Hybrid electric vehicle

Abstract

The invention relates to a hybrid electric vehicle. Specifically, the invention provides a hybrid electric vehicle which comprises a driving device, a driving battery, a mechatronics unit and an air conditioner. The drive device includes an electric motor and a power transmission device, the electric motor being connected to the power transmission device in a power transmittable manner. The mechatronics unit is an integrated unit combining the driving device and a power control unit configured to control power transmitted between the battery and the electric motor. The air conditioner includes an electric compressor and an external heat exchanger. The external heat exchanger is of a water cooling type, and when the external heat exchanger is installed in the hybrid electric vehicle, the external heat exchanger is located vertically above the mechatronics unit.

Description

Technical Field

[0001] The present invention relates to a hybrid electric vehicle having a mechatronics unit. Background Art

[0002] Hybrid electric vehicles are well known. A hybrid electric vehicle includes: an electric motor; a power transmission device to which the electric motor is connected so that power can be transmitted; a drive battery; and a power control unit that controls the power transmitted between the battery and the electric motor. The hybrid electric vehicle includes a mechatronics unit, which is an integrated unit that combines the power control unit and a drive device including the electric motor and the power transmission device. An example of such a hybrid electric vehicle is disclosed in Japanese Unexamined Patent Application Publication No. 2020-82863 (JP2020-82863 A). JP 2020-82863 A discloses a layout structure in which the mechatronics unit is installed in the front space (front compartment) of the vehicle together with a radiator or the like, and in this mechatronics unit, the power control unit is provided directly above the drive device. Summary of the Invention

[0003] A hybrid electric vehicle including an engine in the front compartment is equipped with an air conditioner. The air conditioner includes, for example, an electric compressor, an external heat exchanger, an internal heat exchanger, and an expansion valve. When the external heat exchanger (e.g., a condenser) is air-cooled, the external heat exchanger is provided in the front of the interior of the front compartment. In this case, the condenser and the pipes connected to the condenser may be damaged in the event of, for example, a frontal collision, resulting in a refrigerant leak. In addition, it is difficult to ensure sufficient space for placing components such as the air conditioner in the front compartment where the engine is provided.

[0004] The present invention provides a hybrid electric vehicle capable of preventing or reducing damage to the air conditioner in the event of a frontal collision.

[0005] The present invention relates to a hybrid electric vehicle, which includes a drive device, a drive battery, a mechatronics unit, and an air conditioner. The drive device includes an electric motor and a power transmission device, and the electric motor is connected to the power transmission device in a power-transmittable manner. The mechatronics unit is an integrated unit that combines the drive device and a power control unit, and the power control unit is configured to control the power transmitted between the battery and the electric motor. The air conditioner includes an electric compressor and an external heat exchanger. The external heat exchanger is of a water-cooled type, and when the external heat exchanger is installed in the hybrid electric vehicle, the external heat exchanger is located vertically above the mechatronics unit. In the hybrid electric vehicle in the above aspect, the air conditioner may include a refrigerant circuit through which a refrigerant circulates.

[0006] In the hybrid electric vehicle according to the above aspect, the external heat exchanger of the air conditioner is of a water-cooled type, and when the external heat exchanger is installed in the hybrid electric vehicle, the external heat exchanger is located vertically above the mechatronics unit, and the mechatronics unit is an integrated unit that combines the power control unit and the drive device including the electric motor and the power transmission device. Compared with an air-cooled external heat exchanger, this improves the flexibility of the position of the water-cooled external heat exchanger. Compared with an air-cooled external heat exchanger provided at the front inside the front compartment, the water-cooled external heat exchanger provided vertically above the mechatronics unit is less likely to be damaged in a frontal collision. Therefore, damage to the air conditioner can be prevented or reduced in the case of a frontal collision. When the air conditioner includes a refrigerant circuit, leakage of the refrigerant circulating in the refrigerant circuit can be avoided.

[0007] In the hybrid electric vehicle according to an aspect of the present invention, when the electric compressor is installed in the hybrid electric vehicle, the electric compressor may be located vertically above the mechatronics unit.

[0008] In the hybrid electric vehicle having the above configuration, when installed in the hybrid electric vehicle, the electric compressor of the air conditioner is located vertically above the mechatronics unit. This makes the electric compressor less likely to be damaged in a frontal collision than when the electric compressor is provided at the front inside the front compartment. Therefore, damage to the air conditioner can be prevented or reduced in the case of a frontal collision.

[0009] In a hybrid electric vehicle according to an aspect of the present invention, when the power control unit is installed in the hybrid electric vehicle, the power control unit may be located vertically above the drive device. When the external heat exchanger is installed in the hybrid electric vehicle, the external heat exchanger may be located vertically above the power control unit.

[0010] In the hybrid electric vehicle according to the above aspect, when installed in the hybrid electric vehicle, the power control unit is located vertically above the drive device, and the external heat exchanger is located vertically above the power control unit. Thus, the external heat exchanger is provided in a space created vertically above the mechatronics unit as a result of size reduction due to integration. This makes the external heat exchanger less vulnerable to damage in the event of a frontal collision.

[0011] In the hybrid electric vehicle configured with the above structure, the electric compressor may be connected to the battery in a branch portion where the electrical path from the battery to the power control unit is branched. The branch portion may be provided in the power control unit. When the electric compressor is installed in the hybrid electric vehicle, the electric compressor may be located vertically above the power control unit.

[0012] According to the hybrid electric vehicle with the above structure, the electric compressor is connected to the battery in the branch portion provided in the power control unit and is located vertically above the power control unit when installed in the hybrid electric vehicle. Thus, the electric compressor is provided in a space created vertically above the mechatronics unit as a result of size reduction due to integration. This makes the electric compressor less vulnerable to damage in the event of a frontal collision. Moreover, the length of the wire connecting the electric compressor to the branch portion is reduced, thereby enabling cost reduction.

[0013] In a hybrid electric vehicle according to an aspect of the present invention, a part of the power control unit may be a first electrical device. Another part of the power control unit may be a second electrical device. The first electrical device and the second electrical device may be separately provided on the outer periphery of the drive device. When installed in the hybrid electric vehicle, one of the first electrical device and the second electrical device may be located vertically above the drive device. When the external heat exchanger is installed in the hybrid electric vehicle, the external heat exchanger may be located vertically above the one electrical device.

[0014] In a hybrid electric vehicle having the above-described configuration, a first electrical device that is part of a power control unit and a second electrical device that is another part of the power control unit are separately provided on the outer periphery of a drive device. When installed in the hybrid electric vehicle, one of the first electrical device and the second electrical device is located vertically above the drive device, and an external heat exchanger is located vertically above the one electrical device. Therefore, the external heat exchanger is provided in a space created vertically above the mechatronics unit as a result of both the size reduction due to integration and the separate arrangement of the power control unit. This makes the external heat exchanger less vulnerable to damage in the event of a frontal collision.

[0015] In the hybrid electric vehicle having the above-described configuration, an electric compressor can be connected to the battery in a branch portion where an electrical path from the battery to the one electrical device branches, and the branch portion can be provided in the one electrical device. When the electric compressor is installed in the hybrid electric vehicle, the electric compressor can be located vertically above the one electrical device.

[0016] In a hybrid vehicle having the above-described configuration, an electric compressor is connected to a battery in a branch portion provided in the one electrical device, and when the electric compressor is installed in the hybrid electric vehicle, the electric compressor is provided vertically above the one electrical device. Therefore, the electric compressor is provided in a space created vertically above the mechatronics unit as a result of both the size reduction due to integration and the separate arrangement of the power control unit. This makes the electric compressor less vulnerable to damage in the event of a frontal collision. Also, the length of a wire connecting the electric compressor to the branch portion is reduced, thereby enabling cost reduction.

[0017] In a hybrid electric vehicle according to an aspect of the present invention, the external heat exchanger can be cooled by a coolant that cools the power control unit.

[0018] In a hybrid electric vehicle having the above-described configuration, the external heat exchanger is cooled by a coolant that cools the power control unit. The external heat exchanger is thus appropriately cooled without the need for a dedicated water cooling device for cooling the external heat exchanger.

[0019] In a hybrid electric vehicle according to an aspect of the present invention, the air conditioner can include a refrigerant circuit that uses a combustible gas as a refrigerant circulating through the electric compressor and the external heat exchanger.

[0020] According to the hybrid electric vehicle having the above-described configuration, the air conditioner includes a refrigerant circuit that uses a combustible gas as the refrigerant circulating through the electric compressor and the external heat exchanger. Regarding the above problem of damaging the air conditioner in the case of a frontal collision, the external heat exchanger is disposed vertically above the mechatronics unit. This makes the air conditioner less likely to be damaged in the case of a frontal collision. Therefore, leakage of the combustible gas can be prevented or reduced.

[0021] In the hybrid electric vehicle having the above-described configuration, the air conditioner may include an electric pump and an internal heat exchanger. The air conditioner may further include a second refrigerant circuit that uses a non-combustible refrigerant as the refrigerant, and a refrigerant heat exchanger that exchanges heat between the combustible gas and the non-combustible refrigerant. When the refrigerant heat exchanger is installed in the hybrid electric vehicle, the refrigerant heat exchanger may be located vertically above the mechatronics unit.

[0022] According to the hybrid electric vehicle having the above-described configuration, the air conditioner further includes: a second refrigerant circuit that uses a non-combustible refrigerant as the refrigerant circulating through the electric pump and the internal heat exchanger; and a refrigerant heat exchanger that exchanges heat between the combustible gas and the non-combustible refrigerant. When the refrigerant heat exchanger is installed in the hybrid electric vehicle, the refrigerant heat exchanger is located vertically above the mechatronics unit. This makes the air conditioner less likely to be damaged in a frontal collision. Therefore, leakage of the combustible gas can be prevented or reduced. In addition, even if the air conditioner is damaged, leakage of the combustible gas into the passenger compartment can be avoided. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, in which like reference numerals denote like elements, and in which:

[0024] Figure 1 An example of a schematic configuration of an electric vehicle according to a first embodiment to which the present invention is applied is shown;

[0025] Figure 2 Shows in relation to Figure 1 An example of an electrical configuration related to the control of the first electric motor and the second electric motor of the electric vehicle shown in;

[0026] Figure 3 An example of a schematic configuration of the mechatronics unit of the electric vehicle is shown;

[0027] Figure 4 An example of the arrangement of the mechatronics unit is shown;

[0028] Figure 5 Shows an example of a thermal control circuit diagram in an electric vehicle;

[0029] Figure 6 Shows an example of an electric vehicle in which a mechatronics unit and a refrigerant circuit are installed.

[0030] Figure 7 Shows an example of a thermal control circuit diagram in an electric vehicle applying the second embodiment of the present invention, which is an example different from the thermal control circuit diagram in the electric vehicle of the first embodiment shown in Figure 5 ;

[0031] Figure 8 Shows an example of an electric vehicle of the second embodiment in which a mechatronics unit and a refrigerant circuit of Figure 7 are installed, which is an example different from the electric vehicle shown in Figure 6 ;

[0032] Figure 9 Shows an example of a schematic configuration of a mechatronics unit of an electric vehicle applying the third embodiment of the present invention, which is an example different from the mechatronics unit of Figure 3 ;

[0033] Figure 10 Shows an example of a schematic configuration of an electric vehicle according to the fourth embodiment of the present invention, which is an example different from the electric vehicle of the first embodiment shown in Figure 1 ;

[0034] Figure 11 Shows an example of the arrangement of the mechatronics unit in the electric vehicle of the fourth embodiment shown in Figure 10 ; and

[0035] Figure 12 Shows an example of a mechatronics unit of an electric vehicle applying the fifth embodiment of the present invention, which is an example different from the mechatronics unit in Figure 4 ; Detailed Description

[0036] In an embodiment of the present invention, a mechatronics unit is, in a broad sense, a unit formed by integrating a housing accommodating a power control unit into a housing accommodating a drive unit including an electric motor and a power transmission device, that is, a unit in which the drive unit and the power control unit are arranged close to each other. For example, the mechatronics unit may have a configuration in which the housing of the power control unit and the housing of the drive unit are fixed together with bolts or brackets, or a configuration in which the power control unit is accommodated in the housing of the drive unit. Specifically, the mechatronics unit may have a configuration in which the housing accommodating the power control unit and the housing accommodating the drive unit are separate members, and these housings are fastened together with brackets or bolts. Alternatively, the mechatronics unit may have a configuration in which the power control unit is also accommodated in the housing accommodating the electric motor or the power control unit is also accommodated in the housing accommodating the electric motor and the power transmission device.

[0037] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

[0038] Figure 1 An example of a schematic configuration of an electric vehicle 10 to which a first embodiment of the present invention is applied is shown. In Figure 1 this case, the electric vehicle 10 is a hybrid electric vehicle, which includes an engine 12, a first electric motor MG1, and a second electric motor MG2. The electric vehicle 10 further includes drive wheels 14 and a power transmission device 16.

[0039] The engine 12 is a known internal combustion engine. The power transmission device 16 is provided on the power transmission path between the engine 12 and the drive wheels 14 and on the power transmission path between the second electric motor MG2 and the drive wheels 14. The engine 12 and the second electric motor MG2 each serve as a power source. The second electric motor MG2 is an electric motor connected to the power transmission device 16 in a manner capable of transmitting power.

[0040] Each of the first electric motor MG1 and the second electric motor MG2 is a known rotary electric machine having a function as a motor for generating mechanical power from electric power and a function as a generator for generating electric power from mechanical power. The first electric motor MG1 and the second electric motor MG2 are so-called motor generators. The first electric motor MG1 and the second electric motor MG2 are provided in a non-rotatable housing 18, which is a non-rotating member attached to the vehicle body.

[0041] The power transmission device 16 includes a damper 20, an input shaft 22, a speed change unit 24, a compound gear 26, a driven gear 28, a driven shaft 30, a final gear 32, a differential gear 34, and a reduction gear 36 inside the housing 18. The power transmission device 16 further includes a pair of drive shafts 38 connected to the differential gear 34.

[0042] The damper 20 is connected to the crankshaft 12a of the engine 12. The input shaft 22 serves as an input rotating member of the speed change unit 24. The input shaft 22 is connected to the damper 20 and is connected to the crankshaft 12a via the damper 20 and the like. The compound gear 26 is a rotating element on the output side of the speed change unit 24. The compound gear 26 has a drive gear 26a formed on a part of its outer peripheral surface. The drive gear 26a is an output rotating member of the speed change unit 24. The driven gear 28 meshes with the drive gear 26a. The driven gear 28 and the final gear 32 are fixed to the driven shaft 30 such that the driven gear 28 and the final gear 32 cannot rotate relative to each other. The final gear 32 has a smaller diameter than the driven gear 28 and meshes with the differential ring gear 34a of the differential gear 34. The reduction gear 36 has a smaller diameter than the driven gear 28 and meshes with the driven gear 28. The rotor shaft of the second electric motor MG2 is connected to the reduction gear 36. Thus, the second electric motor MG2 is connected to the reduction gear 36 in a power transmissible manner.

[0043] The power transmission device 16 constructed in this way is applicable to a front-engine, front-wheel drive (FF) or rear-engine, rear-wheel drive (RR) vehicle. The power transmission device 16 transmits the power output from the engine 12 to the driven gear 28 via the speed change unit 24. The power transmission device 16 also transmits the power output from the second electric motor MG2 to the driven gear 28 via the reduction gear 36. The power transmission device 16 transmits the power transmitted to the driven gear 28 to the drive wheels 14 via the driven shaft 30, the final gear 32, the differential gear 34, the drive shaft 38, and the like in sequence. The driven gear 28, the driven shaft 30, and the final gear 32 form a transmission mechanism that transmits power from the second electric motor MG2 to the differential gear 34 and also transmits power from the drive gear 26a to the differential gear 34. The differential gear 34 distributes the power from the engine 12 and the second electric motor MG2 to the drive wheels 14. The drive shaft 38 transmits the power from the differential gear 34 to the drive wheels 14. The second electric motor MG2 is connected to the drive wheels 14 in a power transmissible manner.

[0044] The speed change unit 24 includes a first electric motor MG1 and a differential mechanism 40. The differential mechanism 40 is a known single-pinion planetary gear device that includes a sun gear S, a carrier CA, and a ring gear R. The sun gear S is connected to the rotor shaft of the first electric motor MG1. Thus, the first electric motor MG1 is connected to the sun gear S in a power transmissible manner. The carrier CA is connected to the input shaft 22. The engine 12 is connected to the carrier CA in a power transmissible manner via the input shaft 22 and the like. The ring gear R is formed on a part of the inner peripheral surface of the compound gear 26 and is integrally connected to the drive gear 26a.

[0045] The differential mechanism 40 functions as a differential mechanism having a differential effect, and the engine 12 is connected to the differential mechanism in a power-transmittable manner. The first electric motor MG1 is an electric motor connected to the differential mechanism 40 in a power-transmittable manner. The differential mechanism 40 is a power distribution mechanism that mechanically distributes the power of the engine 12 input to the carrier CA between the first electric motor MG1 and the drive gear 26a. The speed change unit 24 is a known electric speed change mechanism, and the differential state of the differential mechanism 40 is controlled by controlling the operating state of the first electric motor MG1.

[0046] The power transmission device 16 has a first axis CL1, a second axis CL2, a third axis CL3, and a fourth axis CL4. These four axes CL1, CL2, CL3, and CL4 are parallel to each other. The first axis CL1 is the axis of the input shaft 22 and the rotor shaft of the first electric motor MG1, and is also the rotation axis of the speed change unit 24 and the first electric motor MG1. The second axis CL2 is the axis of the driven shaft 30, and is also the rotation axis of the driven gear 28 and the final gear 32. The third axis CL3 is the axis of the rotor shaft of the second electric motor MG2, and is also the rotation axis of the reduction gear 36 and the second electric motor MG2. The fourth axis CL4 is the axis of the drive shaft 38, and is also the rotation axis of the differential gear 34.

[0047] The housing 18 includes an outer housing 18a, a housing body 18b, and a cover 18c. The engine block 12b of the engine 12 is connected to the opening portion of the outer housing 18a on the engine 12 side. The outer housing 18a and the housing body 18b are connected together by fasteners such as bolts so that the opening portion of the outer housing 18a on the side opposite to the engine 12 and the opening portion of the housing body 18b on the engine 12 side are matched together. The housing body 18b and the cover 18c are connected together by fasteners so that the opening portion of the housing body 18b on the side opposite to the engine 12 is closed by the cover 18c.

[0048] The housing body 18b is a housing including a partition wall 18b1. The partition wall 18b1 separates the gear chamber Rg that houses the driven gear 28, the differential gear 34, the differential mechanism 40, etc., from the motor chamber Rm that houses the first electric motor MG1 and the second electric motor MG2. The housing body 18b and the outer housing 18a form the gear chamber Rg. The housing body 18b forms the motor chamber Rm between the partition wall 18b1 and the cover 18c.

[0049] Figure 2 An example of the electrical configuration related to the control of the first electric motor MG1, the second electric motor MG2, etc. is shown. In Figure 2In this case, the electric vehicle 10 further includes a high-voltage battery 50, an auxiliary battery 52, and a power control unit 60.

[0050] The high-voltage battery 50 is a rechargeable DC power source, for example, a secondary battery (such as a nickel-metal hydride secondary battery or a lithium-ion battery). The high-voltage battery 50 is connected to the power control unit 60. The high-voltage battery 50 supplies the stored power to, for example, the second electric motor MG2 via the power control unit 60. The power generated by the power generation control of the first electric motor MG1 and the power generated by the regeneration control of the second electric motor MG2 are supplied to the high-voltage battery 50 via the power control unit 60. The high-voltage battery 50 is a drive battery.

[0051] The power control unit 60 includes a DC-DC converter 62, a motor control device 64, a boost converter 66, and an inverter 68. The power control unit 60 is a power control device that controls the power transmitted between the high-voltage battery 50 and the first electric motor MG1 and the second electric motor MG2.

[0052] The DC-DC converter 62 is connected to the high-voltage battery 50. The DC-DC converter 62 serves as a charging device that gradually reduces the voltage of the high-voltage battery 50 to the same voltage as that of the auxiliary battery 52 and charges the auxiliary battery 52. The auxiliary battery 52 is a low-voltage battery that supplies power to operate auxiliary devices of the electric vehicle 10, the motor control device 64, and the like.

[0053] The boost converter 66 includes a reactor 70 and two switching devices 72, 74. The boost converter 66 is a buck-boost circuit that has: a function of boosting the voltage of the high-voltage battery 50 and supplying it to the inverter 68; and a function of gradually reducing the voltage converted to a DC voltage by the inverter 68 and supplying it to the high-voltage battery 50. As described above, the boost converter 66 boosts the DC power from the high-voltage battery 50 and supplies it to the inverter 68.

[0054] The inverter 68 includes an MG1 power module 76 and an MG2 power module 78. Each of the MG1 power module 76 and the MG2 power module 78 includes the same switching devices as the switching devices 72, 74. The inverter 68 converts the DC current from the boost converter 66 into an AC current for driving the first electric motor MG1 and the second electric motor MG2. As described above, the inverter 68 converts the DC power from the high-voltage battery 50 that has been boosted by the boost converter 66 into AC power and supplies it to the first electric motor MG1 and the second electric motor MG2. The inverter 68 converts the AC current generated by the first electric motor MG1 using the power of the engine 12 and the AC current generated by the second electric motor MG2 using regenerative braking into DC current. The inverter 68 supplies, depending on the driving state, the AC current generated by the first electric motor MG1 as power for driving the second electric motor MG2.

[0055] The motor control device 64 controls the boost converter 66 and the inverter 68 to control the first electric motor MG1 and the second electric motor MG2. For example, the motor control device 64 converts the DC current from the high-voltage battery 50 into an AC current for use by each of the first electric motor MG1 and the second electric motor MG2. The motor control device 64 drives the first electric motor MG1 to ensure sufficient power generation required to supply power to the second electric motor MG2 and charge the high-voltage battery 50. The motor control device 64 drives the second electric motor MG2 based on an output request value according to the torque requested by the driver. The motor control device 64 causes the second electric motor MG2 to function as a generator according to the requested amount of regenerative braking.

[0056] The electric vehicle 10 further includes an electric compressor 82 (see "A / C" in the figure). The electric compressor 82 is connected to the high-voltage battery 50. The electric compressor 82 is a compressor used in an air conditioner 80 to be described later, which is installed in the electric vehicle 10.

[0057] Figure 3 An example of the schematic configuration of the mechatronics unit 90 is shown. Figure 3 It is a side view as observed from the left side of the electric vehicle 10. Figure 4 An example of the arrangement of the mechatronics unit 90 in a separate case is shown. Figure 4 It is a view as observed from the rear of the electric vehicle 10. The vertical direction, the forward / backward driving direction, and the vehicle width direction (horizontal direction) in the figure indicate the directions when installed in the electric vehicle 10. The vehicle width direction is the axial direction of the first axis CL1, the second axis CL2, the third axis CL3, and the fourth axis CL4. The right and left in the vehicle width direction are the right and left when facing the forward driving direction of the electric vehicle 10.

[0058] In Figure 3 and Figure 4 , the mechatronics unit 90 is an integrated unit that combines the drive device 92 and the power control unit 60. The drive device 92 is a drive axle including a power transmission device 16 (26a, 28, 32, 34a, 36, etc.), a first electric motor MG1, and a second electric motor MG2. The power control unit 60 is divided into a first electric device 60a and a second electric device 60b, and the first electric device 60a and the second electric device 60b are separately arranged. The first electric device 60a includes, for example, a motor control device 64 (see Figure 4 for "MG_ECU") and an inverter 68. The second electric device 60b includes, for example, a DC-DC converter 62 and a reactor 70.

[0059] In Figure 3 , the housing 18 further includes a protection plate 18d in addition to the above-mentioned outer housing 18a, the housing body 18b, and the cover 18c. The housing body 18b includes a bottom wall and side walls. These side walls extend vertically upward from the outer peripheral edge of the bottom wall in the forward / backward traveling direction on the front side and the rear side. The housing body 18b is open at the top in the vertical direction. The protection plate 18d is a member in the shape of a plate and closes the vertical upper opening of the housing body 18b. The housing body 18b further includes a partition wall 18b2 (see Figure 4 ), which divides the internal space of the housing body 18b into two spaces: a lower space Slp, which is the space in the lower vertical part; and an upper space Sup, which is the space in the upper vertical part.

[0060] The electric vehicle 10 includes a DC-DC board 94, and the second electric device 60b is fixed to the DC-DC board 94. The DC-DC board 94 is attached to the opening part of the cover 18c on the side opposite to the housing body 18b. Therefore, a DC-DC space Sdc is formed in the cover 18c (see Figure 4 ).

[0061] When installed in the electric vehicle 10, the drive device 92 is accommodated in the lower space Slp of the housing body 18b and the internal space Sip of the outer housing 18a (see Figure 4 ). When installed in the electric vehicle 10, the first electric device 60a is accommodated in the upper space Sup in the housing body 18b. When installed in the electric vehicle 10, the second electric device 60b is accommodated in the DC-DC space Sdc of the cover 18c.

[0062] Refer to Figure 3, when the drive device 92 is installed in the electric vehicle 10, the first axis CL1, the second axis CL2, the third axis CL3, and the fourth axis CL4 are parallel to the horizontal direction perpendicular to the forward / backward traveling direction of the electric vehicle 10. When the drive device 92 is installed in the electric vehicle 10, the axes are arranged in the vertical direction from top to bottom in the order of the second electric motor MG2, the driven shaft 30, the first electric motor MG1, and the differential gear 34, and are arranged in the forward / backward traveling direction from front to back in the order of the first electric motor MG1, the driven shaft 30, the differential gear 34, and the second electric motor MG2. This reduces the vertical dimension of the drive device 92 while providing an appropriate axial distance between the axes. As a result, an upper space Sup is created vertically above the drive device 92.

[0063] The first electrical device 60a, which is part of the power control unit 60, is installed in the space created as a result of the reduction in the vertical dimension of the drive device 92. The second electrical device 60b, which is another part of the power control unit 60, is installed in the DC-DC space Sdc provided in the horizontal direction with respect to the drive device 92. Since the power control unit 60 is divided into the first electrical device 60a and the second electrical device 60b and the first electrical device 60a and the second electrical device 60b are installed separately, the vertical dimension of the mechatronics unit 90 is reduced.

[0064] In Figure 4 the electric vehicle 10 includes a drive housing 100, a first electrical housing 102, and a second electrical housing 104. In Figure 4 the drive housing 100 is a housing having a space for accommodating the drive device 92, that is, the lower space Slp of the housing body 18b and the inner space Sip of the outer housing 18a. The first electrical housing 102 is a housing having a space for accommodating the first electrical device 60a, that is, the upper space Sup of the housing body 18b. The second electrical housing 104 is a housing having a space for accommodating the second electrical device 60b (that is, the DC-DC space Sdc of the cover 18c). The mechatronics unit 90 is a unit that combines the drive housing 100, the first electrical housing 102, and the second electrical housing 104. The housing 18 can be regarded as a housing that combines the drive housing 100, the first electrical housing 102, and the second electrical housing 104.

[0065] The drive housing 100 has a first wall surface 100a, a second wall surface 100b, a third wall surface 100c, a fourth wall surface 100d (see Figure 3) The fifth wall surface 100e and the sixth wall surface 100f, and these surfaces define a space for accommodating the drive device 92. The first wall surface 100a is the wall surface on the right side in the vehicle width direction, and is the wall surface on the side where the engine 12 is connected to the input shaft 22, that is, the wall surface of the housing 18a to which the engine 12 is connected. The second wall surface 100b is the wall surface on the left side in the vehicle width direction, is the wall surface connected to the cover 18c of the housing body 18b, and is the wall surface opposed to the first wall surface 100a. The third wall surface 100c is the wall surface on the rear side in the forward / backward traveling direction. The fourth wall surface 100d is the wall surface on the front side in the forward / backward traveling direction (see Figure 3 ), and is the wall surface opposed to the third wall surface 100c. The fifth wall surface 100e is the wall surface on the upper side in the vertical direction, and is the wall surface corresponding to the partition wall 18b2. The sixth wall surface 100f is the wall surface on the lower side in the vertical direction, is the wall surface corresponding to the bottom wall of the housing body 18b or the outer housing 18a, and is the wall surface opposed to the fifth wall surface 100e.

[0066] The engine 12 is provided on the first wall surface 100a. When installed in the electric vehicle 10, the engine 12 is positioned adjacent to the drive housing 100 (i.e., the drive device 92) in the horizontal direction.

[0067] The first electrical housing 102 and the second electrical housing 104 are provided on two different surfaces among the second wall surface 100b, the third wall surface 100c, the fourth wall surface 100d, the fifth wall surface 100e, and the sixth wall surface 100f. In other words, the first electrical device 60a and the second electrical device 60b are separately provided on the outer periphery of the drive device 92. For example, the first electrical housing 102 is provided on the fifth wall surface 100e. When installed in the electric vehicle 10, the first electrical housing 102 is located near and above the drive housing 100 in the vertical direction. In other words, when installed in the electric vehicle 10, one of the first electrical device 60a and the second electrical device 60b (for example, the first electrical device 60a) is located near and above the drive device 92 in the vertical direction. The second electrical housing 104 is provided on the second wall surface 100b. When installed in the electric vehicle 10, the second electrical housing 104 is positioned adjacent to the drive housing 100 on the side opposite to the engine 12. In other words, when installed in the electric vehicle 10, the second electrical device 60b is positioned adjacent to the drive device 92 on the side opposite to the engine 12. When installed in the electric vehicle 10, the second electrical device 60b is positioned adjacent to the drive device 92 in the horizontal direction.

[0068] In Figure 4In this case, the DC-DC converter 62 and the reactor 70 of the second electrical device 60b are arranged adjacent to each other in the vertical direction in the DC-DC space Sdc of the cover 18c. However, the present invention is not limited to this form. For example, the DC-DC converter 62 and the reactor 70 may be arranged adjacent to each other in the horizontal direction in the DC-DC space Sdc.

[0069] Figure 5 An example of a thermal control circuit diagram (thermal management circuit diagram) is shown. In Figure 5 this case, the electric vehicle 10 includes a high-temperature cooling circuit 110, a low-temperature cooling circuit 120, and a refrigerant circuit 81. The high-temperature cooling circuit 110 is a cooling system that circulates the coolant for the engine 12. The low-temperature cooling circuit 120 is a water-cooled cooling system that cools the power control unit 60. In the figure, "R / T" is a reservoir tank, "MG O / C" is an oil cooler that cools the first electric motor MG1 and the second electric motor MG2, and "PCU" is the power control unit 60. "MG O / C" may be included in the low-temperature cooling circuit 120.

[0070] The refrigerant circuit 81 includes an electric compressor 82, a water-cooled condenser 84, an expansion valve 86, an evaporator 88, and a refrigerant pipe 89, and forms part of the air conditioner 80. The air conditioner 80 includes the refrigerant circuit 81, a blower motor (not shown), and a temperature sensor (not shown). The air conditioner 80 is an air conditioner system that controls the cabin temperature of the electric vehicle 10.

[0071] In the refrigerant circuit 81, when the electric compressor 82 is driven, the refrigerant G in the refrigerant pipe 89 is sucked in and compressed, so that the resulting high-temperature and high-pressure refrigerant G is discharged into the water-cooled condenser 84. The water-cooled condenser 84 cools and liquefies the refrigerant G discharged from the electric compressor 82. The water-cooled condenser 84 is a water-cooled external heat exchanger cooled by the coolant W that cools the power control unit 60. The expansion valve 86 causes the refrigerant G liquefied by the water-cooled condenser 84 to expand rapidly, thereby changing the liquid refrigerant G into a low-temperature and low-pressure mist. The evaporator 88 is an internal heat exchanger provided in a pipe (not shown), and absorbs heat from the air introduced by a blower motor (not shown) to cool the air. The mist refrigerant G in the evaporator 88 absorbs heat and becomes a low-temperature and low-pressure gaseous refrigerant G, and returns to the electric compressor 82.

[0072] Figure 6 An example of the electric vehicle 10 in which the mechatronic unit 90 and the refrigerant circuit 81 are installed is shown. Figure 6 The appearance of the electric vehicle 10 as viewed from the left side is shown. In Figure 6In [the electric vehicle], the mechatronics unit 90 is disposed in the front compartment 96. The front compartment 96 is a power source compartment for accommodating a power source. Since the electric vehicle 10 is equipped with an engine 12 as the power source, the front compartment 96 is synonymous with the engine compartment. The front compartment 96 is located near the driver's seat compartment 98, and the driver's seat 97 is located at the driver's seat compartment 98. The front compartment 96 is in front of the driver's seat compartment 98 in the forward / backward traveling direction of the electric vehicle 10. The driver's seat compartment 98 is synonymous with the passenger compartment.

[0073] The high-voltage battery 50 is disposed in the vertical direction on the side closer to the front compartment 96 below the driver's seat compartment 98. The high-voltage battery 50 is provided with a power input / output port 50a on the front compartment 96 side. This can reduce the path length of the wire (see the first wire WH1 described below) connecting the power control unit 60 and the high-voltage battery 50.

[0074] The electric vehicle 10 is provided with a first wire WH1 connecting the input / output port 50a of the high-voltage battery 50 and the power control unit 60. The electric vehicle 10 is provided with a second wire WH2 connecting the power control unit 60 and the electric compressor 82. The first wire WH1 and the second wire WH2 are connected in the power control unit 60. That is, a branch portion 54 is provided in the power control unit 60, at which the electrical path from the high-voltage battery 50 to the power control unit 60, particularly to the first electrical device 60a, is branched (see Figure 2 ). The power control unit 60 side of the first wire WH1 and the power control unit 60 side of the second wire WH2 are connected in the branch portion 54. The electric compressor 82 is connected to the high-voltage battery 50 in the branch portion 54 (see Figure 2 ). The DC-DC converter 62 is connected to the high-voltage battery 50 in the branch portion 54 (see Figure 2 ).

[0075] When installed in the electric vehicle 10, the water-cooled condenser 84 is vertically above the mechatronics unit 90. For example, when installed in the electric vehicle 10, the water-cooled condenser 84 is vertically above the first electrical device 60a.

[0076] When installed in the electric vehicle 10, the electric compressor 82 is vertically above the mechatronics unit 90. For example, when installed in the electric vehicle 10, the electric compressor 82 is vertically above the first electrical device 60a.

[0077] As described above, according to the first embodiment, when installed in the electric vehicle 10, the water-cooled condenser 84 is located vertically above the mechatronics unit 90. This improves the flexibility of the position of the water-cooled condenser 84 compared to an air-cooled external heat exchanger. The water-cooled condenser 84 located vertically above the mechatronics unit 90 is less likely to be damaged in a frontal collision compared to an air-cooled external heat exchanger provided at the front inside the front compartment 96. Therefore, it is possible to prevent or reduce damage to the air conditioner 80, particularly to the refrigerant circuit 81, in the case of a frontal collision.

[0078] According to the first embodiment, when installed in the electric vehicle 10, the electric compressor 82 is located vertically above the mechatronics unit 90. This makes the electric compressor 82 less likely to be damaged in a frontal collision compared to when the electric compressor 82 is provided at the front inside the front compartment 96. Therefore, in the case of a frontal collision, it is possible to prevent or reduce damage to the air conditioner 80.

[0079] According to the first embodiment, the first electrical device 60a and the second electrical device 60b are separately provided on the outer periphery of the drive device 92. When installed in the electric vehicle 10, the first electrical device 60a is located vertically above the drive device 92, and the water-cooled condenser 84 is located vertically above the first electrical device 60a. Therefore, the water-cooled condenser 84 is provided in the space created vertically above the mechatronics unit 90 as a result of both the reduced size due to integration and the separate arrangement of the power control unit 60. This makes the water-cooled condenser 84 less likely to be damaged in a frontal collision.

[0080] According to the first embodiment, in the branch portion 54, the electric compressor 82 is connected to the high-voltage battery 50 and is located vertically above the first electrical device 60a when installed in the electric vehicle 10. Therefore, the electric compressor 82 is provided in the space created vertically above the mechatronics unit 90 as a result of both the reduced size due to integration and the separate arrangement of the power control unit 60. This makes the electric compressor 82 less likely to be damaged in a frontal collision. In addition, the length of the second wire WH2 connecting the electric compressor 82 and the branch portion 54 is reduced, thereby enabling cost reduction.

[0081] According to the first embodiment, the water-cooled condenser 84 is cooled by the coolant W that cools the power control unit 60. Therefore, the water-cooled condenser 84 is appropriately cooled without the need for a dedicated water-cooling device for cooling the water-cooled condenser 84.

[0082] For example, in the case of an air-cooled external heat exchanger, the radiator is provided at the rear. However, the use of the water-cooled condenser 84 provided vertically above the mechatronics unit 90 improves the cooling performance of the radiator.

[0083] Hereinafter, other embodiments of the present invention will be described. In the following description, the same parts are denoted by the same reference numerals in the embodiments, and their descriptions will be omitted.

[0084] An electric vehicle according to a second embodiment of the present invention will be described. In this electric vehicle, as described later Figure 7 As shown in, the air conditioner 160 includes a refrigerant circuit 170 that uses, for example, a combustible gas as the refrigerant G that circulates through the electric compressor 82 and the water-cooled condenser 84. In this case, damage to the air conditioner 160 in the event of a frontal collision becomes a problem. For example, leakage of the combustible gas may occur. In particular, the combustible gas may leak into the driver's compartment 98. To prevent the refrigerant G from leaking into the driver's compartment 98, a secondary circuit is formed so that the non-combustible refrigerant L circulates in the driver's compartment 98.

[0085] Figure 7 An example of the electric vehicle 150 of the second embodiment is shown. Figure 7 An example of a thermal control circuit diagram is shown. This example is different from the Figure 5 thermal control circuit diagram of the example showing the electric vehicle 10 of the first embodiment. In Figure 7 the electric vehicle 150 includes a high-temperature cooling circuit 110, a low-temperature cooling circuit 120, a first refrigerant circuit 170, and a second refrigerant circuit 180. The refrigerant circuit 170 and the second refrigerant circuit 180 form part of the air conditioner 160.

[0086] The refrigerant circuit 170 is mainly different from the Figure 5 refrigerant circuit 81 in that the evaporator 88 is replaced by a chiller 172. The chiller 172 is a refrigerant heat exchanger that exchanges heat between the refrigerant G (combustible gas) and the non-combustible refrigerant L. The second refrigerant circuit 180 includes an electric pump 182, a cooler core 184, a reserve tank 186, and a water pipe 188, and uses the non-combustible refrigerant L as the refrigerant. The non-combustible refrigerant L is, for example, a coolant. In the second refrigerant circuit 180, when the electric pump 182 is driven, the non-combustible refrigerant L is discharged into the cooler core 184. The cooler core 184 is an internal heat exchanger provided in a pipe (not shown) and absorbs heat from the air introduced by a blower motor (not shown) to cool the air.

[0087] Figure 8An example of an electric vehicle 150 of a second embodiment in which a mechatronics unit 90 and a refrigerant circuit 170 are installed is shown. This example is different from Figure 1 the electric vehicle 10 of the first embodiment shown in Figure 8 The appearance of the electric vehicle 150 as viewed from the left side is shown. In Figure 8 when installed in the electric vehicle 150, the chiller 172 is located vertically above the mechatronics unit 90. For example, when installed in the electric vehicle 150, the chiller 172 is located vertically above the first electrical device 60a. For example, the chiller 172 and the water-cooled condenser 84 are arranged adjacent to each other in the horizontal direction.

[0088] As described above, the second embodiment has the same effects as those of the first embodiment.

[0089] According to the second embodiment, the air conditioner 160 includes a refrigerant circuit 170 that uses a combustible gas as the refrigerant G that circulates through the electric compressor 82 and the water-cooled condenser 84. Regarding the above problem of damaging the air conditioner 160 in the case of a frontal collision, the water-cooled condenser 84 is arranged vertically above the mechatronics unit 90. This makes the air conditioner 160 less likely to be damaged in the case of a frontal collision. Therefore, leakage of the combustible gas can be prevented or reduced.

[0090] According to the second embodiment, the air conditioner 160 further includes a second refrigerant circuit 180 and a chiller 172. When installed in the electric vehicle 150, the chiller 172 is located vertically above the mechatronics unit 90. This makes the air conditioner 160 less likely to be damaged in a frontal collision. Therefore, leakage of the combustible gas can be prevented or reduced. In addition, even if the air conditioner 160 is damaged, leakage of the combustible gas into the driver's compartment 98 can be avoided.

[0091] Next, an electric vehicle according to a third embodiment of the present invention will be described. In the first and second embodiments, the power control unit 60 is divided into a first electrical device 60a and a second electrical device 60b, and the first electrical device 60a and the second electrical device 60b are separately arranged on the outer periphery of the drive device 92. In the electric vehicle 190 of the third embodiment, the power control unit 60 is arranged on the outer periphery of the drive device 92 without being divided.

[0092] Figure 9 An example of the electric vehicle 190 of the third embodiment is shown. Figure 9 An example of the schematic configuration of the mechatronics unit 90 is shown. This example is different from the example showing the electric vehicle 10 of the first embodiment Figure 3 . In Figure 9In [the third embodiment], the electric vehicle 190 does not include the DC-DC board 94 included in the electric vehicle 10 of the first embodiment because the power control unit 60 is not partitioned. When installed in the electric vehicle 190, the power control unit 60 is housed in the upper space Sup in the housing body 18b.

[0093] Referring Figure 9 , the power control unit 60 is installed in the space created as a result of the reduction in the vertical dimension of the drive device 92. When installed in the electric vehicle 190, the power control unit 60 is located near and above the drive device 92 in the vertical direction. When installed in the electric vehicle 190, the water-cooled condenser 84 is located vertically above the power control unit 60. When installed in the electric vehicle 190, the electric compressor 82 is located vertically above the power control unit 60.

[0094] In the electric vehicle 190, the air conditioner 160 can be used instead of the air conditioner 80. In this case, when installed in the electric vehicle 190, the chiller 172 is located vertically above the power control unit 60. For example, the chiller 172 and the water-cooled condenser 84 are arranged adjacent to each other in the horizontal direction.

[0095] As described above, according to the third embodiment, as in the first and second embodiments, it is possible to prevent or suppress damage to the air conditioner 80 or the air conditioner 160 in the case of a frontal collision.

[0096] According to the third embodiment, when installed in the electric vehicle 190, the power control unit 60 is located vertically above the drive device 92, and the water-cooled condenser 84 is located vertically above the power control unit 60. Therefore, in the space created vertically above the mechatronics unit 90 as a result of the reduction in size due to integration, the water-cooled condenser 84 is provided. This makes the water-cooled condenser 84 less likely to be damaged in the case of a frontal collision.

[0097] According to the third embodiment, in the branch portion 54 provided in the power control unit 60, the electric compressor 82 is connected to the high-voltage battery 50 and is located vertically above the power control unit 60 when installed in the electric vehicle 190. Therefore, in the space created vertically above the mechatronics unit 90 as a result of the reduction in size due to integration, the electric compressor 82 is provided. This makes the electric compressor 82 less likely to be damaged in the case of a frontal collision. In addition, the length of the second wire WH2 connecting the electric compressor 82 and the branch portion 54 is reduced, thereby enabling cost reduction.

[0098] According to the third embodiment, when the air conditioner 160 is used, leakage of combustible gas can be prevented or reduced. In addition, even if the air conditioner 160 is damaged, leakage of combustible gas into the driver's compartment 98 can be avoided.

[0099] Next, an electric vehicle according to a fourth embodiment of the present invention will be described. In the first, second, and third embodiments, the electric vehicle 10, which is a hybrid electric vehicle including an engine 12, a first electric motor MG1, and a second electric motor MG2, is shown as the electric vehicle. In the fourth embodiment, the electric vehicle is a battery electric vehicle including an electric motor.

[0100] Figure 10 An example of a schematic configuration of an electric vehicle 200 according to a fourth embodiment of the present invention is shown. In Figure 10 the electric vehicle 200 is a battery electric vehicle including an electric motor MG. The electric vehicle 200 mainly differs from the electric vehicle 10 of the first embodiment in that the electric vehicle 200 does not include the engine 12 and the speed change unit 24 including the first electric motor MG1. The electric motor MG of the electric vehicle 200 corresponds to the second electric motor MG2 of the electric vehicle 10. Similar to the electric vehicle 10, the electric vehicle 200 includes a power transmission device 202, and the electric motor MG is connected to the power transmission device 202 in a power-transmittable manner. The electric motor MG serves as a power source. The electric motor MG and the power transmission device 202 are disposed inside a housing 204.

[0101] Figure 11 An example of the arrangement of the mechatronics unit 210 and the refrigerant circuit 81 is shown. Figure 11 is a view as observed from the rear of the electric vehicle 200. In Figure 11 the electric vehicle 200 includes a power control unit 220. The power control unit 220 is a power control device that controls the power transmitted between a high-voltage battery (not shown) and the electric motor MG. The mechatronics unit 210 is an integrated unit that combines a drive device 212 and the power control unit 220. The drive device 212 is a drive axle including the power transmission device 202 (28, 32, 34a, 36, etc.) and the electric motor MG. The power control unit 220 is divided into a first electrical device 220a and a second electrical device 220b, and the first electrical device 220a and the second electrical device 220b are separately disposed.

[0102] The first electrical device 220a and the second electrical device 220b are separately provided on the outer periphery of the drive device 212. For example, when installed in the electric vehicle 200, the first electrical device 220a is located near and above the drive device 212 in the vertical direction. When installed in the electric vehicle 200, the second electrical device 220b is positioned adjacent to the drive device 212 in the horizontal direction.

[0103] When installed in the electric vehicle 200, the water-cooled condenser 84 is located vertically above the first electrical device 220a. When installed in the electric vehicle 200, the electric compressor 82 is located vertically above the first electrical device 220a.

[0104] In the electric vehicle 200, the power control unit 220 can be provided on the outer periphery of the drive device 212 without being divided. For example, when installed in the electric vehicle 200, the power control unit 220 can be located near and above the drive device 212 in the vertical direction.

[0105] In the electric vehicle 200, the air conditioner 160 can be used instead of the air conditioner 80. In this case, when installed in the electric vehicle 200, the chiller 172 is located vertically above the first electrical device 220a or the power control unit 220. For example, the chiller 172 and the water-cooled condenser 84 are provided adjacent to each other in the horizontal direction. Since the electric vehicle 200 does not include the engine 12, in the thermal control circuit diagram, the electric vehicle 200 does not include the high-temperature cooling circuit 110.

[0106] As described above, the fourth embodiment has the same effects as those of the first embodiment and the second embodiment.

[0107] Next, an electric vehicle according to a fifth embodiment of the present invention will be described. In the first embodiment, the electric vehicle 10 as a hybrid electric vehicle including the engine 12, the first electric motor MG1, and the second electric motor MG2 is shown as the electric vehicle. In the fifth embodiment, the electric vehicle is a parallel hybrid electric vehicle, which includes: an engine; a power transmission device that transmits the power from the engine to the drive wheels; and an electric motor that transmits the power to the drive wheels via the power transmission device.

[0108] Figure 12 An example of an electric vehicle 300 according to a fifth embodiment of the present invention is shown. Figure 12 An example of the arrangement of the mechatronics unit 310 and the refrigerant circuit 81 is shown. Figure 12 It is a view as observed from the rear of the electric vehicle 300.

[0109] In Figure 12In this case, the electric vehicle 300 is a hybrid electric vehicle, which includes an engine 302, an auxiliary motor MGA, and a power transmission device 304. The power transmission device 304 is connected to the auxiliary motor MGA in a power transmissible manner. The engine 302 and the auxiliary motor MGA each serve as a power source. The auxiliary motor MGA is an electric motor connected to the power transmission device 304 in a power transmissible manner. The auxiliary motor MGA and the power transmission device 304 are disposed inside a housing 306.

[0110] Similar to the electric vehicle 10, the electric vehicle 300 has an electrical configuration related to the control of the auxiliary motor MGA and the like. The electric vehicle 300 includes a power control unit 320. The power control unit 320 is a power control device that controls the power transmitted between a high-voltage battery (not shown) and the auxiliary motor AMG. The mechatronics unit 310 is an integrated unit that combines a drive device 312 and the power control unit 320. The drive device 312 is a drive axle that includes the power transmission device 304 and the auxiliary motor MGA. The power control unit 320 is divided into a first electrical device 320a and a second electrical device 320b, and the first electrical device 320a and the second electrical device 320b are separately disposed.

[0111] When installed in the electric vehicle 300, the engine 302 is positioned adjacent to the drive device 312 in the horizontal direction.

[0112] The first electrical device 320a and the second electrical device 320b are separately disposed on the outer periphery of the drive device 312. For example, when installed in the electric vehicle 300, the first electrical device 320a is located near and above the drive device 312 in the vertical direction. When installed in the electric vehicle 300, the second electrical device 320b is positioned adjacent to the drive device 312 on the side opposite to the engine 302. When installed in the electric vehicle 300, the second electrical device 320b is positioned adjacent to the drive device 312 in the horizontal direction.

[0113] When installed in the electric vehicle 300, the water-cooled condenser 84 is located vertically above the first electrical device 320a. When installed in the electric vehicle 300, the electric compressor 82 is located vertically above the first electrical device 320a.

[0114] In the electric vehicle 300, the power control unit 320 can be disposed on the outer periphery of the drive device 312 without being divided. For example, when installed in the electric vehicle 300, the power control unit 320 can be located near and above the drive device 312 in the vertical direction.

[0115] In the electric vehicle 300, the air conditioner 160 can be used instead of the air conditioner 80. In this case, when installed in the electric vehicle 300, the chiller 172 is located vertically above the first electrical device 320a or the power control unit 320. For example, the chiller 172 and the water-cooled condenser 84 are arranged adjacent to each other in the horizontal direction.

[0116] As described above, the fourth embodiment has the same effects as those of the first, second, and third embodiments.

[0117] Although the embodiments of the present invention have been described in detail above with reference to the accompanying drawings, the present invention is also applicable to other modes.

[0118] For example, in the first embodiment, the first electrical device 60a is arranged vertically above the drive device 92, and the second electrical device 60b is arranged in the horizontal direction with respect to the drive device 92. However, the present invention is not limited to this form. The first electrical device 60a and the second electrical device 60b can be arranged in any manner as long as they are separately arranged on the outer periphery of the drive device 92. Therefore, the second electrical device 60b can be arranged vertically above the drive device 92, and the first electrical device 60a can be arranged in the horizontal direction with respect to the drive device 92. This also applies to the second, fourth, and fifth embodiments.

[0119] In the first embodiment, the electric vehicle 10 can be a so-called plug-in hybrid electric vehicle, and its high-voltage battery 50 can be charged with the power supplied from an external power source. In this case, for example, the charger included in the electric vehicle 10 can be arranged close to the water-cooled condenser 84 and the like in the horizontal direction. This also applies to the second, third, and fifth embodiments.

[0120] In the first embodiment, the DC-DC board 94 to which the second electrical device 60b is fixed is attached to the cover 18c. However, the present invention is not limited to this form. For example, the second electrical device 60b can be fixed to the side of the housing body 18b of the cover 18c. In this case, the cover 18c is connected to the housing body 18b so that the DC-DC space Sdc is formed in the cover 18c.

[0121] The electric vehicle applying the present invention may be a series hybrid electric vehicle, which includes: an engine; a drive motor serving as a power source; and a power supply motor, which is connected to the engine in a power transmissible manner and generates electric power using the power of the engine. In such a series hybrid electric vehicle, the engine serves as a power source because the drive motor generates power using the electric power generated by using the power of the engine. Such a series hybrid electric vehicle may be configured such that: the power transmission path between the engine and the drive wheels is disconnected or connected by the operation of a clutch.

[0122] In the first embodiment, the first wall surface 100a, the second wall surface 100b, the third wall surface 100c, the fourth wall surface 100d, the fifth wall surface 100e, and the sixth wall surface 100f of the drive housing 100 do not have to be flat surfaces. The first wall surface 100a, the second wall surface 100b, the third wall surface 100c, the fourth wall surface 100d, the fifth wall surface 100e, and the sixth wall surface 100f may be any wall surfaces as long as they form a space for accommodating the drive device 92, and may have a structure including, for example, recessed or protruding portions.

[0123] It should be noted that the embodiments described above are merely exemplary, and the present invention may be implemented in various modified or improved modes based on the knowledge of those skilled in the art.

Claims

1. A hybrid electric vehicle, characterized in that include: a drive device, the drive device comprising an electric motor and a power transmission device, the electric motor being connected to the power transmission device in a power-transmitting manner; a drive battery for said hybrid electric vehicle; a mechatronic unit, the mechatronic unit being an integrated unit combining the drive device and a power control unit configured to control power transmitted between the battery and the electric motor; as well as An air conditioner comprising an electric compressor and an external heat exchanger, wherein The external heat exchanger is of a water cooling type, and when the external heat exchanger is installed in the hybrid electric vehicle, the external heat exchanger is located vertically above the mechatronic unit.

2. The hybrid electric vehicle according to claim 1, characterized in that: The air conditioner includes a refrigerant circuit through which a refrigerant circulates.

3. The hybrid electric vehicle according to claim 1 or 2, characterized in that: When the electric compressor is installed in the hybrid electric vehicle, the electric compressor is located vertically above the mechatronic unit.

4. The hybrid electric vehicle according to claim 1 or 2, characterized in that: When the power control unit is installed in the hybrid electric vehicle, the power control unit is located vertically above the drive device; and When the external heat exchanger is installed in the hybrid electric vehicle, the external heat exchanger is located vertically above the power control unit.

5. The hybrid electric vehicle according to claim 4, characterized in that: the electric compressor is connected to the battery in a branch portion where an electric path from the battery to the power control unit is branched, the branch portion being provided in the power control unit; and When the electric compressor is installed in the hybrid electric vehicle, the electric compressor is located vertically above the power control unit.

6. The hybrid electric vehicle according to claim 1 or 2, characterized in that: A portion of the power control unit is a first electrical device; Another part of the power control unit is a second electrical device; The first electrical device and the second electrical device are separately arranged on the outer periphery of the driving device; When installed in the hybrid electric vehicle, one of the first electrical device and the second electrical device is located vertically above the drive device; and When the external heat exchanger is installed in the hybrid electric vehicle, the external heat exchanger is located vertically above the one electrical device.

7. The hybrid electric vehicle according to claim 6, characterized in that: the electric compressor is connected to the battery in a branch portion where an electric path from the battery to the one electric device is branched, the branch portion being provided in the one electric device; and When the electric compressor is installed in the hybrid electric vehicle, the electric compressor is located vertically above the one electric device.

8. The hybrid electric vehicle according to claim 1 or 2, characterized in that: The external heat exchanger is cooled by a coolant that cools the power control unit.

9. The hybrid electric vehicle according to any one of claims 1 to 8, characterized in that The air conditioner includes a refrigerant circuit using a combustible gas as a refrigerant circulating through the electric compressor and the external heat exchanger.

10. The hybrid electric vehicle according to claim 9, characterized in that: The air conditioner includes an electric pump and an internal heat exchanger; The air conditioner further includes a second refrigerant circuit and a refrigerant heat exchanger, wherein the second refrigerant circuit uses a non-flammable refrigerant as a refrigerant, and the refrigerant heat exchanger exchanges heat between the combustible gas and the non-flammable refrigerant; and When the refrigerant heat exchanger is installed in the hybrid electric vehicle, the refrigerant heat exchanger is located vertically above the mechatronic unit.

Images