WO2024106367A1 - 車両用駆動装置 - Google Patents

車両用駆動装置 Download PDF

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Publication number
WO2024106367A1
WO2024106367A1 PCT/JP2023/040705 JP2023040705W WO2024106367A1 WO 2024106367 A1 WO2024106367 A1 WO 2024106367A1 JP 2023040705 W JP2023040705 W JP 2023040705W WO 2024106367 A1 WO2024106367 A1 WO 2024106367A1
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WO
WIPO (PCT)
Prior art keywords
refrigerant
module
vehicle
refrigerant circuit
electric machine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2023/040705
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
前田拓洋
黒川顕史
越田崇文
山下貢
新田優
高橋充
小野沢智
間邉崇志
村上聡
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Aisin Corp
Original Assignee
Aisin Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Aisin Corp filed Critical Aisin Corp
Priority to CN202380073262.8A priority Critical patent/CN120077563A/zh
Priority to JP2024558847A priority patent/JPWO2024106367A1/ja
Priority to EP23891514.4A priority patent/EP4576545A4/en
Publication of WO2024106367A1 publication Critical patent/WO2024106367A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
    • H02K11/30—Structural association with control circuits or drive circuits
    • H02K11/33—Drive circuits, e.g. power electronics
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • B60L1/04—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits fed by the power supply line
    • B60L1/06—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits fed by the power supply line using only one supply
    • B60L1/08—Methods and devices for control or regulation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B25/00—Machines, plants or systems, using a combination of modes of operation covered by two or more of the groups F25B1/00 - F25B23/00
    • F25B25/005—Machines, plants or systems, using a combination of modes of operation covered by two or more of the groups F25B1/00 - F25B23/00 using primary and secondary systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B41/00—Fluid-circulation arrangements
    • F25B41/30—Expansion means; Dispositions thereof
    • F25B41/39—Dispositions with two or more expansion means arranged in series, i.e. multi-stage expansion, on a refrigerant line leading to the same evaporator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B5/00—Compression machines, plants or systems, with several evaporator circuits, e.g. for varying refrigerating capacity
    • F25B5/02—Compression machines, plants or systems, with several evaporator circuits, e.g. for varying refrigerating capacity arranged in parallel
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K5/00—Casings; Enclosures; Supports
    • H02K5/04—Casings or enclosures characterised by the shape, form or construction thereof
    • H02K5/06—Cast metal casings
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of AC power input into DC power output; Conversion of DC power input into AC power output
    • H02M7/42—Conversion of DC power input into AC power output without possibility of reversal
    • H02M7/44—Conversion of DC power input into AC power output without possibility of reversal by static converters
    • H02M7/48—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/53—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M7/537—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters
    • H02M7/5387—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
    • B60K2001/005—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units the electric storage means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
    • B60K2001/006—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units the electric motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/34—Cabin temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/36—Temperature of vehicle components or parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/425—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/526—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/61—Arrangements of controllers for electric machines, e.g. inverters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/70—Gearings
    • B60Y2400/73—Planetary gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2410/00—Constructional features of vehicle sub-units
    • B60Y2410/10—Housings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2339/00—Details of evaporators; Details of condensers
    • F25B2339/04—Details of condensers
    • F25B2339/047—Water-cooled condensers
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of AC power input into DC power output; Conversion of DC power input into AC power output
    • H02M7/003—Constructional details, e.g. physical layout, assembly, wiring or busbar connections

Definitions

  • the present invention relates to a vehicle drive system.
  • JP 2019-170077 A discloses a vehicle drive device (1) including a rotating electric machine (rotor (20), stator (30)) that serves as a driving force source for wheels (803, 804), a drive control device (131) that drives and controls the rotating electric machine, a charger (136) that charges a battery (805) connected to the rotating electric machine via the drive control device (131) with power supplied from an external power source (900), and a case (10) that houses the rotating electric machine, the drive control device (131), and the charger (136) (reference numerals in parentheses in the background art are those of the referenced document).
  • a first storage chamber is formed on the lower side in the vertical direction (Z) in a vehicle-mounted position in which the vehicle drive device (1) is mounted on a vehicle, and a second storage chamber is formed on the upper side in which the drive control device (131) and the charger (136) are accommodated.
  • the first storage chamber is formed inside the cylindrical peripheral wall portion (10b) of the case (10).
  • the second storage chamber is formed as a rectangular box-shaped space inside a square tube portion (10e) adjacent to the upper side of the peripheral wall portion (10b) in the vertical direction (Z) on the radially outer side of the peripheral wall portion (10b).
  • the peripheral wall portion (10b) further includes a cooling portion (60) having a cooling flow path through which a refrigerant flows along the peripheral wall portion (10b).
  • the battery (805) is charged by the external power source (900) while the vehicle is stopped, so the temperature of the refrigerant is unlikely to rise due to heat exchange with the drive control device (131), and the charger (136) is appropriately cooled even if it is disposed on the downstream side of the refrigerant flow path.
  • reactors (140) and smoothing capacitors (141) used to improve the power factor of the power system and stabilize the voltage are also arranged along the refrigerant flow path and are appropriately cooled by the refrigerant.
  • the vehicle drive device disclosed in the above document is equipped with a cooling structure capable of efficiently cooling multiple cooling objects.
  • a cooling structure capable of efficiently cooling multiple cooling objects.
  • other devices in a vehicle that are subject to thermal management such as an air conditioner.
  • the vehicle drive device comprises a rotating electric machine with a rotor, an output member drivingly connected to wheels, a power transmission mechanism that transmits driving force between the rotating electric machine and the output member, an inverter module for driving and controlling the rotating electric machine, a power source module electrically connected to an on-board battery, a refrigerant circuit module that constitutes at least a part of a refrigerant circuit that circulates refrigerant for an on-board air conditioner, and a case that includes a first storage chamber that houses the inverter module and a second storage chamber that houses the rotating electric machine and the power transmission mechanism, and the power source module and the refrigerant circuit module are attached to the case.
  • the vehicle drive device not only has an inverter module for controlling the drive of the rotating electric machine integrated into the drive unit including the rotating electric machine and the power transmission mechanism, but also has a power supply module and a refrigerant circuit module for the vehicle air conditioner integrated into the drive unit.
  • This makes it possible to reduce the amount of wiring and piping connecting the drive unit and inverter module to the power supply module and refrigerant circuit module, and by integrating the case that houses these, it is easy to reduce the overall size of the vehicle drive device, which has many functions.
  • FIG. 2 is a schematic diagram showing a refrigerant circuit and a coolant circuit.
  • FIG. 2 is a front view of the vehicle drive device as viewed from a first side in the front-rear direction; 1 is a rear view of the vehicle drive device as viewed from a second side in the front-rear direction;
  • FIG. 1 is a side view of a vehicle drive device as viewed from a second axial side;
  • FIG. 2 is a perspective view showing a schematic arrangement of a cooling unit, an inverter module, and a power supply module;
  • FIG. 2 is a diagram showing an example of a refrigerant path in a refrigerant manifold;
  • the vehicle drive device 100 of this embodiment appropriately configures a thermal management system in the vehicle with the vehicle drive device 100 as the core while suppressing an increase in size.
  • a thermal management system in the vehicle with the vehicle drive device 100 as the core while suppressing an increase in size.
  • small vehicles such as A-segment vehicles in Europe and minicars in Japan
  • it is required to improve mounting efficiency by making the vehicle drive device 100 and other on-board components as small and lightweight as possible.
  • miniaturization and weight reduction are effective even in vehicles larger than A-segment vehicles and minicars.
  • the cooling water that cools the heat-generating devices in the vehicle is waste heat by a radiator, which is generally located at the very front of the vehicle to waste heat by the wind while the vehicle is running.
  • Small cars such as A-segment cars, are often front-wheel drive to ensure space inside the vehicle for the occupants, and the driving force source for the wheels is also located at the front of the vehicle.
  • the air conditioner on-board air conditioner
  • the air conditioner as well as many of the flow paths through which the refrigerant used in the air conditioner flows, and the functional parts that perform heat exchange are also located at the front of the vehicle.
  • the vehicle drive device 100 is configured integrally with the functional components that perform heat management using cooling water or refrigerant, thereby achieving overall miniaturization, weight reduction, and cost reduction of on-board vehicle components.
  • driving connection refers to a state in which two rotating elements are connected so as to be able to transmit a driving force, and includes a state in which the two rotating elements are connected so as to rotate integrally, or a state in which the two rotating elements are connected so as to be able to transmit a driving force via one or more transmission members.
  • Such transmission members include various members that transmit rotation at the same speed or at a variable speed, such as shafts, gear mechanisms, belts, chains, etc.
  • the transmission members may also include engagement devices that selectively transmit rotation and driving force, such as friction engagement devices and meshing engagement devices.
  • driving connection refers to a state in which multiple rotating elements in the planetary gear mechanism are connected to each other without passing through other rotating elements.
  • rotating integrally refers to rotating integrally regardless of whether they are separable or not.
  • multiple members that rotate integrally may be integrally formed from the same member, or may be made of different members and integrated by welding, spline connection, etc.
  • overlapped when viewed in a particular direction means that when an imaginary line parallel to the line of sight is moved in each direction perpendicular to the imaginary line, there is at least a portion of an area where the imaginary line intersects both of the two elements.
  • the vehicle drive device 100 comprises a rotating electric machine MG with a rotor 12, an output member drivingly connected to wheels W, and a power transmission mechanism GT that transmits driving force between the rotating electric machine MG and the output member.
  • the direction along the rotational axis A of the rotor 12 is defined as the axial direction L
  • the power transmission mechanism GT is disposed on one side of the axial direction L, that is, a first axial side L1, relative to the rotor 12.
  • the rotating electric machine MG is the source of driving force for the vehicle
  • the power transmission mechanism GT includes a reduction gear 6 and a differential gear mechanism 5.
  • the vehicle drive device 100 includes a rotating electric machine MG with a rotor 12, a pair of output members each of which is drivingly connected to the wheels W, a reduction gear 6 that reduces the rotation of the rotor shaft 13, a differential gear mechanism 5 that distributes the driving force from the rotating electric machine MG transmitted to a differential input element (differential case 50) via the reduction gear 6 to the pair of output members, and a case 9 that forms an accommodation chamber (a second accommodation chamber E2 described later) that accommodates the rotating electric machine MG, the reduction gear 6, and the differential gear mechanism 5.
  • a rotating electric machine MG with a rotor 12, a pair of output members each of which is drivingly connected to the wheels W
  • a reduction gear 6 that reduces the rotation of the rotor shaft 13
  • a differential gear mechanism 5 that distributes the driving force from the rotating electric machine MG transmitted to a differential input element (differential case 50) via the reduction gear 6 to the pair of output members
  • a case 9 that forms an accommodation chamber (a second accommodation chamber
  • the pair of wheels W includes a first wheel W1 and a second wheel W2, with the first wheel W1 being drivingly connected to the first drive shaft DS1 and the second wheel W2 being drivingly connected to the second drive shaft DS2.
  • the pair of side gears 52 which are output gears of the differential gear mechanism 5, include a first side gear 53 and a second side gear 54.
  • the first side gear 53 is drivingly connected to the first drive shaft DS1 via a connecting shaft J
  • the second side gear 54 is drivingly connected to the second drive shaft DS2.
  • the first side gear 53 and the connecting shaft J are connected by a spline connection
  • the second side gear 54 and the second drive shaft DS2 are also connected by a spline connection.
  • the vehicle drive device 100 of this embodiment has a single shaft configuration, and the shaft on which the rotating electric machine MG, the reduction gear 6, and the differential gear mechanism 5 are arranged is the rotation axis A of the vehicle drive device 100 and also the rotation axis of the rotating electric machine MG, the reduction gear 6, and the differential gear mechanism 5.
  • the direction perpendicular to the rotation axis A of the rotor 12 is referred to as the "radial direction”.
  • the side of the rotation axis A of the rotor 12 is referred to as the "radial inner side”
  • the opposite side is referred to as the "radial outer side”.
  • the vehicle drive device 100 when the vehicle drive device 100 is mounted on a vehicle, the direction along the vertical direction is referred to as the "upper-lower direction Z", the upper side is referred to as the “upper side Z1 of the vertical direction Z”, and the lower side is referred to as the “lower side Z2 of the vertical direction Z".
  • the vehicle drive device 100 When the vehicle drive device 100 is mounted horizontally on a vehicle, one of the radial directions coincides with the vertical direction Z.
  • the direction perpendicular to the axial direction L and the vertical direction Z is referred to as the "front-rear direction H", one side of the front-rear direction H is referred to as the “first front-rear direction side H1”, and the other side is referred to as the "second front-rear direction side H2".
  • the "opening direction X,” “opening surface direction Y,” and “specific opening surface direction Ya (first direction)” are defined based on the vehicle drive device 100 as described below.
  • the “opening surface direction Y” is a direction perpendicular to the "opening direction X”
  • the “specific opening surface direction Ya” is a specific direction within the “opening surface direction Y” and corresponds to the "first direction.”
  • the "opening direction X" coincides with the "upper-lower direction Z”
  • the “specific opening surface direction Ya” coincides with the "forward-rearward direction H.”
  • the "opening direction first side X1," which is one side of the "opening direction X” coincides with the "upper side Z1 of the vertical direction Z”
  • the “opening direction second side X2,” which is the other side coincides with the "lower side Z2 of the vertical direction Z.”
  • the case 9 includes a case body 90, which is a core housing member for the first housing chamber E1 and the second housing chamber E2, and three cover members (first cover 93, second cover 94, and third cover 95).
  • the case body 90 includes a first case portion 91 and a second case portion 92.
  • the first case portion 91 is a portion in which the first housing chamber E1 is formed, housing the inverter module INV and the power supply module PWR.
  • the second case portion 92 is a portion in which the second housing chamber E2 is formed, housing the rotating electric machine MG and the power transmission mechanism GT.
  • the power supply module PWR does not necessarily have to be mounted on the vehicle drive device 100.
  • the first case portion 91 can also be said to be a case housing the inverter module INV.
  • the first housing chamber E1 is disposed on the upper side Z1 of the rotating electric machine MG in the vertical direction Z, and houses at least the inverter module INV.
  • first case portion 91 and the second case portion 92 are integrally formed from the same member, but the structure of the case 9 is not limited to this.
  • the case 9 may be configured such that the first case portion 91 and the second case portion 92 are formed from separate members and are integrated together by fastening members such as bolts, welding, etc.
  • the first case part 91 is formed in a rectangular box shape with an opening on the upper side Z1 in the vertical direction Z when mounted on the vehicle.
  • the direction perpendicular to the opening surface of the first opening 9a, which is the opening of the first case part 91, is referred to as the "opening direction X".
  • the first case part 91 has a peripheral wall part 96 that surrounds the first opening 9a and is arranged to extend along the opening direction X that coincides with the vertical direction Z when mounted on the vehicle.
  • the first opening 9a is closed by a first cover 93.
  • the first opening 9a corresponds to the opening of the case 9 (first case part 91) that houses the inverter module INV
  • the first cover 93 corresponds to a cover that closes this opening (first opening 9a).
  • the first storage chamber E1 and the second storage chamber E2 are arranged to be aligned in the opening direction X.
  • the second case portion 92 is formed in a cylindrical shape with both sides open in the axial direction L, and has a cylindrical peripheral wall portion 97.
  • the cylindrical peripheral wall portion 97 surrounds the power transmission mechanism GT from the radial outside, and corresponds to the portion surrounding the second storage chamber E2 of the case 9.
  • the opening formed on the second axial side L2 is the second opening 9b
  • the opening formed on the first axial side L1 is the third opening 9c.
  • the second opening 9b is closed by the second cover 94
  • the third opening 9c is closed by the third cover 95.
  • the second cover 94 and the third cover 95 have through holes formed therein through which the drive shafts (first drive shaft DS1, second drive shaft DS2) pass.
  • the vehicle battery BT is configured to be charged not only by the power generated by the rotating electric machine MG, but also by power supplied from an external power source 60, such as an AC commercial power source rated at approximately 100 to 240 volts. For this reason, the vehicle battery BT is configured to be connectable to the external power source 60 via a charging circuit 62.
  • the charging circuit 62 is, for example, an on-board charger.
  • FIG. 3 illustrates an example in which the external power source 60 and the charging circuit 62 are connected by wire, for example, by a connector, but this is not limited to such a configuration.
  • power may be supplied from the external power source 60 to the charging circuit 62 in a non-contact manner by electromagnetic induction or the like.
  • a charging control unit 64 is provided to control the charging circuit 62.
  • the charging circuit 62 is configured to have a power supply function in addition to a charging function so that the vehicle battery BT can be used as such an emergency power source.
  • the on-board charger is configured with a power conversion circuit that can supply power in both directions, from the external power source 60 to the vehicle battery BT, and from the vehicle battery BT to the external power source 60.
  • the on-board charger can be said to be both the charging circuit 62 and a power supply circuit.
  • the on-board charger may be configured as a charging circuit 62 that only has the function of charging the vehicle battery BT.
  • the vehicle battery BT also supplies power to a low-voltage DC power source B having a rated voltage of about 12 to 24 volts.
  • the low-voltage DC power source B serves as a power source for auxiliary devices such as the vehicle headlights, power windows, power steering, air conditioner, and electric oil pump, as well as a power source for various control devices within the vehicle.
  • the low-voltage DC power source B is charged with power generated by an alternator linked to the vehicle's driving power source (e.g., an internal combustion engine).
  • a converter 61 (voltage conversion circuit) is provided to convert the voltage of the vehicle battery BT.
  • the converter 61 is, for example, a step-down DC/DC converter.
  • DC/DC converters are of non-insulated types such as chopper types and charge pump types, and of insulated types using a transformer. If it is preferable that the circuit supplied with power from the vehicle battery BT and the circuit supplied with power from the low-voltage DC power supply B are electrically insulated, the converter 61 should be of an insulated type.
  • An insulated DC/DC converter is configured with a switching element, and the converter 61 is controlled by a converter control unit 63.
  • Some vehicles are also equipped with an AC power socket (AC power socket) inside the vehicle cabin (including the luggage compartment) for supplying AC power with a rated voltage of 100 to 200 volts to general home appliances, etc.
  • the AC power supplied from the AC power socket may be generated from the vehicle battery BT using an inverter (not shown) that is separate from the on-board charger described above.
  • Such an inverter also corresponds to a voltage conversion circuit, and if the vehicle has such an inverter, the inverter and the inverter control unit that controls it may also be included in the power supply module PWR.
  • the power supply module PWR is electrically connected to the vehicle battery BT and includes a converter 61 (voltage conversion circuit) that converts the voltage of the vehicle battery BT, and a charging circuit 62 for charging the vehicle battery BT from the external power supply 60.
  • the charging control unit 64 and converter control unit 63 described above are also included in the power supply module PWR.
  • the rotating electric machine MG includes a stator 11 fixed to the case 9 and a rotor 12 connected to the rotor shaft 13 so as to rotate integrally with the rotor shaft 13.
  • the rotating electric machine MG is an inner rotor type rotating electric machine, and the rotor 12 is disposed radially inside the stator 11.
  • the rotating electric machine MG is a rotating field type rotating electric machine, and the stator 11 includes a stator core 11a and a stator coil 11b wound around the stator core 11a.
  • the rotor 12 includes a rotor core 12a and a permanent magnet (not shown) fixed to the rotor core 12a.
  • the rotor shaft 13 is formed in a cylindrical shape coaxial with the rotor core 12a, and a sun gear SG of a planetary gear mechanism constituting the reduction gear 6 is disposed on the outer periphery of the rotor shaft 13 on the first axial side L1 so as to rotate integrally with the rotor shaft 13.
  • the sun gear SG is an input element of the reduction gear 6.
  • the rotating electric machine MG is driven and controlled by the rotating electric machine control unit 17 based on the target torque of the rotating electric machine MG, which is set according to a command from the vehicle control unit 300, which is a higher-level control unit.
  • the rotating electric machine control unit 17 controls the switching of the inverter circuit PM, which is composed of multiple switching elements, to cause the inverter circuit PM to convert power between DC and multiple-phase (three-phase in this embodiment) AC.
  • the operating voltage of the rotating electric machine control unit 17 is about 3.3 volts to 5 volts
  • the input/output voltage of the inverter circuit PM is about 48 volts to 400 volts
  • the voltage of the switching control signal of the switching element that constitutes the inverter circuit PM is about 15 volts to 24 volts.
  • a driver 18 is provided between the rotating electric machine control unit 17 and the inverter circuit PM, which amplifies the voltage of the switching control signal output from the rotating electric machine control unit 17, increases the driving force, and supplies it to the inverter circuit PM.
  • the inverter circuit PM which is configured with multiple switching elements, has multiple sets (three sets in this case) of arms for one AC phase, which are configured with a series circuit of an upper-stage switching element on the positive side of DC and a lower-stage switching element on the negative side.
  • Each switching element is provided with a freewheel diode with the forward direction being from the negative pole to the positive pole (from the lower side to the upper side).
  • the inverter circuit PM is configured as a power module in which switching elements are integrated together with freewheel diodes.
  • a cooling unit 38 is provided to cool the switching elements.
  • the cooling unit 38 is formed with a cooling water passage 39 through which cooling water flows.
  • the inverter module INV is configured to include at least the switching elements that constitute the inverter circuit PM and a cooling unit 38 that cools the switching elements.
  • the inverter module INV further includes a rotating electric machine control unit 17 and a driver 18. That is, in this embodiment, the inverter module INV is configured to include the rotating electric machine control unit 17, the driver 18, the inverter circuit PM, and the cooling unit 38.
  • the inverter module INV may be configured by the switching elements that constitute the inverter circuit PM and the cooling unit 38 without including the rotating electric machine control unit 17 and the driver 18.
  • a DC link capacitor 16 smoothing capacitor that smoothes the voltage on the DC side of the inverter circuit PM is provided on the DC side of the inverter circuit PM, that is, between the inverter circuit PM and the vehicle battery BT.
  • the inverter module INV may include the DC link capacitor 16.
  • the rotating electric machine control unit 17 performs current feedback control based on the rotational position of the rotor 12 (magnetic pole position of the permanent magnet), the rotational speed of the rotor 12, and the current flowing through the stator coil 11b of each of the three phases, to drive and control the rotating electric machine MG via the inverter circuit PM.
  • the current flowing through the stator coil 11b is detected by a current sensor 15.
  • the current sensor 15 is preferably a non-contact type current sensor installed near a power line such as a bus bar that connects the inverter circuit PM and the stator coil 11b of the rotating electric machine MG, as shown in FIG. 8.
  • the power supply module PWR is configured to include at least a converter 61 (voltage conversion circuit) and a charging circuit 62.
  • the converter 61 and the charging circuit 62 are configured using a common substrate.
  • the power supply module PWR is configured to include a converter 61, a converter control unit 63, a charging circuit 62, and a charging control unit 64, as shown in FIG. 3.
  • the rotating machine control unit 17 included in the inverter module INV and the converter control unit 63 and charging control unit 64 included in the power supply module PWR are formed on a single substrate to form a control substrate ECU.
  • the control substrate ECU can also be called an integrated control substrate in which the functions of multiple control units are integrated.
  • the cooling water passage 39 is formed in the cooling unit 38 so that the portion that cools the inverter circuit PM is downstream, that is, so that the cooling water flows from the power supply module PWR side to the inverter module INV side.
  • the cooling water By circulating the cooling water from an area that generates a low amount of heat to an area that generates a high amount of heat, the cooling object that generates heat can be appropriately cooled while suppressing the temperature rise of the cooling water.
  • the rotating electric machine MG is driven, that is, while the vehicle is running, the on-board battery BT is almost never charged from the external power supply 60.
  • the driver 18 is disposed on the upper side Z1 (first side X1 in the opening direction) of the inverter circuit PM in the vertical direction Z.
  • the control board ECU is disposed across the rotating electric machine control unit 17, the converter control unit 63, and the charging control unit 64.
  • the control board ECU is disposed so that, in the vertical direction (opening direction), the inverter circuit PM, the driver 18, and the rotating electric machine control unit 17 overlap, the converter 61 and the converter control unit 63 overlap, and the charging circuit 62 and the charging control unit 64 overlap.
  • the power supply module PWR is disposed adjacent to the inverter module INV on the first axial side L1.
  • the control board ECU is disposed across the rotating electric machine control unit 17, the converter control unit 63, and the charging control unit 64 along the axial direction L.
  • the control board ECU is disposed between the inverter circuit PM (switching element) and the refrigerant circuit module 2 in the vertical direction Z, as shown in FIG. 1.
  • the reducer 6 is configured as a planetary gear mechanism including an input element that rotates integrally with the rotor shaft 13, a fixed element fixed to the case 9, an output element that rotates integrally with the differential input element (differential case 50), and planetary gears.
  • This planetary gear mechanism is a composite planetary gear mechanism including one sun gear SG, two ring gears (first ring gear RG1, second ring gear RG2), two planetary gears (first planetary gear PG1, second planetary gear PG2) that rotate integrally, and a carrier CR that rotatably supports the two planetary gears.
  • the first planetary gear PG1 is formed with a smaller diameter than the second planetary gear PG2.
  • the sun gear SG rotates integrally with the rotor 12 and rotor shaft 13.
  • the second ring gear RG2 is fixed to the case 9.
  • the first ring gear RG1 is disposed on the first axial side L1 relative to the second ring gear RG2 and is connected to the differential case 50 so as to rotate integrally with the differential case 50.
  • the second planetary gear PG2 meshes with the sun gear SG and the second ring gear RG2, and the first planetary gear PG1 rotates integrally with the second planetary gear PG2 and meshes with the first ring gear RG1.
  • the sun gear SG is the input element
  • the second ring gear RG2 is the fixed element
  • the first ring gear RG1 is the output element.
  • the carrier CR is not connected to any rotating element or fixed element.
  • the differential gear mechanism 5 is a bevel gear type differential gear mechanism, and includes a pinion gear 51 and a side gear 52, both of which are bevel gears.
  • the pinion gear 51 is supported by the differential case 50 and rotatably supported by a pinion shaft 55 that is arranged to extend along the radial direction.
  • the pinion shaft 55 rotates integrally with the differential case 50, and the pinion gear 51 is configured to rotate (spin) around the pinion shaft 55 and rotate (revolve) around the rotation axis A of the differential case 50.
  • the multiple pinion shafts 55 are arranged radially (for example, in a cross shape) around the rotation axis A of the differential case 50, and a pinion gear 51 is attached to each of the multiple pinion shafts 55.
  • the differential case 50 houses the pinion gear 51, the side gear 52, and the pinion shaft 55 inside.
  • the side gear 52 includes a first side gear 53 and a second side gear 54, and is arranged in a pair spaced apart in the axial direction L.
  • the first side gear 53 and the second side gear 54 mesh with each of the pinion gears 51 and are arranged to rotate around the rotation axis A of the differential case 50.
  • the first side gear 53 is connected to a connecting shaft J that extends along the axial direction L through the reduction gear 6 and the radial inside of the hollow cylindrical rotor shaft 13.
  • the connecting shaft J is connected to rotate integrally with the first drive shaft DS1 that is drivingly connected to the first wheel W1, which is the wheel W on the second axial side L2. Therefore, the first side gear 53 is drivingly connected to the first wheel W1 via the connecting shaft J.
  • the second side gear 54 is connected to rotate integrally with the second drive shaft DS2 that is drivingly connected to the second wheel W2, which is the wheel W on the first axial side L1.
  • the first drive shaft DS1, second drive shaft DS2, connecting shaft J, first side gear 53, and second side gear 54, which are drivingly connected to the wheel W and rotate integrally with the wheel W, can all be considered to be rotating members equivalent to output members.
  • the first side gear 53 and second side gear 54 are the differential gear mechanism 5 and can also be considered to be output members.
  • Each of the first side gear 53 and second side gear 54 has a gear portion that meshes with the pinion gear 51 and a spline engagement portion 59 that is connected to the connecting shaft J or the second drive shaft DS2.
  • the gear portion corresponds to the rotating member included in the differential gear mechanism 5
  • the spline engagement portion 59 corresponds to the output member.
  • the rotating electric machine MG and the power transmission mechanism GT are often lubricated (including cooled) by oil, and the vehicle drive device 100 of this embodiment is also lubricated by oil.
  • oil stored in an oil reservoir formed on the lower side Z2 of the case 9 is scooped up by the oil pump OP (see FIG. 4) and the gears of the power transmission mechanism GT, and is supplied to lubrication targets such as bearings and cooling targets such as the stator coil 11b of the rotating electric machine MG.
  • FIG. 4 illustrates a form in which oil discharged from the oil pump OP is supplied to the rotating electric machine MG (the bearings of the stator coil 11b and the rotor shaft 13, etc.) and the power transmission mechanism GT (the bearings of each gear, etc.).
  • the temperature of the oil used for cooling rises, so an oil cooler OC for cooling the oil is also connected to the oil flow path 40.
  • the oil cooler OC cools the oil by exchanging heat with cooling water.
  • the inverter module INV is equipped with a cooling unit 38 that cools the switching elements that constitute the inverter circuit PM.
  • the vehicle drive device 100 has a cooling water circuit module 3 that constitutes a cooling water circuit 30 that circulates the cooling water through a path that passes through the cooling unit 38 and the radiator 37 (vehicle radiator).
  • the cooling water circuit 30 is connected to the radiator 37, the first water pump 36, the cooling unit 38, and the three-way valve 35.
  • the cooling water circuit module 3 includes at least a water passage formed in the case 9 and the cooling unit 38.
  • the cooling water circuit module 3 may further include a three-way valve 35 and a first water pump 36.
  • the cooling water cooled (heat dissipated) by the radiator 37 is sent to the cooling water circuit 30 by the first water pump 36, absorbs heat from the inverter module INV and the power supply module PWR in the cooling unit 38, and returns to the radiator 37 via the three-way valve 35 to be dissipated.
  • the oil cooler OC described above is also connected to the coolant circuit 30.
  • the oil cooler OC cools the oil flowing through the oil passage 40 by exchanging heat with the coolant flowing through the coolant circuit 30.
  • a water-cooled condenser 31 (refrigerant heat exchanger) is also connected to the coolant circuit 30.
  • the water-cooled condenser 31 exchanges heat between the air conditioner's refrigerant and the coolant.
  • the water-cooled condenser 31 can, for example, remove heat from a refrigerant that is hotter than the coolant during cooling, and provide heat to a refrigerant that is colder than the coolant during heating.
  • the cooling water whose temperature has risen after passing through the cooling unit 38, oil cooler OC, and water-cooled condenser 31, passes through the three-way valve 35 and returns to the radiator 37, where it is wasted heat.
  • the heat that would have been wasted by the radiator 37 is utilized. In such cases, the three-way valve 35 switches the flow path of the cooling water so that the cooling water is circulated without passing through the radiator 37.
  • the water-cooled condenser 31 is connected to the refrigerant circuit 20 through which the air conditioner refrigerant flows.
  • the refrigerant circuit 20 is connected to an evaporator 44, an accumulator 41, a compressor 42, a cabin condenser 43, a first valve V1, a second valve V2, a third valve V3, and a fourth valve V4.
  • the evaporator 44 is a functional component that is the core of the air conditioning system. It absorbs heat from the surroundings by vaporizing the refrigerant and releases cool air into the vehicle cabin.
  • the second valve V2 is closed and the refrigerant is supplied to the evaporator 44 through the first valve V1, which is an expansion valve.
  • the refrigerant that has passed through the evaporator 44 is supplied to the accumulator 41.
  • the first valve V1 is closed and the refrigerant is supplied to the accumulator 41 through the second valve V2 (non-expansion valve).
  • the accumulator 41 separates the liquid from the refrigerant, which is a mixture of gas and liquid, and supplies only the gas (refrigerant gas) to the compressor 42.
  • the separated liquid passes through a path not shown and joins the flow path through which the liquid refrigerant flows, or is atomized and flows into the input piping from the accumulator 41 to the compressor 42 in small amounts that do not place a load on the compressor 42.
  • the compressor 42 compresses the relatively low-temperature, low-pressure refrigerant gas to a high temperature and high pressure.
  • the cabin condenser 43 is a heat source for heating using a heat pump system, and releases the condensation heat generated by the compressor 42 into the vehicle interior. During cooling, the flow of air through the cabin condenser 43 is blocked, and no heat exchange occurs in the cabin condenser 43.
  • the refrigerant that leaves the cabin condenser 43 flows to the water-cooled condenser 31 via the third valve V3, which is an expansion valve.
  • the third valve V3 which is an expansion valve.
  • the high-temperature refrigerant returns to the water-cooled condenser 31 via a route not shown without passing through the third valve V3, or that the third valve V3 functions as a non-expansion valve to maintain a high temperature and circulate the refrigerant.
  • the refrigerant circuit 20 is formed with at least a part of a path (first flow path 20a: path during cooling) that runs from the water-cooled condenser 31 through the first valve V1 (expansion valve) and the evaporator 44 to the accumulator 41, and at least a part of a path (second flow path 20b) that runs from the water-cooled condenser 31 through the second valve V2 (non-expansion valve) to the accumulator 41 (path during heating), and further through the compressor 42, the cabin condenser 43, and the third valve V3 (expansion valve) back to the water-cooled condenser 31.
  • first flow path 20a path during cooling
  • second flow path 20b that runs from the water-cooled condenser 31 through the second valve V2 (non-expansion valve) to the accumulator 41 (path during heating)
  • the compressor 42, cabin condenser 43, and evaporator 44 described above are the core functional components of the air conditioner.
  • the compressor 42, cabin condenser 43, and evaporator 44 are configured as a cabin unit that adjusts the temperature and air volume during heating and cooling and selects the air outlet in the air conditioner.
  • the cabin unit is installed in the vehicle as a single on-board device called, for example, HVAC (Heating, Ventilation, and Air Conditioning).
  • the battery heat sink 34 also cools the vehicle battery BT by exchanging heat with the coolant, and the coolant whose temperature has risen is cooled by exchanging heat with the refrigerant in the chiller 32.
  • a third flow path 20c is formed as a path through which the refrigerant travels from the water-cooled condenser 31 to the accumulator 41 via the fourth valve V4 (expansion valve) and the chiller 32.
  • the battery heat sink 34 can also be used as a heat source during heating, and the coolant in the battery heat sink 34 can be cooled by the refrigerant during cooling.
  • the chiller 32 is connected to a second coolant circuit 30B through which the coolant flows from the chiller 32 through the battery heat sink 34 and the second water pump 33 and returns to the chiller 32.
  • the chiller 32 like the water-cooled condenser 31, exchanges heat between the coolant and the refrigerant, and removes heat from the coolant to cool the coolant.
  • the coolant whose temperature has increased due to heat exchange with the battery heat sink 34 is cooled in the chiller 32.
  • the second coolant circuit 30B for cooling the vehicle battery BT and the third flow path 20c for cooling the coolant flowing through the second coolant circuit 30B it becomes easier to relax the restrictions on the input/output current to the vehicle battery BT even in cases where the current flowing through the vehicle battery BT increases and the temperature of the vehicle battery BT rises, such as during quick charging or high-speed driving.
  • the refrigerant circuit 20 includes a first flow path 20a including a refrigerant flow path from the water-cooled condenser 31 (refrigerant heat exchanger) to the evaporator 44, a second flow path 20b including a refrigerant flow path from the compressor 42 to the water-cooled condenser 31, and a third flow path 20c including a refrigerant flow path including the chiller 32.
  • the refrigerant flowing through the first flow path 20a is at a lower temperature than the second flow path 20b and the third flow path 20c.
  • the refrigerant flowing through the third flow path 20c is at a lower temperature than the second flow path 20b.
  • a part of the flow path constituting the refrigerant circuit 20 is formed by using the first cover 93 of the case 9.
  • the control valves V first valve V1, second valve V2, third valve V3, fourth valve V4 that control the flow rate or flow path of the refrigerant in the refrigerant circuit 20 are attached to the first cover first surface 93a, which is the surface facing the opposite side (opening direction first side X1 (opening direction opposite case side)) from the opening direction second side X2 (opening direction case side) of the first cover 93.
  • the refrigerant circuit 20 and the control valves V formed in the first cover 93 constitute the refrigerant circuit module 2.
  • the refrigerant circuit module 2 is attached to the case 9 by forming a part of the refrigerant circuit 20 (the refrigerant manifold 21 described later) using the first cover 93. Since the first cover 93 is fixed to the case body 90, it can be said that the refrigerant circuit module 2 is fixed integrally to the case 9.
  • the first storage chamber E1 is formed in a space surrounded by the inner wall of the case 9 including the first cover second surface 93b, which is the surface facing the opening direction second side X2 (opening direction case side) of the first cover 93. Therefore, the inverter module INV is accommodated in the storage space inside the case 9.
  • the power supply module PWR is also accommodated in the storage space inside the case 9.
  • the refrigerant circuit 20 is formed inside the first cover 93, in other words, in the area sandwiched between the first cover first surface 93a and the first cover second surface 93b. And the control valve V is attached to the first cover first surface 93a. Therefore, it can be said that the refrigerant circuit module 2 is arranged outside the case 9. As shown in FIG.
  • the inverter module INV and the power supply module PWR are both connected to the vehicle battery BT.
  • the inverter module INV and the power supply module PWR which are both power circuits, may be able to share parts such as a connector that connects the vehicle battery BT and the vehicle drive device 100, and a DC link capacitor 16.
  • a connector that connects the vehicle battery BT and the vehicle drive device 100
  • a DC link capacitor 16 By housing both the inverter module INV and the power supply module PWR in the housing space within the case 9, it is possible to reduce the number of parts by sharing parts and to simplify wiring.
  • the configuration of the air conditioner that is, the configuration of the refrigerant circuit 20, may differ from vehicle to vehicle. By arranging the refrigerant circuit module 2 outside the case 9, it is possible to increase the degree of freedom in designing the vehicle drive device 100, taking heat management into consideration.
  • the first storage chamber E1 is disposed above the rotating electric machine MG Z1. Since the refrigerant circuit module 2 is composed of the refrigerant circuit 20 and the control valve V formed in the first cover 93, the refrigerant circuit module 2 is further disposed above the first storage chamber E1 Z1. In other words, the refrigerant circuit module 2, the first storage chamber E1, and the rotating electric machine MG are disposed in this order from the upper side Z1 to the lower side Z2 along the vertical direction Z. The refrigerant circuit module 2 is disposed at a position overlapping with the first storage chamber E1 when viewed in the vertical direction Z. In this embodiment, the refrigerant circuit module 2, the first storage chamber E1, and the rotating electric machine MG are disposed so as to overlap when viewed in the vertical direction Z.
  • the refrigerant circuit module 2 is fitted with a water-cooled condenser 31, a chiller 32, and an accumulator 41 as functional components that form the refrigerant flow path in the refrigerant circuit 20.
  • the refrigerant circuit module 2 and these functional components together form the refrigerant module 1. Note that if the vehicle battery BT is not cooled using cooling water, i.e., if the third flow path 20c is not formed, the chiller 32 does not need to be provided. Therefore, the refrigerant module 1 may be formed by the refrigerant circuit module 2, the water-cooled condenser 31, and the accumulator 41.
  • the refrigerant path components include the control valve V and functional parts, which include the water-cooled condenser 31, the chiller 32, and the accumulator 41.
  • the compressor 42, the cabin condenser 43, the evaporator 44, and the battery heat sink 34 are also functional parts, although they are not included in the refrigerant module 1.
  • the second water pump 33 is also a functional part, and can be included in the refrigerant module 1 when the second water pump 33 is also integrally provided in the vehicle drive device 100, as shown in FIG. 4, for example.
  • the accumulator 41 is included in the refrigerant module 1 when attached to the first cover 93, as shown in FIGS. 1, 5 to 7, and 9, but may be arranged separately from the vehicle drive device 100 and not included in the refrigerant module 1.
  • the water-cooled condenser 31 corresponds to a specific functional part included in the refrigerant module 1.
  • the chiller 32 and accumulator 41 which may constitute the refrigerant module 1 together with the water-cooled condenser 31, also correspond to specific functional parts depending on the aspect.
  • the portion of the first cover 93 where the refrigerant circuit 20 is formed is called the refrigerant manifold 21.
  • the refrigerant manifold 21 is divided into a first manifold 23 and a second manifold 24.
  • the first manifold 23 and the second manifold 24 are configured to be connectable via the communication flow path 22.
  • the refrigerant circuit 20 has a first flow path 20a through which a relatively low-temperature refrigerant flows and a second flow path 20b through which a relatively high-temperature refrigerant flows.
  • the first flow path 20a which is the flow path of the refrigerant from the water-cooled condenser 31 to the evaporator 44, is mainly formed in the first manifold 23.
  • the second flow path 20b which is the flow path of the refrigerant from the compressor 42 to the water-cooled condenser 31, is mainly formed in the second manifold 24.
  • the first manifold 23 corresponds to the first flow path region 20A of the refrigerant circuit 20
  • the second manifold 24 corresponds to the second flow path region 20B of the refrigerant circuit 20.
  • the refrigerant manifold 21 is provided with a piping connection 99 that connects the refrigerant manifold 21 to functional components that are not integrated with the vehicle drive device 100, such as the evaporator 44 and cabin condenser 43.
  • the connection 99 is formed on the first cover first surface 93a, which is the surface of the first cover 93 facing the opening direction first side X1 (the side opposite to the opening direction case side).
  • FIG. 9 illustrates an example in which the third flow path 20c is formed in the first manifold 23.
  • the third flow path 20c may be formed in either the first manifold 23 or the second manifold 24.
  • the third flow path 20c may be formed across both the first manifold 23 and the second manifold 24.
  • the refrigerant circuit module 2 is disposed in a position closer to the cabin unit of the air conditioner than the first storage chamber E1 and the second storage chamber E2 when mounted on the vehicle. This makes it easier to route the piping between the refrigerant circuit module 2 and the evaporator 44, between the refrigerant circuit module 2 and the compressor 42, and between the refrigerant circuit module 2 and the cabin condenser 43 inside the vehicle, and also makes it easier to shorten the total length of the piping.
  • the height at which the refrigerant circuit module 2 is arranged in the vertical direction Z is approximately the same as the height at which the cabin unit of the air conditioner is arranged in the vertical direction Z.
  • the position at which the refrigerant circuit module 2 is arranged in the vertical direction Z is preferably closer to the position at which the cabin unit is arranged in the vertical direction Z than the position at which the first storage chamber E1 is arranged in the vertical direction Z and the position at which the second storage chamber E2 is arranged in the vertical direction Z.
  • the first storage chamber E1 and the second storage chamber E2 are formed using a case body 90 that is a single member.
  • the first case body that forms the first storage chamber E1 and the second case body that forms the second storage chamber E2 may be formed of separate members, and the first case body and the second case body may be connected to form a case 9 having the first storage chamber E1 and the second storage chamber E2.
  • the first cover 93 is a cover that closes the first storage chamber E1 that houses the inverter module INV, and the refrigerant circuit module 2 is configured by using the first cover 93 as a refrigerant manifold 21 and attaching a control valve V to the first cover 93.
  • the vehicle-mounted inverter unit 10 is configured with the inverter module INV, a case 9 (first case portion 91) that houses the inverter module INV, a cover (first cover 93) that closes the opening (first opening 9a) of the case 9, and a refrigerant module 1 that constitutes a refrigerant circuit 20 that circulates refrigerant for the air conditioner.
  • the refrigerant module 1 includes a refrigerant flow path 29 (see FIG. 4) which is a flow path of the refrigerant in the refrigerant circuit 20, and a plurality of functional components which are connected to each other by the refrigerant flow path 29 to constitute the refrigerant circuit 20.
  • the refrigerant flow path 29 is formed inside the first cover 93.
  • the first cover 93 includes a protruding portion 93p which protrudes toward either side of the direction along the opening surface of the first opening 9a (opening surface direction Y) relative to the case 9.
  • FIG. 1 FIG. 5, FIG.
  • a specific functional component which is at least a part of the plurality of functional components is attached to the first cover second surface 93b (the surface facing the opening direction case side of the first cover 93) of the protruding portion 93p and is connected to the refrigerant flow path 29.
  • the power supply module PWR may or may not be accommodated in the first accommodation chamber E1. That is, the power supply module PWR may be arranged inside the case 9 or outside the case 9 as long as it is attached to the case 9.
  • the refrigerant module 1 can be integrally provided with the inverter module INV and the case 9 and first cover 93 for accommodating the inverter module INV. That is, the inverter module INV and the refrigerant module 1 can be integrated. Therefore, compared to when the inverter module INV and the refrigerant module 1 are independent, it is easier to reduce the number of parts, and the vehicle-mounted inverter unit 10 can be easily mounted on a relatively small vehicle.
  • the specific function parts of the refrigerant module 1 are attached to the first cover second surface 93b. As a result, the specific function parts are arranged outside the first storage chamber E1 in the case 9, side by side with the first storage chamber E1.
  • the inverter module INV and the refrigerant module 1 can be appropriately arranged separately inside and outside the first storage chamber E1. Furthermore, the specific function parts of the refrigerant module 1, the case 9, and the inverter module INV can be arranged on the same side (opening direction second side X2 (opening direction case side)) with respect to the first cover 93. Therefore, the inverter module INV and the refrigerant module 1 can be integrated while preventing the size of the vehicle-mounted inverter unit 10 from increasing.
  • the first case portion 91 of the case 9 includes a peripheral wall portion 96 that surrounds the first opening 9a (opening of the case) and extends along the opening direction X.
  • a specific direction in the opening surface direction Y that is a direction along the opening surface of the first opening 9a is set as a specific opening surface direction Ya (first direction)
  • the protrusion 93p protrudes from the case 9 toward a specific opening surface direction first side Ya1 (first direction first side), which is one side in the specific opening surface direction Ya (first direction).
  • the specific functional component is arranged at a position that overlaps with the peripheral wall portion 96 when viewed in the specific opening surface direction (first direction view) along the specific opening surface direction Ya (first direction).
  • all of the specific functional parts are arranged in positions that overlap with the peripheral wall portion 96.
  • the specific functional parts include a water-cooled condenser 31, an accumulator 41, and a chiller 32
  • the water-cooled condenser 31, the accumulator 41, and the chiller 32 are all arranged in positions that overlap with the peripheral wall portion 96.
  • the vehicle drive device 100 of this embodiment can be configured to include an in-vehicle inverter unit 10, a rotating electric machine MG, an output member that is drivingly connected to the wheels W, and a power transmission mechanism GT that transmits driving force between the rotating electric machine MG and the output member.
  • the case 9 includes a first storage chamber E1 that stores the inverter module INV, and a second storage chamber E2 that stores the rotating electric machine MG and the power transmission mechanism GT.
  • the first storage chamber E1 and the second storage chamber E2 are arranged to be aligned in the opening direction X.
  • the specific functional component is arranged in a position that overlaps with the cylindrical peripheral wall portion 97, which is a portion that surrounds the second storage chamber E2 of the case 9, when viewed from the opening direction along the opening direction X.
  • the specific functional part is attached to the surface (first cover second surface 93b) of the protruding part 93p of the first cover 93 (cover) facing the case side in the opening direction.
  • the protruding part 93p and the specific functional part will protrude in the direction in which the protruding part 93p protrudes relative to the part surrounding the second storage chamber E2 of the case 9 (cylindrical peripheral wall part 97).
  • the vehicle drive device 100 with the specific functional part attached tends to be larger in the direction in which the protruding part 93p protrudes relative to the outer shape of the case 9.
  • the specific functional part and the part surrounding the second storage chamber E2 of the case 9 overlap when viewed in the opening direction, it is easier to reduce the size of the vehicle drive device 100 when viewed in the opening direction compared to when they do not overlap.
  • the cylindrical peripheral wall portion 97 which is a portion of the second case portion 92 surrounding the second storage chamber E2, bulges out toward the first side Ya1 (first direction first side) in the specific opening surface direction relative to the first case portion 91 (peripheral wall portion 96 of the first case portion 91). Therefore, between the protrusion 93p and the cylindrical peripheral wall portion 97, and at least between the specific functional component and the cylindrical peripheral wall portion 97, a case outer arrangement area E3 is formed that is surrounded by the surface of the rectangular parallelepiped, the specific functional component, and the cylindrical peripheral wall portion 97 when considering a virtual rectangular parallelepiped that circumscribes the vehicle drive device 100.
  • the three-way valve 35 and the first water pump 36 in this case outer arrangement area E3 many of the components of the cooling water circuit module 3 described above can also be integrated with the vehicle drive device 100.
  • an oil pump OP and an oil cooler OC may be arranged in the case exterior arrangement area E3 instead of or in addition to the three-way valve 35 and first water pump 36. If the oil pump OP is arranged inside the case 9, only the oil cooler OC may be arranged in the case exterior arrangement area E3.
  • the vehicle drive device 100 of this embodiment further includes an oil cooler OC for cooling the oil contained in the second storage chamber E2, and a coolant circuit module 3 that constitutes a coolant circuit 30 that circulates coolant through a path passing through the oil cooler OC and a radiator 37.
  • the coolant circuit module 3 is configured with a three-way valve 35, a first water pump 36, and a cooling unit 38.
  • the coolant circuit module 3 may be configured without passing through the cooling unit 38.
  • the specific functional parts also include a water-cooled condenser 31, which is a refrigerant heat exchanger that exchanges heat between the air conditioner refrigerant and the coolant.
  • the water-cooled condenser 31 (refrigerant heat exchanger) is fixed integrally to the case 9 via the refrigerant path component, which reduces the amount of piping connecting the functional components that make up the refrigerant circuit 20.
  • the functional parts include a control valve V that controls the flow rate or flow path of the refrigerant in the refrigerant circuit 20.
  • the specific functional parts may include an accumulator 41 for separating the refrigerant into liquid and gas.
  • the control valve V is attached to a surface (first cover first surface 93a) of the first cover 93 (cover) facing the opposite side to the opening direction second side X2 (opening direction case side).
  • the water-cooled condenser 31 (refrigerant heat exchanger) and the accumulator 41 are arranged so as to be aligned along a wall portion (peripheral wall portion 96) that surrounds the first storage chamber E1 of the case 9.
  • control valve V By attaching the control valve V to the surface (first cover first surface 93a) of the first cover 93 (cover) facing the opposite side to the opening direction second side X2 (opening direction case side), for example, the control valve V and the specific functional parts can be arranged relatively close to each other across the first cover 93 (cover). In addition, by arranging multiple specific functional parts along the wall portion (peripheral wall portion 96), these multiple specific functional parts can be arranged efficiently. Therefore, with this configuration, the multiple functional parts of the refrigerant module 1 can be appropriately arranged while preventing the vehicle drive device 100 from becoming larger.
  • the power supply module PWR which is electrically connected to the vehicle battery BT and includes a converter 61 (voltage conversion circuit) that converts the voltage of the vehicle battery BT and a charging circuit 62 that charges the vehicle battery BT from an external power source 60, is also accommodated in the first accommodation chamber E1 together with the inverter module INV.
  • the above-mentioned vehicle inverter unit 10 may include the power supply module PWR.
  • the vehicle drive device 100 of this embodiment includes a rotating electric machine MG having a rotor 12, an output member that is drivingly connected to the wheels W, a power transmission mechanism GT that transmits driving force between the rotating electric machine MG and the output member, an inverter module INV for driving and controlling the rotating electric machine MG, a power supply module PWR that is electrically connected to the vehicle battery BT and includes a converter 61 (voltage conversion circuit) that converts the voltage of the vehicle battery BT and a charging circuit 62 for charging the vehicle battery BT from an external power source 60, a refrigerant circuit module 2 that constitutes a refrigerant circuit 20 that circulates a refrigerant for an air conditioner, and a case 9 that includes a first storage chamber E1 that accommodates the inverter module INV and the power supply module PWR, and a second storage chamber E2 that accommodates the rotating electric machine MG and the power transmission mechanism GT.
  • the power transmission mechanism GT is disposed on the first axial side L1 with respect to the rotor 12.
  • the inverter module INV includes a switching element that constitutes the inverter circuit PM and a cooling unit 38 that cools the switching element.
  • the inverter module INV is disposed above the rotating electric machine MG at a position Z1 that overlaps with the rotating electric machine MG when viewed in the vertical direction Z.
  • the power supply module PWR is disposed adjacent to the inverter module INV on the first axial side L1.
  • the refrigerant circuit module 2 is disposed above the inverter module INV and the power supply module PWR at a position Z1 in the vertical direction Z that overlaps with the inverter module INV and the power supply module PWR when viewed in the vertical direction.
  • the refrigerant circuit module 2 is fixed integrally to the case 9 as shown in Figures 5 to 7, etc.
  • the power supply module PWR is disposed above the power transmission mechanism GT on the Z1 side, and is positioned so as to overlap with the power transmission mechanism GT when viewed in the vertical direction Z.
  • the vehicle drive device 100 not only includes an inverter module INV for controlling the drive of the rotating electric machine MG in a drive unit including the rotating electric machine MG and the power transmission mechanism GT, but also includes a power supply module PWR and a refrigerant circuit module 2 for an air conditioner in the drive unit. Therefore, the wiring and piping connecting the drive unit and the inverter module INV to the power supply module PWR and the refrigerant circuit module 2 can be reduced, and the case 9 that houses them can be integrated to make the vehicle drive device 100, which has many functions, smaller overall.
  • the inverter module INV equipped with the cooling unit 38 is disposed on the upper side Z1 of the rotating electric machine MG, which generates a large amount of heat because a large current flows through the stator coil, and the power supply module PWR is disposed adjacent to the inverter module INV on the axial first side L1, i.e., the side where the power transmission mechanism GT is disposed relative to the rotating electric machine MG.
  • the refrigerant circuit module 2 is disposed on the upper side Z1 relative to the inverter module INV and the power module PWR, and the heat generated by the rotating electric machine MG is prevented from being transmitted to the refrigerant circuit module 2 by the inverter module INV and the power module PWR equipped with the cooling unit 38. Therefore, it is easy to minimize the effect of heat generated by the rotating electric machine MG on the refrigerant circuit module 2.
  • the vehicle drive device 100 further includes an oil cooler OC for cooling the oil contained in the second storage chamber E2, and a coolant circuit module 3 that constitutes a coolant circuit 30 that circulates coolant through a path passing through the oil cooler OC and a radiator 37 (vehicle radiator).
  • the refrigerant circuit module 2 also includes a refrigerant manifold 21 (refrigerant path component) that constitutes the flow path of the refrigerant in the refrigerant circuit 20, and a control valve V attached to the refrigerant manifold 21.
  • the refrigerant manifold 21 is further provided with a water-cooled condenser 31 (refrigerant heat exchanger) that exchanges heat between the refrigerant and the coolant as a functional component that constitutes the refrigerant circuit 20.
  • the refrigerant circuit 20 includes a first flow path region 20A, which is a refrigerant flow path from the water-cooled condenser 31 (refrigerant heat exchanger) to the evaporator 44, and a second flow path region 20B, which is a refrigerant flow path from the compressor 42 to the water-cooled condenser 31 (refrigerant heat exchanger).
  • the first flow path region 20A is arranged so as to overlap with the inverter module INV when viewed in the vertical direction
  • the second flow path region 20B is arranged so as to overlap with the power supply module PWR when viewed in the vertical direction.
  • the switching elements that make up the inverter circuit PM tend to generate heat because a large current flows through them. For this reason, it is preferable that the temperature near the switching elements not become high when heat dissipation is taken into consideration.
  • the inverter module INV includes a control circuit (rotating motor control unit 17, driver 18: see FIG. 3) that controls the inverter circuit PM, the electronic components that make up the control circuit are often relatively vulnerable to heat. For this reason, it is preferable that the temperature near the control circuit not become high.
  • the first flow path region 20A in the refrigerant circuit 20, which has a relatively low temperature, is located near the inverter module INV
  • the second flow path region 20B in the refrigerant circuit 20, which has a relatively high temperature is located near the power supply module PWR. Therefore, it is possible to make it difficult for heat to be transmitted from the refrigerant circuit module 2 to the switching elements that make up the inverter circuit PM in the inverter module INV and the control circuit of the inverter circuit PM.
  • the refrigerant circuit 20 includes an accumulator 41 for separating the refrigerant into liquid and gas.
  • the water-cooled condenser 31 (refrigerant heat exchanger) and the accumulator 41 do not overlap with the inverter module INV and the power supply module PWR when viewed in the vertical direction, and as shown in FIG. 7, they are arranged in a position where their placement areas in the vertical direction Z overlap with the inverter module INV and the power supply module PWR.
  • the water-cooled condenser 31 (refrigerant heat exchanger) and the accumulator 41 tend to be relatively large. With this configuration, the water-cooled condenser 31 (refrigerant heat exchanger) and the accumulator 41 can be arranged alongside the inverter module INV and the power supply module PWR. This makes it easier to reduce the dimensions of the vehicle drive device 100 in the vertical direction Z.
  • the refrigerant circuit 20 is provided with a chiller 32, which is a coolant heat exchanger for cooling the coolant by heat exchange between the coolant flowing through the second coolant circuit 30B and the refrigerant.
  • the chiller 32 does not overlap with the inverter module INV and the power module PWR when viewed in the vertical direction, and is arranged in a position where its arrangement area in the vertical direction Z overlaps with the inverter module INV and the power module PWR, as shown in FIG. 7.
  • the chiller 32 also tends to be relatively large. With this configuration, such a chiller 32 can also be arranged side by side with the inverter module INV and the power module PWR. Therefore, it is easy to reduce the size of the vehicle drive device 100 in the vertical direction Z.
  • the cooling unit 38 has a cooling water passage 39 through which the cooling water flows.
  • the switching elements that constitute the inverter circuit PM are attached to the cooling unit first surface 38a, which is the upper surface of the cooling unit 38.
  • the control board ECU that controls the inverter circuit PM is disposed between the switching elements and the refrigerant circuit module 2 in the vertical direction Z.
  • the switching elements that make up the inverter circuit PM tend to generate heat due to the large currents that flow through them.
  • the electronic components that are mounted on the control board ECU that controls the inverter circuit PM and that make up the control circuit that controls the inverter circuit PM are often relatively sensitive to heat.
  • the cooling unit 38 allows the switching elements and the control board ECU to be located in a location where heat from the rotating electric machine MG is less likely to be transmitted, and the cooling unit 38 can properly cool the switching elements attached to the upper surface (cooling unit first surface 38a) of the cooling unit 38, while also making it difficult for heat from the rotating electric machine MG to be transmitted to the control board ECU.
  • the first storage chamber E1 is disposed on the upper side Z1 of the rotating electric machine MG in the vertical direction Z and in a position overlapping with the rotating electric machine MG as viewed in the vertical direction Z
  • the refrigerant circuit module 2 is disposed on the upper side Z1 of the first storage chamber E1 in the vertical direction Z and in a position overlapping with the first storage chamber E1 as viewed in the vertical direction Z.
  • the refrigerant circuit module 2 is disposed on the upper surface side of the outer wall of the case 9.
  • the refrigerant circuit module 2 may be disposed on the side of the case 9.
  • the refrigerant circuit module 2 may be attached to the outer wall of the case 9 in a position overlapping with the outer edge portion of the upper side Z1 of the rotating electric machine MG in the vertical direction Z as viewed in the vertical direction H along the front-rear direction H.
  • the refrigerant circuit module 2 is disposed in a position overlapping at least a part of the peripheral wall portion 96 of the first case portion 91 as viewed in the front-rear direction H.
  • the refrigerant circuit module 2 is disposed in a position closer to the cabin unit of the air conditioner than the first storage chamber E1 and the second storage chamber E2 when mounted in the vehicle.
  • the refrigerant circuit module 2 is disposed on the side of the vehicle drive device 100 (case 9) facing the cabin unit in the fore-and-aft direction H, it becomes easier to route the piping between the refrigerant circuit module 2 and the cabin unit inside the vehicle, and the total length of the piping can be made shorter.
  • the height at which the refrigerant circuit module 2 is arranged in the vertical direction Z is approximately the same as the height at which the cabin unit of the air conditioner is arranged in the vertical direction Z.
  • the position at which the refrigerant circuit module 2 is arranged in the vertical direction Z is preferably closer to the position at which the cabin unit is arranged in the vertical direction Z than the position at which the first storage chamber E1 is arranged in the vertical direction Z and the position at which the second storage chamber E2 is arranged in the vertical direction Z.
  • the power transmission mechanism GT including a reduction gear 6 and a differential gear mechanism 5 has been given.
  • the power transmission mechanism GT is not limited to this configuration.
  • the power transmission mechanism GT may be configured to include only the differential gear mechanism 5 without including the reduction gear 6.
  • the power transmission mechanism GT may be configured to include only the reduction gear 6 without including the differential gear mechanism 5, and to transmit power from one rotating electric machine MG to one wheel W.
  • a planetary gear mechanism with a fixed gear ratio has been given as an example of the reduction gear 6, but the reduction gear 6 may have multiple gear ratios.
  • the DC link capacitor 16 may be included in the inverter module INV.
  • the DC link capacitor 16 may not be included in the inverter module INV.
  • the DC link capacitor 16 may be arranged on the lower side Z2 of the cooling unit 38 and in a position overlapping with the power transmission mechanism GT in the vertical direction.
  • the DC link capacitor 16 is a relatively heat-resistant component, and by arranging such a component closer to the rotating electric machine MG than the cooling unit 38 in the vertical direction Z and on the side of the power transmission mechanism GT away from the rotating electric machine MG in the axial direction L, the space on the lower side Z2 of the cooling unit 38 can be effectively utilized, and the vehicle drive device 100 can be easily miniaturized as a whole.
  • the vehicle-mounted inverter unit 10 is configured to include a DC link capacitor 16, regardless of the position of the DC link capacitor 16.
  • the transformer 61 and the charging circuit 62 provided in the power supply module PWR are both transformer-type, it is preferable to share the transformer components, which tend to be large in size. Also, like the DC link capacitor 16, the transformer is a component that is relatively resistant to heat. Therefore, it is preferable that the transformer is also located below the cooling unit 38 on the Z2 side, overlapping with the power transmission mechanism GT when viewed in the up-down direction. This makes it possible to effectively utilize the space below the cooling unit 38 on the Z2 side, making it easier to reduce the overall size of the vehicle drive device 100.
  • the refrigerant circuit module 2 arranged on the upper side Z1 in the vertical direction Z with respect to the inverter module INV and the power supply module PWR is configured with a refrigerant manifold 21 (refrigerant path component) that configures the refrigerant flow path in the refrigerant circuit 20 and a control valve V attached to the refrigerant manifold 21, and the water-cooled condenser 31 (refrigerant heat exchanger) is not included in the refrigerant circuit module 2, but is attached to the first cover second surface 93b on the lower side Z2 of the refrigerant manifold 21.
  • a refrigerant manifold 21 refrigerant path component
  • the refrigerant circuit module 2 may include the water-cooled condenser 31.
  • the refrigerant flow path 29 is formed inside the first cover 93 as the refrigerant manifold 21.
  • a part of the refrigerant flow path 29 may be formed using another member of the case 9 or piping made of a member other than the case 9.
  • the protrusion 93p of the first cover 93 protrudes from the case 9 toward the specific opening surface direction first side Ya1 (first direction first side), which is one side in the specific opening surface direction Ya (first direction).
  • the protrusion 93p may be formed to protrude in multiple directions in the opening surface direction Y.
  • an example was given of the protrusion 93p protruding from one side (face) of the first case part 91 formed in a rectangular box shape toward the outside of the first opening 9a.
  • the protrusion 93p may be formed to protrude from multiple sides of the first case part 91 toward the outside of the first opening 9a.
  • the specific functional parts which are at least some of the multiple functional parts attached to the surface (first cover second surface 93b) of the protrusion 93p facing the opening direction second side X2 (opening direction case side) and connected to the refrigerant flow path 29, are the water-cooled condenser 31, the accumulator 41, and the chiller 32. Also, in the above, the specific functional parts are attached to the surface (first cover first surface 93a) of the protrusion 93p facing the opening direction first side X1. However, at least some of these control valves V may be included in the specific functional parts and attached to the first cover second surface 93b.
  • a vehicle drive device includes a rotating electric machine (MG) having a rotor (12), output members (52, 53, 54, 59, DS1, DS2, J) drivingly connected to wheels (W), a power transmission mechanism (GT) that transmits driving force between the rotating electric machine (MG) and the output members (52, 53, 54, 59, DS1, DS2, J), an inverter module (INV) for driving and controlling the rotating electric machine (MG), and an on-board battery (BT) that is electrically connected to the on-board battery (BT).
  • MG rotating electric machine
  • GT power transmission mechanism
  • IMV inverter module
  • BT on-board battery
  • the vehicle includes a power supply module (PWR), a refrigerant circuit module (2) that constitutes at least a part of a refrigerant circuit (20) that circulates refrigerant for an in-vehicle air conditioner, and a case (9) that includes a first storage chamber (E1) that houses the inverter module (INV) and a second storage chamber (E2) that houses the rotating electric machine (MG) and the power transmission mechanism (GT), and the power supply module (PWR) and the refrigerant circuit module (2) are attached to the case (9).
  • PWR power supply module
  • MG rotating electric machine
  • GT power transmission mechanism
  • the vehicle drive device (100) not only includes an inverter module (INV) for controlling the drive of the rotating electric machine (MG) integrated into the drive unit including the rotating electric machine (MG) and the power transmission mechanism (GT), but also includes a power supply module (PWR) and a refrigerant circuit module (2) for the vehicle air conditioner integrated into the drive unit. Therefore, the amount of wiring and piping connecting the drive unit and inverter module (INV) to the power supply module (PWR) and refrigerant circuit module (2) can be reduced, and by integrating the case (9) that houses them, it is easy to reduce the overall size of the vehicle drive device (100) equipped with many functions.
  • IV inverter module
  • PWR power supply module
  • refrigerant circuit module (2) for the vehicle air conditioner integrated into the drive unit. Therefore, the amount of wiring and piping connecting the drive unit and inverter module (INV) to the power supply module (PWR) and refrigerant circuit module (2) can be reduced, and by integrating the case (9) that houses them, it is easy
  • the power supply module (PWR) is disposed in the storage space inside the case (9), and the refrigerant circuit module (2) is disposed outside the case (9).
  • the inverter module (INV) and the power supply module (PWR), which are both power circuits, may have parts that can be shared. By housing both the inverter module (INV) and the power supply module (PWR) in the housing space within the case (9), wiring can be simplified and the number of parts can be reduced.
  • the refrigerant circuit module (2) may have a different configuration for each vehicle, and by arranging it outside the case (9), the degree of freedom in designing the vehicle drive device (100) can be increased.
  • the direction along the vertical direction is defined as the up-down direction (Z), and based on the up-down direction (Z), the first storage chamber (E1) is disposed above (Z1) in the up-down direction (Z) relative to the rotating electric machine (MG), and the refrigerant circuit module (2) is preferably disposed above (Z1) in the up-down direction (Z) relative to the first storage chamber (E1).
  • the refrigerant circuit module (2) is disposed above (Z1) the first housing chamber (E1) in which the inverter module (INV) is housed. This increases the distance between the refrigerant circuit module (2) and the rotating electric machine (MG), making it difficult for heat generated by the rotating electric machine (MG) to be transmitted to the refrigerant circuit module (2). This makes it easier to minimize the effect of heat generated by the rotating electric machine (MG) on the refrigerant circuit module (2).
  • the vehicle drive device (100) is arranged such that the first storage chamber (E1) is located above (Z1) the rotating electric machine (MG) in the vertical direction (Z) and overlaps with the rotating electric machine (MG) as viewed in the vertical direction (Z), and that the refrigerant circuit module (2) is located above (Z1) the first storage chamber (E1) in the vertical direction (Z) and overlaps with the first storage chamber (E1) as viewed in the vertical direction (Z).
  • the refrigerant circuit module (2), the first housing chamber (E1) housing the inverter module (INV), and the rotating electric machine (MG) are arranged to overlap when viewed in the vertical direction (Z).
  • the presence of the first housing chamber (E1) between the refrigerant circuit module (2) and the rotating electric machine (MG) makes it easier to prevent the transfer of heat generated by the rotating electric machine (MG) to the refrigerant circuit module (2). This makes it easier to minimize the impact of heat generated by the rotating electric machine (MG) on the refrigerant circuit module (2).
  • the direction along the vertical direction is defined as the up-down direction (Z)
  • the direction along the rotation axis (A) of the rotor (12) is defined as the axial direction (L)
  • the power transmission mechanism (GT) is disposed on one side of the axial direction (L) relative to the rotor (12) on a first axial side (L1)
  • the inverter module (INV) is disposed in a position overlapping with the rotating electric machine (MG) when viewed in the up-down direction (Z) along the up-down direction (Z)
  • the power supply module It is preferable that the refrigerant circuit module (2) is arranged adjacent to the inverter module (INV) on the first axial side (L1), and that the refrigerant circuit module (2) is arranged on the upper side (Z1) of the inverter module (INV) and the power supply module (PWR) in the vertical direction (Z) and in a position overlapping the inverter module (INV) and
  • the power supply module (PWR) and the inverter module (INV) are arranged adjacent to each other in the axial direction (L), and the refrigerant circuit module (2) is arranged above (Z1) the inverter module (INV) and the power supply module (PWR), so the distance between the refrigerant circuit module (2) and the rotating electric machine (MG) is increased. Therefore, heat generated by the rotating electric machine (MG) is not easily transferred to the refrigerant circuit module (2), and it is easy to minimize the effect of heat generated by the rotating electric machine (MG) on the refrigerant circuit module (2).
  • the direction along the vertical direction is defined as the up-down direction (Z)
  • the direction along the rotation axis (A) of the rotor (12) is defined as the axial direction (L)
  • the direction perpendicular to the axial direction (L) as viewed in the up-down direction (Z) is defined as the front-rear direction (H)
  • the refrigerant circuit module (2) is mounted on the outer wall of the case (9) in a position that overlaps with the outer edge of the upper side (Z1) of the rotating electric machine (MG) in the up-down direction (Z) as viewed in the front-rear direction (H).
  • the rotating electric machine (MG) is often roughly cylindrical with the rotor shaft (13) at its center. For this reason, the outer edge of the rotating electric machine (MG) in the up-down direction (Z) often has a smaller dimension in the front-to-rear direction (H). For this reason, dead space is likely to occur in the area where the outer edge is located in the arrangement space of the vehicle drive device (100) in the vehicle. With this configuration, the refrigerant circuit module (2) can be arranged by utilizing such dead space.
  • the refrigerant circuit module (2) of the vehicle drive device (100) is disposed in a position closer to the cabin unit of the vehicle air conditioner than the first storage chamber (E1) and the second storage chamber (E2) when the vehicle is mounted on the vehicle.
  • This configuration makes it possible to shorten the length of the refrigerant path through which the refrigerant flows between the refrigerant circuit module (2) and the cabin unit of the vehicle air conditioner. For example, the total length of the piping is shortened, making it possible to reduce the installation space and the total weight of the piping. Furthermore, shortening the piping can also reduce the pressure loss when the refrigerant flows.
  • the direction along the vertical direction is defined as the up-down direction (Z), and it is preferable that the position at which the refrigerant circuit module (2) is arranged in the up-down direction (Z) is closer to the position at which the cabin unit of the vehicle-mounted air conditioner is arranged in the up-down direction (Z) than the position at which the first storage chamber (E1) is arranged in the up-down direction (Z) and the position at which the second storage chamber (E2) is arranged in the up-down direction (Z).
  • the refrigerant circuit module (2) and the cabin unit are arranged at approximately the same height, it becomes easier to lay the piping for the refrigerant passage through which the refrigerant flows, and the space required for piping can be reduced. In addition, the refrigerant flows more easily, and the pressure loss when the refrigerant flows can be reduced.
  • the vehicle drive device (100) further includes an oil cooler (OC) for cooling the oil contained in the second storage chamber (E2), and a cooling water circuit module (3) constituting a cooling water circuit (30) that circulates cooling water through a path passing through the oil cooler (OC) and an on-board radiator (37).
  • the refrigerant circuit module (2) includes a refrigerant path component (21) that constitutes a flow path of the refrigerant in the refrigerant circuit (20), and a control valve (V) attached to the refrigerant path component (21). It is preferable that the refrigerant path component (21) is further provided with a refrigerant heat exchanger (31) that exchanges heat between the refrigerant and the cooling water as a functional component that constitutes the refrigerant circuit (20).
  • the refrigerant heat exchanger (31) is fixed integrally to the case (9) via the refrigerant path component (21), making it possible to reduce the amount of piping and the like that connects the functional components that make up the refrigerant circuit (20).
  • the vehicle drive device (100) further includes a refrigerant circuit module (2) arranged above the first storage chamber (E1) in the vertical direction (Z) (Z1) relative to the rotating electric machine (MG) and overlapping with the rotating electric machine (MG) as viewed in the vertical direction (Z), and the refrigerant circuit module (2) arranged above the first storage chamber (E1) in the vertical direction (Z) (Z1) relative to the first storage chamber (E1) and overlapping with the first storage chamber (E1) as viewed in the vertical direction (Z).
  • the refrigerant circuit module (2) further includes an oil cooler (OC) for cooling oil stored in the second storage chamber (E2), and a cooling water circuit module (3) constituting a cooling water circuit (30) that circulates cooling water through a path passing through the oil cooler (OC) and an on-board radiator (37).
  • the refrigerant circuit module (2) includes a refrigerant path component (21) constituting a flow path of the refrigerant in the refrigerant circuit (20), and a cooling water circuit module (3) constituting a cooling water circuit (30) that circulates cooling water through a path passing through the oil cooler (OC) and an on-board radiator (37).
  • the refrigerant path component (21) is further provided with a refrigerant heat exchanger (31) for cooling the refrigerant by heat exchange between the refrigerant and the cooling water as a functional component constituting the refrigerant circuit (20).
  • the refrigerant circuit (20) includes a first flow path region (20A) that is a flow path of the refrigerant from the refrigerant heat exchanger (31) to the vehicle-mounted evaporator (44), and a second flow path region (20B) that is a flow path of the refrigerant from the vehicle-mounted compressor (42) to the refrigerant heat exchanger (31), and the first flow path region (20A) is arranged so as to overlap with the inverter module (INV) when viewed in the vertical direction (Z), and the second flow path region (20B) is arranged so as to overlap with the power supply module (PWR) when viewed in the vertical direction (Z).
  • first flow path region (20A) is arranged so as to overlap with the inverter module (INV) when viewed in the vertical direction (Z)
  • the second flow path region (20B) is arranged so as to overlap with the power supply module (PWR) when viewed in the vertical direction (Z).
  • the switching elements constituting the inverter circuit (PM) tend to generate heat because a large current flows through them. For this reason, it is preferable that the temperature near the switching elements not become high, taking heat dissipation into consideration. Furthermore, when the inverter module (INV) includes a control circuit that controls the inverter circuit (PM), the electronic components constituting the control circuit are often relatively vulnerable to heat. For this reason, it is preferable that the temperature near the control circuit not become high.
  • the first flow path region (20A) in the refrigerant circuit (20), which is relatively low temperature, is disposed in a position close to the inverter module (INV), and the second flow path region (20B) in the refrigerant circuit (20), which is relatively high temperature, is disposed in a position close to the power supply module (PWR). Therefore, it is possible to make it difficult for heat to be transmitted from the refrigerant circuit module (2) to the switching elements constituting the inverter circuit (PM) in the inverter module (INV) or the control circuit of the inverter circuit (PM).
  • the vehicle drive device (100) is configured such that the refrigerant circuit (20) further includes an accumulator (41) for separating the refrigerant into liquid and gas, and that the refrigerant heat exchanger (31) and the accumulator (41) do not overlap with the inverter module (INV) and the power supply module (PWR) when viewed in the vertical direction (Z), and are arranged in a position where their arrangement areas in the vertical direction (Z) overlap with the inverter module (INV) and the power supply module (PWR).
  • the refrigerant circuit (20) further includes an accumulator (41) for separating the refrigerant into liquid and gas, and that the refrigerant heat exchanger (31) and the accumulator (41) do not overlap with the inverter module (INV) and the power supply module (PWR) when viewed in the vertical direction (Z), and are arranged in a position where their arrangement areas in the vertical direction (Z) overlap with the inverter module (INV) and the power supply module (PWR).
  • the refrigerant heat exchanger (31) and the accumulator (41) tend to be relatively large. With this configuration, the refrigerant heat exchanger (31) and the accumulator (41) can be arranged alongside the inverter module (INV) and the power supply module (PWR). This makes it easier to reduce the vertical (Z) dimensions of the vehicle drive device (100).
  • the first storage chamber (E1) is disposed above (Z1) the rotating electric machine (MG) in the vertical direction (Z) and at a position overlapping with the rotating electric machine (MG) as viewed in the vertical direction (Z)
  • the refrigerant circuit module (2) is disposed above (Z1) the first storage chamber (E1) in the vertical direction (Z) and at a position overlapping with the first storage chamber (E1) as viewed in the vertical direction (Z)
  • the inverter module (INV ) includes a switching element that constitutes an inverter circuit (PM) and a cooling unit (38) that cools the switching element
  • the cooling unit (38) includes a cooling water passage (39) through which cooling water flows
  • the switching element is attached to the upper surface (38a) of the cooling unit (38)
  • a control board (ECU) that controls the inverter circuit (PM) is preferably disposed between the switching element and the refrigerant circuit module (2) in the vertical direction (Z).
  • the switching elements that make up the inverter circuit (PM) tend to generate heat due to the large currents that flow through them.
  • the electronic components that are mounted on the control board (ECU) that controls the inverter circuit (PM) and that make up the control circuit that controls the inverter circuit (PM) are often relatively sensitive to heat.
  • the cooling unit (38) allows the switching elements and the control board (ECU) to be located in a location where heat from the rotating electric machine (MG) is not easily transmitted, and the cooling unit (38) can appropriately cool the switching elements attached to the upper surface (38a) of the cooling unit (38), while also making it difficult for heat from the rotating electric machine (MG) to be transmitted to the control board (ECU).

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  • Electric Propulsion And Braking For Vehicles (AREA)
PCT/JP2023/040705 2022-11-16 2023-11-13 車両用駆動装置 Ceased WO2024106367A1 (ja)

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CN202380073262.8A CN120077563A (zh) 2022-11-16 2023-11-13 车辆用驱动装置
JP2024558847A JPWO2024106367A1 (https=) 2022-11-16 2023-11-13
EP23891514.4A EP4576545A4 (en) 2022-11-16 2023-11-13 VEHICLE TRAINING DEVICE

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EP4678430A1 (en) * 2024-07-11 2026-01-14 Toyota Jidosha Kabushiki Kaisha Electrified vehicle

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2024158523A (ja) * 2023-04-27 2024-11-08 株式会社アイシン 車両用駆動装置

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JP2013256222A (ja) * 2012-06-13 2013-12-26 Toyota Motor Corp 車両用熱交換システム
JP2019170077A (ja) 2018-03-23 2019-10-03 日本電産トーソク株式会社 モータ
WO2021140712A1 (ja) * 2020-01-10 2021-07-15 アイシン・エィ・ダブリュ株式会社 車両用駆動装置
JP2022061801A (ja) * 2020-10-07 2022-04-19 株式会社アイシン 車両用駆動装置
JP2022128979A (ja) * 2021-02-24 2022-09-05 株式会社アイシン 車両駆動装置

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JPWO2020066955A1 (ja) * 2018-09-25 2021-09-30 日本電産株式会社 駆動装置
DE112020001073T5 (de) * 2019-03-06 2021-12-23 Nidec Corporation Motoreinheit
WO2020188904A1 (ja) * 2019-03-19 2020-09-24 アイシン・エィ・ダブリュ株式会社 車両用駆動装置

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JP2013256222A (ja) * 2012-06-13 2013-12-26 Toyota Motor Corp 車両用熱交換システム
JP2019170077A (ja) 2018-03-23 2019-10-03 日本電産トーソク株式会社 モータ
WO2021140712A1 (ja) * 2020-01-10 2021-07-15 アイシン・エィ・ダブリュ株式会社 車両用駆動装置
JP2022061801A (ja) * 2020-10-07 2022-04-19 株式会社アイシン 車両用駆動装置
JP2022128979A (ja) * 2021-02-24 2022-09-05 株式会社アイシン 車両駆動装置

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Title
See also references of EP4576545A4

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP4678430A1 (en) * 2024-07-11 2026-01-14 Toyota Jidosha Kabushiki Kaisha Electrified vehicle

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EP4576545A1 (en) 2025-06-25
JPWO2024106367A1 (https=) 2024-05-23

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