frontal collision, may interfere with the air conditioning-related components that make up the air conditioning system.

[0005] An electric vehicle according to one aspect of the present disclosure includes a battery, front wheels, a motor configured to drive the front wheels using power stored in the battery, a power control device configured to supply power from the battery to the motor, a mechanically and electrically integrated unit in which the motor and the power control device are integrated, and air conditioning-related components that constitute an air conditioning system. The battery is disposed under a floor of a passenger compartment of the electric vehicle. The mechanically and electrically integrated unit and at least some of the air conditioning-related components are disposed forward of the passenger compartment. The air conditioning-related components are located forward of the passenger compartment and above the mechanically and electrically integrated unit.

[0006] Fig. 1 is a cross-sectional view of a vehicle according to an embodiment, seen from the left side. Fig. 2 is a schematic diagram showing the configuration of a motor, a planetary gear reduction mechanism, and a differential gear in an electromechanical integrated unit according to the embodiment of Fig. 1. Fig. 3 is a configuration diagram showing a thermal management system according to the embodiment of Fig. 1. Fig. 4 is an enlarged view showing the area surrounded by a dashed line in Fig. 1.

[0007] An embodiment of an electric vehicle 30 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. The left-right direction corresponds to the vehicle width direction.

[0008] <Internal Structure of Electric Vehicle 30> 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 a space forward of the passenger compartment 46. The passenger compartment 46 is a space located behind the dash panel 45. The battery 33 is disposed below a floor 44 of the passenger compartment 46.

[0009] The electric vehicle 30 includes a mechanically and electrically integrated unit 300 and a thermal integrated unit 400 located forward of the dash panel 45. The electric vehicle 30 further includes an HVAC (Heating, Ventilating, and Air Conditioning) 500. The HVAC 500 is disposed so as to extend forward from the passenger compartment 46 through the dash panel 45. The HVAC 500 includes a cooling circuit and a heating circuit. The HVAC 500 sends air whose temperature has been adjusted by the cooling circuit and the heating circuit to the passenger compartment 46. The thermal integrated unit 400 and the HVAC 500 are air conditioning-related components that constitute an air conditioning system that manages the air conditioning of the passenger compartment 46.

[0010] The thermal integrated unit 400 is disposed above the electromechanical integrated unit 300. The thermal integrated unit 400 is disposed forward of the HVAC 500. The HVAC 500 is disposed forward of the dash panel 45 and above the electromechanical integrated unit 300. In other words, the air conditioning-related components are located forward of the passenger compartment 46 and above the electromechanical integrated unit 300. The HVAC 500 is disposed in the passenger compartment 46, extending from above the electromechanical integrated unit 300 to below the upper end of the electromechanical integrated unit 300.

[0011] The electric vehicle 30 includes a trunk box 600 configured to store luggage, located forward of the passenger compartment 46. The electric vehicle 30 also includes a radiator 700 located forward of the passenger compartment 46. The trunk box 600, the radiator 700, and the thermal integration unit 400 are arranged in this order from the front of the vehicle.

[0012] <Configuration of the electromechanical integrated unit 300> The electromechanical integrated unit 300 is a unit that integrates a motor 350, a power transmission mechanism (not shown), and a power control device 310. The power control device 310 is disposed behind the motor 350. The power control device 310 is disposed so as to be aligned with the motor 350 in the front-to-rear direction.

[0013] The motor 350 is a power source that drives the front wheels, which are drive wheels, via a drive shaft 380. The battery 33 stores electric power to be supplied to the motor 350. That is, the electric vehicle 30 drives the front wheels, which are drive wheels, using the electric power stored in the battery 33.

[0014] The power control device 310 is a device that supplies power to the motor 350. The power control device 310 includes an inverter that converts DC power from the battery 33 into AC power and supplies the AC power to the motor 350.

[0015] 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 the 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.

[0016] 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 device 370. In the electromechanical integrated unit 300, the motor 350, the planetary gear reduction mechanism 360, and the differential device 370 are arranged so as to overlap one another in a side view of the vehicle. The planetary gear reduction mechanism 360 reduces and outputs the rotation transmitted from the motor 350. The differential device 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 device 370, and the drive shafts 380 form a power transmission mechanism.

[0017] The electromechanical integrated unit 300 includes a planetary gear reduction mechanism 360 to the right of the motor 350. The electromechanical integrated unit 300 includes a differential device 370 to the right of the planetary gear reduction mechanism 360. The electromechanical integrated unit 300 may also include the planetary gear reduction mechanism 360 to the left of the motor 350. In this case, the electromechanical integrated unit 300 includes the differential device 370 to the left of the planetary gear reduction mechanism 360.

[0018] <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.

[0019] <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 the output shaft 353 that protrudes to the right of the motor 350. 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.

[0020] 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 sun gear 361.

[0021] 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 on the right side of 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.

[0022] 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.

[0023] 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 capable of revolving around the sun gear 361. The carrier 364 is capable of rotating 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.

[0024] <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 is inserted through the differential pinion shaft 372. The differential pinion gear 373 and the differential side gear 374 are in mesh with each other. 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.

[0025] When the carrier 364 rotates about the rotation axis L, the differential case 371 rotates about the rotation axis L. The rotation of the differential case 371 about the rotation axis L is transmitted to the left and right drive shafts 380 via the differential pinion shaft 372, the differential pinion gear 373, and the differential side gear 374, causing the left and right drive shafts 380 to rotate about the rotation axis L. With the above gears, the differential device 370 allows a difference in rotational speed to occur between the left and right drive shafts 380. The left drive shaft 380 is inserted inside the output shaft 353. The drive shaft 380 is rotatable relative to the output shaft 353.

[0026] In the electromechanical integrated unit 300, 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, the motor 350, the planetary gear reduction mechanism 360, and the differential device 370 do not have to be arranged so as to overlap one another in a side view of the vehicle.

[0027] <Configuration of Thermal Integrated Unit 400> As shown in FIG. 1, the thermal integrated unit 400 is a unit in which a heat management device 410, a refrigerant module 420, a high-voltage heater 430, and an electric compressor 440 are integrated.

[0028] The thermal management device 410 is an auxiliary device in which the four-way valve 411 and the five-way valve 412 shown in Fig. 3 are integrated. The four-way valve 411 is a valve that divides the heat medium flowing in a second pipe 820 (described later) into multiple paths. The five-way valve 412 is a valve that divides the heat medium flowing in a third pipe 830 (described later) into multiple paths. The thermal management device 410 may include an ECU that controls the four-way valve 411 and the five-way valve 412.

[0029] 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.

[0030] High-voltage heater 430 is an auxiliary machine that heats the heat medium using power supplied from battery 33. Electric compressor 440 is an auxiliary machine that compresses the refrigerant using power supplied from battery 33. High-voltage heater 430 and electric compressor 440 are high-voltage auxiliary machines that receive a high voltage. Thermal integrated unit 400, which includes integrated high-voltage heater 430 and electric compressor 440, is also a high-voltage auxiliary machine that receives a high voltage.

[0031] 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 using the HVAC 500 while maintaining the battery 33 and the electromechanical integrated unit 300 at appropriate temperatures.

[0032] <Regarding 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. In FIG. 3 , the first pipe 810 is indicated by a dashed line. The first pipe 810 includes an evaporator path 811 and a chiller path 812. A refrigerant flows through the first pipe 810. 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, which serves as a heat medium, flows through the second pipe 820. 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, which is a heat medium, flows through the third pipe 830. The heat medium flowing through the second pipe 820 has a higher temperature than the heat medium flowing through the third pipe 830. The heat medium flowing through the second pipe 820 and the third pipe 830 may be antifreeze liquid. Different types of heat medium may flow through the second pipe 820 and the third pipe 830, respectively.

[0033] <Regarding the Evaporator Path 811> The evaporator path 811 includes an electric compressor 440, a water-cooled condenser 441, a modulator 442, a first expansion valve 443, an evaporator 444, and an EPR (Evaporator Pressure Regulator) 445. The electric compressor 440 compresses refrigerant gas and discharges high-temperature, high-pressure compressed refrigerant gas. When the electric compressor 440 operates, the refrigerant moves in the direction of the dashed arrow shown in FIG. 3. The compressed refrigerant gas discharged from the electric compressor 440 flows into the water-cooled condenser 441.

[0034] 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 evaporator path 811 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 and cools the compressed refrigerant gas flowing through the evaporator path 811 through heat exchange. The compressed refrigerant gas is cooled in the water-cooled condenser 441 and condenses. As a result, the compressed refrigerant gas becomes a liquid refrigerant. That is, the refrigerant changes from a compressed gas to a liquid. The liquid refrigerant that passes through the water-cooled condenser 441 flows into the modulator 442. The modulator 442 removes air bubbles from the liquid refrigerant.

[0035] 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.

[0036] The evaporator 444 exchanges heat between the liquid refrigerant and the air inside the HVAC 500. That is, the evaporator 444 is a cooling circuit provided 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 the heat from the air inside the HVAC 500 evaporates and becomes a refrigerant gas. That is, the refrigerant changes from a liquid to a gas.

[0037] 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.

[0038] <Regarding the chiller path 812> The chiller path 812 bypasses the evaporator 444 and the EPR 445 by connecting a portion of the evaporator path 811 downstream of the modulator 442 to a portion downstream of 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 refrigerant flowing into the chiller 447. The liquid refrigerant that has passed through the second expansion valve 446 flows into the chiller 447.

[0039] 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. 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. Therefore, the chiller 447 cools the heat medium flowing through the temperature adjustment path 831 and warms the liquid refrigerant flowing through the chiller path 812 through heat exchange. The warmed liquid refrigerant evaporates and becomes refrigerant gas. In other words, the refrigerant changes from liquid to gas. The refrigerant gas that has passed through the chiller 447 flows into the electric compressor 440.

[0040] <High-voltage heater path 821> The high-voltage heater path 821 is provided with a reserve tank 432, a pump 433, a water-cooled condenser 441, and a high-voltage heater 430. 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 is operating, 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.

[0041] 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 and warms the heat medium flowing through the high-voltage heater path 821 through heat exchange.

[0042] 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.

[0043] 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 variably control, using the four-way valve 411, 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.

[0044] <Regarding the 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 inside the HVAC 500. In other words, the heater core 431 is a heating circuit provided in the HVAC 500. The heat medium flowing through the heater core 431 heats the air inside the HVAC 500. The heat medium flowing through the heater core path 822 passes through the heater core 431 and is then stored in the reserve tank 432.

[0045] <Regarding the high-temperature radiator path 823> The 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 heat exchange between the heat medium flowing through the high-temperature radiator path 823 and the air outside the electric vehicle 30.

[0046] When the heat medium flows in a low-temperature radiator path 833 (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.

[0047] <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 through the heat exchanger path 824 and the heat medium flowing through the temperature adjustment path 831. The heat medium flowing through the heat exchanger path 824 has a higher temperature than the heat medium flowing through the temperature adjustment path 831. Therefore, the heat exchanger 450 heats the heat medium flowing through the temperature adjustment path 831 and cools the heat medium flowing through the heat exchanger path 824 through heat exchange. The heat medium flowing through the heat exchanger path 824 is stored in the reserve tank 432 after passing through the heat exchanger 450.

[0048] <Regarding the temperature adjustment path 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.

[0049] 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 and warms the heat medium flowing through the temperature adjustment path 831 through heat exchange. The heat medium flowing through the temperature adjustment path 831 flows into the chiller 447 after passing through the heat exchanger 450.

[0050] 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 and cools the heat medium flowing through the temperature adjustment path 831 through heat exchange. 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.

[0051] The five-way valve 412 is configured to be able to divert the heat medium discharged from the pump 451 and passing 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 flows from the temperature adjustment path 831 into the five-way valve 412 that is diverted to the battery path 832, the low-temperature radiator path 833, and the reserve path 834.

[0052] <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 the reserve tank 452. The reserve path 834 is disposed with the reserve tank 452. The reserve tank 452 stores the heat medium.

[0053] <Regarding the Low-Temperature Radiator Path 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.

[0054] The radiator 700 cools 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 air outside the electric vehicle 30 .

[0055] When it is necessary to heat the heat medium flowing through the low-temperature radiator path 833, the thermal management system 800 controls the four-way valve 411 to adjust the flow rate of the heat medium flowing through the high-temperature radiator path 823. When the heat medium is flowing through the high-temperature radiator path 823, the radiator 700 heats the heat medium flowing through the low-temperature radiator path 833 by heat exchange between the heat medium flowing through the low-temperature radiator path 833 and the heat medium flowing through the high-temperature radiator path 823.

[0056] The heat medium flowing through the low-temperature radiator path 833 passes through the radiator 700 and then flows into the pump 453. The pump 453 discharges the heat medium flowing through the low-temperature radiator path 833 toward the power control device 310. As a result, the heat medium flowing through the low-temperature radiator path 833 moves in the direction of the arrow shown in FIG. 3. The power control device 310 is disposed in a portion of the low-temperature radiator path 833 downstream of the pump 453. The power control device 310 is heated or cooled by heat exchange with the heat medium flowing through the low-temperature radiator path 833.

[0057] An oil cooler 391 is disposed in a portion of the low-temperature radiator path 833 downstream of the power control device 310. An oil circulation path 840 is connected to the oil cooler 391. The oil cooler 391 heats or cools the oil flowing through the oil circulation path 840 by heat exchange between the heat medium flowing through the low-temperature radiator path 833 and the oil flowing through the oil circulation path 840. The oil circulation path 840 is disposed so as to pass through the inside of the electromechanical integrated unit 300. The oil circulation path 840 includes an oil pump 390. The oil pump 390 discharges the oil that has passed through the electromechanical integrated unit 300 toward the oil cooler 391. When the oil pump 390 operates, the oil in the oil circulation path 840 moves in the direction of the arrow shown in FIG. 3 . When the oil cooled by the oil cooler 391 circulates through the oil circulation path 840, the motor 350 provided in the electromechanical integrated unit 300 is cooled. The oil circulation path 840 may be arranged to further cool the planetary gear reduction mechanism 360 and the differential device 370. The low-temperature radiator path 833 may be arranged to cool devices other than the power control device 310 and the oil cooler 391.

[0058] The heat medium flowing through the low-temperature radiator path 833 passes through the oil cooler 391 and then flows into the five-way valve 412. That is, the five-way valve 412 is configured to allow the heat medium flowing through the low-temperature radiator path 833 to merge together. The thermal management system 800 can variably control, using the five-way valve 412, the proportion of the heat medium that flows from the low-temperature radiator path 833 into the five-way valve 412 that is diverted to the battery path 832, the proportion that is diverted to the reserve path 834, and the proportion that flows back into the low-temperature radiator path 833.

[0059] <Location of Electromechanical Integrated Unit 300 and Thermal Integrated Unit 400> Figure 4 is an enlarged view of the area surrounded by the dashed line in Figure 1. As shown in Figure 4, in thermal integrated unit 400, which is an air conditioning-related component, an electric compressor 440 and a refrigerant module 420 form a single unit. Electric compressor 440 is connected to refrigerant module 420 by a first pipe 810 through which a refrigerant flows. In thermal integrated unit 400, which is an air conditioning-related component, a thermal management device 410 and a high-voltage heater 430 form a single unit. Thermal management device 410 is connected to high-voltage heater 430 by a second pipe 820 through which a heat medium flows.

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

[0061] 4, in the event of a frontal collision in which an object collides with the electric vehicle 30 from the front of the vehicle, a force A may act from the front of the vehicle, pushing the electromechanical integrated unit 300 and the thermal integrated unit 400 disposed in the electric vehicle 30 rearward. In this case, the electromechanical integrated unit 300 and the thermal integrated unit 400 may move rearward. In the electric vehicle 30, the thermal integrated unit 400 and the HVAC 500, which are air conditioning-related components, are located forward of the passenger compartment 46 and above the electromechanical integrated unit 300.

[0062] <Advantages of the Present Embodiment> (1) Even if the electromechanical integrated unit 300 of the electric vehicle 30 moves rearward due to a frontal collision, the electromechanical integrated unit 300 and air conditioning-related components are unlikely to interfere with each other.

[0063] (2) The electric vehicle 30 is equipped with an HVAC 500 as an air conditioning-related component. The HVAC 500 includes a cooling circuit and a heating circuit, and sends temperature-adjusted air to the passenger compartment 46. In the event of a frontal collision in which an object collides with the electric vehicle 30 from the front of the vehicle, the electromechanical integrated unit 300 may move rearward. In the electric vehicle 30, the HVAC 500, which is an air conditioning-related component, is located forward of the passenger compartment 46 and above the electromechanical integrated unit 300. As a result, even if the electromechanical integrated unit 300 moves rearward in the electric vehicle 30, interference between the electromechanical integrated unit 300 and the electromechanical integrated unit 500 is unlikely.

[0064] (3) The electric vehicle 30 includes a thermal integrated unit 400. The thermal integrated unit 400 is an air conditioning-related component that includes an electric compressor 440 that compresses a refrigerant and a refrigerant module 420. The refrigerant module 420 includes a first expansion valve 443 and a second expansion valve 446 that adjust the flow rate of the refrigerant flowing through the first pipe 810. In the electric vehicle 30, the thermal integrated unit 400, which is an air conditioning-related component, is located forward of the passenger compartment 46 and above the electromechanical integrated unit 300. As a result, even if the electromechanical integrated unit 300 moves rearward in a frontal collision in the electric vehicle 30, the electromechanical integrated unit 300 and the thermal integrated unit 400, which is an air conditioning-related component, are less likely to interfere with each other.

[0065] (4) In the electric vehicle 30, the electric compressor 440 and the refrigerant module 420, which are connected to each other by the first pipe 810, constitute a single unit. The first pipe 810 is a refrigerant pipe through which the refrigerant flows. This allows the electric compressor 440 and the refrigerant module 420 to be connected to each other by a short refrigerant pipe in the electric vehicle 30.

[0066] (5) In the electric vehicle 30, the thermal management device 410 including the four-way valve 411 that divides the heat medium flowing in the piping into multiple paths and the high-voltage heater 430 that heats the heat medium flowing in the second piping 820 with power supplied from the battery 33 constitute a single unit. The four-way valve 411 is connected to the high-voltage heater 430 by the second piping 820. This allows the thermal management device 410 and the high-voltage heater 430 to be connected to each other by the short second piping 820 in the electric vehicle 30.

[0067] (6) In electric vehicle 30, electric compressor 440 and refrigerant module 420, which are connected to each other by first piping 810, constitute a single unit, and heat management device 410 and high-voltage heater 430, which are connected to each other by second piping 820, also constitute a single unit. This allows electric vehicle 30 to connect electric compressor 440 and refrigerant module 420 to each other by short first piping 810, while connecting heat management device 410 and high-voltage heater 430 to each other by short second piping 820.

[0068] (7) In the electromechanical integrated unit 300, one of the drive shafts 380 is inserted through the output shaft 353. The motor 350, the planetary gear reduction mechanism 360, and the differential 370 are arranged so as to overlap one another in a side view of the vehicle. Therefore, the electromechanical integrated unit 300 is smaller in size in the vehicle length direction and vehicle height direction than an electromechanical integrated unit in which the wheel drive shafts are not inserted through the motor output shaft. Therefore, in the electric vehicle 30, the electromechanical integrated unit 300 and the air conditioning-related components can be arranged apart in the vehicle height direction. As a result, even if the air conditioning-related components move downward in a frontal collision in the electric vehicle 30, the electromechanical integrated unit 300 and the air conditioning-related components are less likely to interfere with each other.

[0069] (8) In the electromechanical integrated unit 300, the power control device 310 is disposed behind the motor 350. The power control device 310 is disposed so as to be aligned with the motor 350 in the longitudinal direction. When the power control device 310 is disposed so as to be aligned with the motor 350 in the longitudinal direction, the dimension of the electromechanical integrated unit 300 in the vehicle height direction is smaller than when the power control device 310 is disposed above the motor 350. Therefore, in the electric vehicle 30, the electromechanical integrated unit 300 and the thermal integrated unit 400, which is an air conditioning-related component, can be disposed apart in the vehicle height direction. As a result, even if the thermal integrated unit 400 moves downward during a frontal collision in the electric vehicle 30, the electromechanical integrated unit 300 and the thermal integrated unit 400 are less likely to interfere with each other.

[0070] (9) In the electric vehicle 30, the trunk box 600, the radiator 700, and the thermal integration unit 400 are arranged in this order from the front of the vehicle. The trunk box 600 included in the electric vehicle 30 absorbs a portion of the impact during a frontal collision. As a result, in the electric vehicle 30, the impact applied to the thermal integration unit 400 during a frontal collision is reduced compared to a vehicle that does not have the trunk box 600 located forward of the thermal integration unit 400. The radiator 700 included in the electric vehicle 30 absorbs a portion of the impact during a frontal collision. As a result, in the electric vehicle 30, the impact applied to the thermal integration unit 400 during a frontal collision is reduced compared to a vehicle that does not have the radiator 700 located forward of the thermal integration unit 400.

[0071] <Modifications> This embodiment can be modified as follows: This embodiment and the following modifications can be combined and implemented within the scope of technical compatibility.

[0072] If the air conditioning-related components are located forward of the passenger compartment 46 and above the electromechanical integrated unit 300, the drive shaft 380 does not need to be passed through the output shaft 353 of the motor 350. For example, in the electromechanical integrated unit 300, the motor 350, the planetary gear reduction mechanism 360, and the differential device 370 do not need to be arranged so as to overlap one another in a side view of the vehicle.

[0073] If the air conditioning-related components are located forward of the passenger compartment 46 and above the electromechanical integrated unit 300, the power control device 310 in the electromechanical integrated unit 300 does not have to be arranged so as to be aligned in the front-to-rear direction with the motor 350. For example, the power control device 310 may be arranged in the electromechanical integrated unit 300 so as to overlap the motor 350 in the up-down direction.

[0074] The electric vehicle 30 does not have to include the trunk box 600. The radiator 700 does not have to be disposed in front of the thermal integration unit 400 in the electric vehicle 30. For example, the radiator 700 may be disposed in the electric vehicle 30 such that the thermal integration unit 400 and the radiator 700 do not overlap each other when viewed from the front of the vehicle.

[0075] The refrigerant module 420 may include at least one of the water-cooled condenser 441, the first expansion valve 443, the second expansion valve 446, and the chiller 447. For example, the refrigerant module 420 may include only the first expansion valve 443. In this case, the water-cooled condenser 441, the second expansion valve 446, and the chiller 447 are disposed in positions other than the refrigerant module 420 in the electric vehicle 30.

[0076] In the electric vehicle 30, if the air conditioning-related components are located forward of the passenger compartment 46 and above the electromechanical integrated unit 300, the air conditioning-related components arranged in the passenger compartment 46 may be arranged only above the electromechanical integrated unit 300. In the electric vehicle 30, if the air conditioning-related components are located forward of the passenger compartment 46 and above the electromechanical integrated unit 300, the air conditioning-related components arranged in the passenger compartment 46 may be arranged only below the electromechanical integrated unit 300. In the electric vehicle 30, if the air conditioning-related components are located forward of the passenger compartment 46 and above the electromechanical integrated unit 300, the air conditioning-related components arranged in the passenger compartment 46 may be arranged from above the electromechanical integrated unit 300 to below the lower end of the electromechanical integrated unit 300.

[0077] In addition to the battery 33, the electric vehicle 30 may include an auxiliary battery that supplies power to the auxiliary equipment. The auxiliary battery may be configured to be able to supply power to the high-voltage auxiliary equipment. For example, the thermal integration unit 400 may be supplied with power from the auxiliary equipment battery. For example, the high-voltage heater 430 may be supplied with power from the auxiliary equipment battery. For example, the electric compressor 440 may be supplied with power from the auxiliary equipment battery. The auxiliary equipment battery may be configured to be able to supply power to the auxiliary equipment that operates by receiving low-voltage power. For example, the ECU that controls the four-way valve 411 and the five-way valve 412 may be supplied with power from the auxiliary equipment battery.

Claims

1. An electric vehicle comprising: a battery; front wheels; a motor configured to drive the front wheels using power stored in the battery; a power control device configured to supply power from the battery to the motor; an electromechanical integrated unit in which the motor and the power control device are integrated; and air conditioning-related components that constitute an air conditioning system, wherein the battery is disposed under a floor of a passenger compartment, the electromechanical integrated unit and at least some of the air conditioning-related components are disposed forward of the passenger compartment, and the air conditioning-related components are located forward of the passenger compartment and above the electromechanical integrated unit.

2. The electric vehicle according to claim 1, wherein the air conditioning-related components include an HVAC, the HVAC having a cooling circuit and a heating circuit, and configured to send temperature-adjusted air to the vehicle compartment.

3. The electric vehicle according to claim 1 or 2, wherein the air conditioning-related components include a thermal integrated unit, and the thermal integrated unit comprises a refrigerant module including an electric compressor configured to compress a refrigerant and an expansion valve configured to control the flow rate of the refrigerant flowing through a refrigerant pipe.

4. The electric vehicle according to claim 1 or 2, wherein the air conditioning-related components include a thermal integration unit, the thermal integration unit comprising: a thermal management device including a valve configured to divide the heat medium flowing in a pipe into a plurality of paths; and a high-voltage heater configured to heat the heat medium flowing in the pipe.

5. The electric vehicle according to claim 3, wherein the thermal integration unit comprises a thermal management device including a valve configured to divide the heat medium flowing through a pipe into a plurality of paths, and a high-voltage heater configured to heat the heat medium flowing through the pipe.

6. The front wheel is one of the left and right front wheels, and the electro-mechanical integrated unit comprises a power transmission mechanism configured to transmit the rotational power of the motor to the front wheel, and the power transmission mechanism comprises: a planetary gear reduction mechanism configured to reduce the speed of the rotation transmitted from the motor and output it; and a differential device configured to transmit the rotation transmitted from the planetary gear reduction mechanism to the front wheel via left and right drive shafts, and the planetary gear reduction mechanism comprises: a sun gear provided on the output shaft of the motor; a plurality of pinion gears meshed with the sun gear and configured to revolve around the rotation axis of the sun gear; a ring gear meshed with the pinion gear; and a carrier that rotatably supports the pinion gear and is configured to rotate coaxially with the sun gear in accordance with the revolution of the pinion gear, and the differential device comprises: 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; and 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, wherein the drive shaft is configured to rotate when rotation of the differential case accompanying rotation of the carrier is transmitted to the drive shaft via the differential pinion shaft, the differential pinion gears, and the differential side gears, wherein the motor, the carrier, the differential case, and the drive shaft are configured to rotate around the rotation axis, one of the left and right drive shafts is inserted inside the output shaft, and the motor, the planetary gear reduction mechanism, and the differential device are arranged to overlap each other in a side view of the vehicle. The electric vehicle according to any one of claims 1 to 5.

7. The electric vehicle according to any one of claims 1 to 6, wherein the power control device is arranged alongside the motor in the longitudinal direction.

8. An electric vehicle according to claim 1 or 2, comprising a trunk box configured to store luggage, a radiator configured to cool a heat transfer medium, and a thermal integrated unit, wherein the trunk box and the radiator are disposed forward of the passenger compartment, and the trunk box, the radiator, and the thermal integrated unit are disposed in this order from the front of the vehicle.

9. An electric vehicle according to any one of claims 3 to 5, comprising a trunk box configured to store luggage and a radiator configured to cool a heat transfer medium, the trunk box and the radiator being disposed forward of the passenger compartment, and the trunk box, the radiator, and the thermal integrated unit being disposed in this order from the front of the vehicle.

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