Hybrid vehicle

Abstract

Provided is a hybrid vehicle capable of improving the degree of freedom of mounting an electromechanical integrated unit and simplifying a cooling structure. The first electrical housing and the second electrical housing are disposed on two of the first wall surface, the second wall surface, the third wall surface, the fourth wall surface, the fifth wall surface, and the sixth wall surface, respectively. As a result, the first electric housing and the second electric housing are disposed separately, and the electromechanical integrated unit can be easily mounted on the hybrid vehicle. In addition, the electric housing provided with the water-cooled oil cooler is provided with a water channel for cooling the oil cooler, which is communicated with the water channel for cooling the electric equipment accommodated in the electric housing. Therefore, the cooling water path of the oil cooler is combined with any one of the cooling water path of the first electric equipment and the cooling water path of the second electric equipment, and the number of the cooling water paths is two. Therefore, the degree of freedom of mounting the electromechanical integrated unit can be improved, and the cooling structure can be simplified.

Description

Technical Field

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

[0002] A hybrid vehicle including an electric motor, a power transmission device connected to the electric motor in a power transmissible manner, a first electrical device, a second electrical device, a drive housing that houses a drive device including the electric motor and the power transmission device, a first electrical housing that houses the first electrical device, and a second electrical housing that houses the second electrical device, and having a mechatronic unit in which the drive housing, the first electrical housing, and the second electrical housing are integrally arranged is well known. For example, the in-vehicle unit described in Patent Document 1. In Patent Document 1, a mechatronic unit having a laminated structure in which a drive housing, a first electrical housing, and a second electrical housing are arranged in the vertical direction in the in-vehicle state is disclosed. Patent Document

[0003] Patent Document 1: Japanese Unexamined Patent Application Publication No. 2022-152851. Summary of the Invention Problems to be Solved by the Invention

[0004] However, when a mechatronic unit having a laminated structure is mounted on a vehicle, the degree of freedom in mounting the mechatronic unit may be reduced depending on the mounting space or the components of the mechatronic unit. On the other hand, it is conceivable to separately arrange the first electrical housing and the second electrical housing on the outer periphery of the drive housing. On the other hand, in a hybrid vehicle, the first electrical device and the second electrical device are sometimes cooled. In addition, in a hybrid vehicle, a water-cooled oil cooler for cooling the oil for cooling the electric motor is sometimes provided. Therefore, it is necessary to separately provide a water passage for cooling the first electrical device, a water passage for cooling the second electrical device, and a water passage for cooling the oil cooler. If dedicated water passages are provided for each, there is a problem that the cooling structure becomes complicated.

[0005] The present invention has been completed in view of the above circumstances, and an object thereof is to provide a hybrid vehicle capable of improving the degree of freedom in mounting a mechatronic unit and simplifying the cooling structure. Means for Solving the Problems

[0006] The gist of the first invention lies in: (a) a hybrid vehicle including an electric motor, a power transmission device connected to the electric motor in a power transmissible manner, a first electrical device, a second electrical device, a drive housing accommodating a drive device including the electric motor and the power transmission device, a first electrical housing accommodating the first electrical device, a second electrical housing accommodating the second electrical device, and having a mechatronic unit in which the drive housing, the first electrical housing, and the second electrical housing are integrally arranged; (b) the hybrid vehicle further includes: a water passage for cooling the first electrical device provided in the first electrical housing; a water passage for cooling the second electrical device provided in the second electrical housing; and a water-cooled oil cooler for cooling the cooling oil of the electric motor; (c) the drive housing includes a first wall surface, a second wall surface, a third wall surface, a fourth wall surface, a fifth wall surface, and a sixth wall surface forming a space for accommodating the drive device; (d) the first electrical housing and the second electrical housing are respectively arranged on two of the first wall surface, the second wall surface, the third wall surface, the fourth wall surface, the fifth wall surface, and the sixth wall surface; (e) the oil cooler is arranged in one of the first electrical housing and the second electrical housing; (f) the one electrical housing is provided with a water passage for cooling the oil cooler that communicates with the water passage for cooling the electrical device accommodated in the one electrical housing among the first electrical device and the second electrical device.

[0007] In addition, the gist of the second invention lies in that, in the hybrid vehicle described in the first invention, the one electrical housing is arranged in the horizontal direction and in the direction of the rotation axis of the electric motor with respect to the drive housing in a state of being mounted on the hybrid vehicle, and the other electrical housing among the first electrical housing and the second electrical housing is arranged above the drive housing in the vertical direction in a state of being mounted on the hybrid vehicle.

[0008] In addition, the third invention is that in the hybrid vehicle described in the first invention, the hybrid vehicle further includes an engine connected to the power transmission device in a power-transmittable manner. The engine is disposed in a horizontal direction with respect to the drive housing in a state of being mounted on the hybrid vehicle and on the wall surface in the rotation axis direction of the electric motor among the first wall surface, the second wall surface, the third wall surface, the fourth wall surface, the fifth wall surface, and the sixth wall surface. The one electric housing is disposed on the side opposite to the engine with respect to the drive housing in a state of being mounted on the hybrid vehicle, and the other electric housing of the first electric housing and the second electric housing is disposed above the drive housing in the vertical direction in a state of being mounted on the hybrid vehicle.

[0009] In addition, the fourth invention is that in the hybrid vehicle according to any one of the first to third inventions, the hybrid vehicle further includes a high-voltage battery and a low-voltage battery. The first electrical device includes an inverter that converts DC power from the high-voltage battery into AC power and supplies it to the electric motor, and the second electrical device includes a DC-DC converter that steps down the voltage of the high-voltage battery and charges the low-voltage battery.

[0010] Furthermore, the fifth invention is that in the hybrid vehicle described in the fourth invention, the second electrical device further includes a reactor of a boost converter that boosts DC power from the high-voltage battery and supplies it to the inverter. Advantages of the Invention

[0011] According to the first invention, the first electric housing and the second electric housing are respectively disposed on two of the first wall surface, the second wall surface, the third wall surface, the fourth wall surface, the fifth wall surface, and the sixth wall surface. Thus, the first electric housing and the second electric housing are separately disposed, so that the mechatronic unit is easily mounted on the hybrid vehicle. In other words, miniaturization of the mechatronic unit can be achieved. In addition, the water-cooled oil cooler is disposed in one of the first electric housing and the second electric housing, and a water passage for cooling the oil cooler that communicates with a water passage for cooling the electrical equipment housed in the one electric housing is provided in the one electric housing. Thus, the water passage for cooling the oil cooler merges with any one of the water passage for cooling the first electrical device and the water passage for cooling the second electrical device, and there are a total of two water passages for cooling. In other words, a dedicated water pipe or water passage for the oil cooler can be eliminated. Therefore, the degree of freedom in mounting the mechatronic unit can be increased, and the cooling structure can be simplified.

[0012] Further, according to the second invention, one of the first electric housing and the second electric housing is disposed in the horizontal direction and in the direction of the rotation axis of the motor with respect to the drive housing in a state of being mounted on a hybrid vehicle. Further, the other of the first electric housing and the second electric housing is disposed above the drive housing in the vertical direction in a state of being mounted on a hybrid vehicle. Thereby, it is easy to appropriately mount the mechatronic unit on the hybrid vehicle. Further, the oil cooler disposed in one of the electric housings is disposed along the rotation axis direction of the motor, and thus the cooling structure of the motor can be simplified.

[0013] In addition, according to the third invention, the engine is disposed in the horizontal direction and on the wall surface in the direction of the rotation axis of the motor among the six wall surfaces with respect to the drive housing in a state of being mounted on a hybrid vehicle. Further, one of the first electric housing and the second electric housing is disposed on the side opposite to the engine with respect to the drive housing in a state of being mounted on a hybrid vehicle. Further, the other of the first electric housing and the second electric housing is disposed above the drive housing in the vertical direction in a state of being mounted on a hybrid vehicle. Thereby, it is easy to appropriately mount the mechatronic unit on the hybrid vehicle. Further, the oil cooler disposed in one of the electric housings is disposed along the rotation axis direction of the motor, and thus the cooling structure of the motor can be simplified.

[0014] Further, according to the fourth invention, the first electric device includes an inverter that converts DC power from a high-voltage battery into AC power and supplies it to the motor, and the second electric device includes a DCDC converter that steps down the voltage of the high-voltage battery to charge a low-voltage battery. Thereby, the inverter and the DCDC converter can be appropriately cooled with a simple cooling structure. Further, the inverter and the DCDC converter are respectively disposed, and thus the motor and the inverter are easily connected, and the maintainability of the DCDC converter is improved.

[0015] Further, according to the fifth invention, the second electric device further includes a reactor included in a boost converter that boosts DC power from a high-voltage battery and supplies it to the inverter. Thereby, the reactor can be appropriately cooled with a simple cooling structure. Further, since the inverter and the reactor are respectively disposed, the maintainability of the reactor can be improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 is a diagram illustrating an example of the schematic structure of an electric vehicle to which the present invention is applied.

[0017] Figure 2 is a diagram illustrating an example of an electrical structure related to the control of the first motor and the second motor, etc.

[0018] Figure 3 This is a diagram showing an example of the schematic structure of the mechatronic unit.

[0019] Figure 4 This is a diagram showing an example of the schematic structure of the mechatronic unit.

[0020] Figure 5 This is a schematic diagram showing an example of the arrangement of each part constituting the mechatronic unit.

[0021] Figure 6 This is a diagram showing an example of the arrangement of the mechatronic unit in terms of the housing unit.

[0022] Figure 7 This is a diagram showing an example of the cooling water path of the cooler.

[0023] Figure 8 This is a diagram showing an example of the schematic structure of the electric vehicle to which the present invention is applied, and it is an embodiment different from the Figure 1 electric vehicle.

[0024] Figure 9 This is a diagram showing an example of the electrical structure related to the control of the motor and the like.

[0025] Figure 10 This is to illustrate Figure 8 an example of the arrangement of the mechatronic unit in the electric vehicle.

[0026] Figure 11 This is a diagram showing an example of the electric vehicle to which the present invention is applied, and it is an embodiment different from the Figure 1 electric vehicle. Detailed Description of the Preferred Embodiment

[0027] In an embodiment of the present invention, in a broad sense, the mechatronic unit is formed by aggregating, that is, arranging in close proximity, a housing containing the drive device including the motor and the power transmission device and a housing containing the power control device. For example, the mechatronic unit has a structure in which the housing of the power control device and the housing of the drive device are fixed by bolts or brackets, a structure in which the power control device is housed in the housing of the drive device, and the like. Specifically, the mechatronic unit has the following structures: the housing containing the power control device and the housing containing the drive device are separate and are fastened by brackets or bolts. Or, the mechatronic unit has a structure in which the power control device is also housed in the housing containing the motor, or a structure in which the power control device is also housed in the housing containing the motor and the power transmission device.

[0028] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. Embodiment 1

[0029] Figure 1 This is a diagram showing an example of the schematic structure of the electric vehicle 10 to which the present invention is applied. In Figure 1 this case, the electric vehicle 10 is a hybrid vehicle including an engine 12, a first motor MG1, and a second motor MG2. In addition, the electric vehicle 10 includes drive wheels 14 and a power transmission device 16.

[0030] 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 motor MG2 and the drive wheels 14. The engine 12 is a power source connected to the power transmission device 16 in a manner capable of transmitting power. The second motor MG2 is a motor that functions as a power source and is connected to the power transmission device 16 in a manner capable of transmitting power.

[0031] The first motor MG1 and the second motor MG2 are known rotating electrical machines each having a function as an engine that generates mechanical power from electricity and a function as a generator that generates electricity from mechanical power, and are so-called motor generators. The first motor MG1 and the second motor MG2 are provided in a non-rotating member of the vehicle body, i.e., a non-rotating housing 18.

[0032] The power transmission device 16 includes a shock absorber 20, an input shaft 22, a speed change section 24, a compound gear 26, a driven gear 28, a driven shaft 30, a final gear 32, a differential gear 34, a reduction gear 36, etc. in the housing 18. In addition, the power transmission device 16 includes a pair of drive shafts 38 connected to the differential gear 34, etc.

[0033] The shock absorber 20 is connected to the crankshaft 12a of the engine 12. The input shaft 22 functions as an input rotating member of the speed change section 24. The input shaft 22 is connected to the shock absorber 20 and is connected to the crankshaft 12a via the shock absorber 20, etc. The speed change section 24 is connected to the input shaft 22. The compound gear 26 is a rotating body on the output side of the speed change section 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 section 24. The driven gear 28 meshes with the drive gear 26a. The driven shaft 30 fixes the driven gear 28 and the final gear 32 so that they 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 motor MG2 is connected to the reduction gear 36, and the second motor MG2 is connected to the reduction gear 36 in a manner capable of transmitting power.

[0034] The power transmission device 16 configured in this way is applicable to vehicles in the FF (front-engine front-wheel drive) or RR (rear-engine rear-wheel drive) mode. The power transmission device 16 transmits the power output from the engine 12 to the driven gear 28 via the speed change unit 24. In addition, the power transmission device 16 transmits the power output from the second 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 in sequence via the driven shaft 30, the final gear 32, the differential gear 34, the drive shaft 38, etc. The driven gear 28, the driven shaft 30, and the final gear 32 are transmission mechanisms that transmit the power from the second motor MG2 to the differential gear 34 and are transmission mechanisms that transmit the 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 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 motor MG2 is connected to the drive wheels 14 in a manner capable of transmitting power.

[0035] The speed change unit 24 includes a first motor MG1 and a differential mechanism 40. The differential mechanism 40 is a well-known single pinion type planetary gear device including 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 motor MG1 and is connected to the first motor MG1 in a manner capable of transmitting power. The carrier CA is connected to the input shaft 22 and is connected to the engine 12 in a manner capable of transmitting power via the input shaft 22, etc. 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.

[0036] The differential mechanism 40 functions as a differential mechanism that is connected to the engine 12 in a manner capable of transmitting power and generates a differential action. The first motor MG1 is a motor connected to the differential mechanism 40 in a manner capable of transmitting power. The differential mechanism 40 is a power distribution mechanism that mechanically distributes the power of the engine 12 input to the carrier CA to the first motor MG1 and the drive gear 26a. The speed change unit 24 is a well-known electric speed change mechanism that controls the differential state of the differential mechanism 40 by controlling the operating state of the first motor MG1.

[0037] 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 the rotation axis of the speed change section 24 and the first electric motor MG1. The second axis CL2 is the axis of the driven shaft 30 and is 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 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 the rotation axis of the differential gear 34.

[0038] The housing 18 includes an outer housing 18a, a housing main body 18b, and a cover 18c. The outer housing 18a is connected to the engine block 12b of the engine 12 at the opened portion on the engine 12 side. The outer housing 18a and the housing main body 18b are integrally connected by fasteners such as bolts in a manner that the opened portion on the side opposite to the engine 12 of the outer housing 18a and the opened portion on the engine 12 side of the housing main body 18b are opposed to each other. The housing main body 18b and the cover 18c are integrally connected by fasteners in a manner that the opened portion on the side opposite to the engine 12 of the housing main body 18b is closed by the cover 18c.

[0039] The housing main body 18b is a housing configured to include a partition wall 18b, and this partition wall 18b 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 main body 18b and the outer housing 18a form the gear chamber Rg. The housing main body 18b forms the motor chamber Rm between the partition wall 18b and the cover 18c.

[0040] Figure 2 It is a diagram showing an example of the electrical structure related to the control of the first electric motor MG1, the second electric motor MG2, etc. In Figure 2 , the electric vehicle 10 further includes a high-voltage battery 50, an auxiliary battery 52, a power control unit 60, etc.

[0041] The high-voltage battery 50 is a DC power source capable of charging and discharging, and is, 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 stored power is supplied from the high-voltage battery 50 to, for example, the second electric motor MG2 via the power control unit 60. In addition, 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 battery for driving.

[0042] The power control unit 60 includes a DC-DC converter 62, a motor control device 64, a boost converter 66, an inverter 68, etc. The power control unit 60 is a power control device that controls the power supplied and received between the high-voltage battery 50 and the first motor MG1 and the second motor MG2 respectively.

[0043] The DC-DC converter 62 is connected to the high-voltage battery 50. The DC-DC converter 62 functions as a charging device that steps down the voltage of the high-voltage battery 50 to the same voltage as the accessory battery 52 and charges the accessory battery 52. The accessory battery 52 is a low-voltage battery that supplies power for operating accessories and the motor control device 64, etc. provided in the electric vehicle 10.

[0044] The boost converter 66 includes a reactor 70, two switching elements 72, 74, etc. The boost converter 66 is a buck-boost circuit that has the function of boosting the voltage of the high-voltage battery 50 and supplying it to the inverter 68 and the function of stepping down the voltage converted to DC by the inverter 68 and supplying it to the high-voltage battery 50. In this way, the boost converter 66 boosts the DC power from the high-voltage battery 50 and supplies it to the inverter 68.

[0045] The inverter 68 includes an MG1 power module 76, an MG2 power module 78, etc. The MG1 power module 76 and the MG2 power module 78 each include switching elements and the like similar to the switching elements 72, 74. The inverter 68 converts the DC current from the boost converter 66 into an AC current for driving the first motor MG1 and the second motor MG2. In this way, the inverter 68 converts the DC power from the high-voltage battery 50 boosted by the boost converter 66 into AC power and supplies it to the first motor MG1 and the second motor MG2. The inverter 68 converts the AC current generated by the first motor MG1 through the power of the engine 12 and the AC current generated by the second motor MG2 through regenerative braking into DC current. The inverter 68 supplies the AC current generated by the first motor MG1 according to the driving state as the driving power for the second motor MG2.

[0046] The motor control device 64 controls the boost converter 66 and the inverter 68 to control the first motor MG1 and the second motor MG2. For example, the motor control device 64 converts the DC current from the high-voltage battery 50 into AC currents respectively for the first motor MG1 and the second motor MG2. The motor control device 64 drives the first motor MG1 to ensure the generated power required for power supply to the second motor MG2 and charging of the high-voltage battery 50. The motor control device 64 drives the second motor MG2 based on the output requirement value corresponding to the required torque of the driver. The motor control device 64 causes the second motor MG2 to function as a generator according to the required amount of regenerative braking.

[0047] Figure 3 , Figure 4 and Figure 5 FIG. is an example showing a schematic structure of the mechatronic unit 90. Figure 3 and Figure 4 are side views observed from the left side of the electric vehicle 10. Figure 5 is Figure 4 the A-A sectional view of, that is, the view when observed from the front of the electric vehicle 10, and is a schematic diagram showing an example of the arrangement of each part constituting the mechatronic unit 90. It should be noted that the vertical direction, the forward and backward direction, and the vehicle width direction (horizontal direction) in the figure represent the directions in the state of being mounted on the electric vehicle 10. The vehicle width direction is the axial direction of each of the first axis CL1, the second axis CL2, the third axis CL3, and the fourth axis CL4. In addition, the left and right in the vehicle width direction are the left and right with respect to the forward direction of the electric vehicle 10.

[0048] In Figures 3 - 5 , the mechatronic unit 90 is a unit in which the drive device 92 and the power control unit 60 are integrally arranged. The drive device 92 is a drive axle including a power transmission device 16 (26a, 28, 32, 34a, 36, etc.), the first motor MG1, and the second motor MG2. The power control unit 60 is divided into a first electrical device 60a and a second electrical device 60b and arranged. The first electrical device 60a includes, for example, a motor control device 64 (refer to Figure 5 "MG_ECU" in

[0049] In addition to the above-mentioned outer shell 18a, housing main body 18b, and lid 18c, the housing 18 further includes a protection plate 18d. The housing main body 18b has a bottom wall and side walls that extend upward in the vertical direction from the outer peripheral edge of the bottom wall on the front side and the rear side in the forward and backward directions, and is open at the upper part in the vertical direction. The protection plate 18d is a plate-shaped member that closes the opening at the upper part in the vertical direction of the housing main body 18b. The housing main body 18b has a partition wall 18b2 that divides the internal space into two spaces, namely, a lower space Slp in the lower part in the vertical direction and an upper space Sup in the upper part in the vertical direction.

[0050] The electric vehicle 10 includes a DCDC board 94 on which a second electrical device 60b is fixed. The DCDC board 94 is installed in the opening on the side of the lid 18c opposite to the housing main body 18b. Thus, a DCDC space Sdc is formed in the lid 18c.

[0051] The drive device 92 is housed in the lower space Slp of the housing main body 18b and the internal space Sip of the outer shell 18a in a state of being mounted on the electric vehicle 10. The first electrical device 60a is housed in the upper space Sup of the housing main body 18b in a state of being mounted on the electric vehicle 10. The second electrical device 60b is housed in the DCDC space Sdc in the lid 18c in a state of being mounted on the electric vehicle 10. In Figure 5 this case, the DCDC converter 62 and the reactor 70 are arranged side by side in the vehicle width direction in the DCDC space Sdc, but it is not limited to this arrangement. For example, the DCDC converter 62 and the reactor 70 may be arranged conversely, or may be arranged side by side in the forward and backward direction in the DCDC space Sdc, or may be arranged side by side in the vertical direction in the DCDC space Sdc.

[0052] Refer to Figure 3 , the drive device 92 is configured such that, in a state of being mounted on the electric vehicle 10, each of the first axis CL1, the second axis CL2, the third axis CL3, and the fourth axis CL4 is parallel to the horizontal direction perpendicular to the forward and backward direction of the electric vehicle 10. In addition, in a state of being mounted on the electric vehicle 10, the positions of the axes of the drive device 92 from the upper side to the lower side in the vertical direction are the second motor MG2, the driven shaft 30, the first motor MG1, and the differential gear 34 in sequence, and from the front side to the rear side in the forward and backward direction are the first motor MG1, the driven shaft 30, the differential gear 34, and the second motor MG2 in sequence. Thus, the axial distance between the axes is appropriately ensured, and the physical size of the drive device 92 in the vertical direction is reduced. Therefore, an upper space Sup is generated above the drive device 92 in the vertical direction.

[0053] In the space created by reducing the physical size of the drive device 92 in the plumb direction, a first electrical device 60a, which is part of the power control unit 60, is installed. A second electrical device 60b, which is another part of the power control unit 60, is mounted in the DCDC space Sdc provided in the horizontal direction of the drive device 92. Since the power control unit 60 is divided and mounted as the first electrical device 60a and the second electrical device 60b, the physical size of the mechatronic unit 90 in the vertical direction is reduced.

[0054] Figure 6 It is a diagram showing an example of the configuration of the mechatronic unit 90 in terms of the housing. Figure 6 It is a view when observed from the rear of the electric vehicle 10. In Figure 6 it, the electric vehicle 10 includes a drive housing 100, a first electrical housing 102, and a second electrical housing 104.

[0055] The drive housing 100 is a housing having a lower space Slp of the housing main body 18b, which is a space for accommodating the drive device 92, and an inner space Sip of the outer shell 18a. The first electrical housing 102 is a housing having an upper space Sup of the housing main body 18b, which is a space for accommodating the first electrical device 60a. The second electrical housing 104 is a housing having a DCDC space Sdc of the cover 18c, which is a space for accommodating the second electrical device 60b. The mechatronic unit 90 is a unit in which the drive housing 100, the first electrical housing 102, and the second electrical housing 104 are integrally arranged. The housing 18 can be regarded as being formed by integrally arranging the drive housing 100, the first electrical housing 102, and the second electrical housing 104.

[0056] The drive housing 100 includes a first wall surface 100a, a second wall surface 100b, a third wall surface 100c, a fourth wall surface 100d (refer to Figure 4 ), a fifth wall surface 100e, and a sixth wall surface 100f that form 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 and the input shaft 22 are connected, that is, the wall surface of the outer shell 18a connecting the engine 12. The second wall surface 100b is the wall surface on the left side in the vehicle width direction, and is the wall surface of the housing main body 18b connecting the cover 18c, and is the wall surface opposite to the first wall surface 100a. The third wall surface 100c is the wall surface on the rear side in the forward and backward direction. The fourth wall surface 100d is the wall surface on the front side in the forward and backward direction (refer to Figure 4 ), and is the wall surface opposite 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 (refer to Figure 5). 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 main body 18b and the outer housing 18a, and is the wall surface opposite to the fifth wall surface 100e.

[0057] The engine 12 is disposed on the first wall surface 100a. That is, the engine 12 is disposed adjacent to the drive housing 100 in the horizontal direction in a state of being mounted on the electric vehicle 10. The engine 12 is disposed on the wall surface in the direction of the first axis CL1 or the third axis CL3 among 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 in a state of being mounted on the electric vehicle 10.

[0058] The first electric housing 102 and the second electric housing 104 are respectively disposed on two of 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. However, in the present embodiment, since the engine 12 is disposed on the first wall surface 100a, the first electric housing 102 and the second electric housing 104 are respectively disposed on two of the five wall surfaces other than the first wall surface 100a. For example, the first electric housing 102 is disposed on the fifth wall surface 100e. That is, the first electric housing 102 is disposed above the drive housing 100 in the vertical direction in a state of being mounted on the electric vehicle 10. In addition, the second electric housing 104 is disposed on the second wall surface 100b. That is, the second electric housing 104 is disposed adjacent to the drive housing 100 on the side opposite to the engine 12 in a state of being mounted on the electric vehicle 10. In this way, the second electric housing 104 is disposed on the drive housing 100 in the horizontal direction and in the direction of the first axis CL1 or the third axis CL3 in a state of being mounted on the electric vehicle 10.

[0059] Here, in the electric vehicle 10, the first motor MG1 and the second motor MG2 are cooled by circulating the oil FLD. The oil FLD is the oil for cooling the first motor MG1 and the second motor MG2.

[0060] In Figure 1 the electric vehicle 10 further includes an electric oil pump 80, an oil storage portion 82, a cooling oil passage 84, etc. in the housing 18.

[0061] The oil storage section 82 is, for example, an oil accumulation section that accumulates the oil FLD and is provided at the bottom of the gear chamber Rg. The electric oil pump 80 is driven based on an instruction from an electronic control device (not shown), sucks the oil FLD from the oil storage section 82, and discharges the oil FLD to the cooling oil passage 84. The cooling oil passage 84 is an oil passage that supplies the oil FLD discharged from the electric oil pump 80 to the first electric motor MG1 and the second electric motor MG2 respectively for cooling the first electric motor MG1 and the second electric motor MG2.

[0062] To cool the first electric motor MG1 and the second electric motor MG2, it is necessary to cool the oil FLD. The electric vehicle 10 further includes an oil cooler 86 (see Figure 4 , Figure 5 ) mounted on the outside of the housing 18, for example, the cover 18c. That is, the oil cooler 86 is disposed in the second electrical housing 104 (see Figure 6 ). The oil cooler 86 is a water-cooled heat exchanger that cools the oil FLD.

[0063] In the cooling oil passage 84, the oil FLD that has passed through the oil cooler 86 is supplied to the first electric motor MG1 and the second electric motor MG2. For example, the cooling oil passage 84 supplies the oil FLD to the first electric motor MG1 axially through the rotor of the first electric motor MG1. The cooling oil passage 84 supplies the oil FLD to the second electric motor MG2 through an oil passage disposed adjacent to the upper side in the vertical direction of the second electric motor MG2 in the vehicle width direction. The cooling oil passage 84 supplies the oil FLD to the second electric motor MG2 axially through the rotor of the second electric motor MG2. In the electric vehicle 10, the first electric motor MG1 adopts core cooling, and in addition, the second electric motor MG2 adopts upper cooling and core cooling. In addition, the first electric motor MG1 may adopt upper cooling, and the second electric motor MG2 may adopt only one of upper cooling and core cooling.

[0064] In the electric vehicle 10, a refrigerant, for example, cooling water, is circulated through a radiator (not shown) by an electric pump (not shown), thereby cooling the first electrical device 60a, the second electrical device 60b, and the oil cooler 86. Cooling of the oil cooler 86 is synonymous with cooling of the oil FLD.

[0065] However, in the case of cooling the first electrical device 60a, the second electrical device 60b, and the oil cooler 86 independently, a total of three cooling water passages are required. In this case, the cooling structure may become complicated. In contrast, the electric vehicle 10 has a cooling structure in which two cooling water passages are provided by combining any two water passages.

[0066] In Figure 5 , Figure 6In this case, the electric vehicle 10 further includes a first cooling water passage 110, a second cooling water passage 112, and a cooler cooling water passage 114. The first cooling water passage 110 is a water passage for cooling the first electrical device 60a provided in the first electrical housing 102. The first cooling water passage 110 extends in the forward and backward direction. The second cooling water passage 112 is a water passage for cooling the second electrical device 60b provided in the second electrical housing 104.

[0067] Figure 7 FIG. is an example diagram illustrating the cooler cooling water passage 114. The cooler cooling water passage 114 is a water passage for cooling the oil cooler 86. In Figure 7 this case, the second cooling water passage 112 has a connecting portion 112a, a cooling water relay hole 112b, and a cooling portion 112c. The connecting portion 112a is a water passage that extends and protrudes toward the front side of the electric vehicle 10 of the second electrical housing 104, i.e., the cover 18c, and is connected to an external water pipe (not shown). The cooling water relay hole 112b is a hole that communicates with the connecting portion 112a and is a hole for transferring cooling water between the cooling portion 112c. The cooling portion 112c is a water passage formed by mounting the DCDC board 94 on the cover 18c.

[0068] The second electrical housing 104, i.e., the cover 18c, is provided with a cooler cooling water passage 114, a cooling water transfer hole 120, an oil transfer hole 122, etc. The cooler cooling water passage 114 communicates with the second cooling water passage 112 on the second electrical device 60b side, and in particular, communicates with the cooling portion 112c (see Figure 5 , Figure 6 ), and communicates with the cooling water transfer hole 120 on the oil cooler 86 side. The cooling water transfer hole 120 is a hole that communicates with the cooler cooling water passage 114 and is a hole for transferring cooling water between the oil cooler 86. The oil transfer hole 122 is a hole that communicates with the cooling oil passage 84 and is a hole for transferring the oil FLD between the oil cooler 86 (see Figure 1 ).

[0069] As described above, according to the present embodiment, the first electric housing 102 and the second electric housing 104 are respectively disposed on two of 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. Thus, the first electric housing 102 and the second electric housing 104 are separately disposed, and thus the mechatronic unit 90 is easily mounted on the electric vehicle 10. In other words, miniaturization of the mechatronic unit 90 can be achieved. In addition, the oil cooler 86 is disposed in the second electric housing 104, and the second electric housing 104 is provided with a cooler cooling water passage 114 communicating with the second cooling water passage 112. Thus, the cooler cooling water passage 114 and the second cooling water passage 112 are combined, and the total number of water passages for cooling is two. In other words, the water piping or water passage dedicated to the oil cooler 86 can be eliminated. Therefore, the degree of freedom in mounting the mechatronic unit 90 can be increased, and the cooling structure can be simplified.

[0070] In addition, according to the present embodiment, the second electric housing 104 is disposed in the horizontal direction and in the direction of the first axis CL1 or the third axis CL3 with respect to the drive housing 100 in a state of being mounted on the electric vehicle 10. In addition, the first electric housing 102 is disposed above the drive housing 100 in the vertical direction in a state of being mounted on the electric vehicle 10. Thus, it is easy to appropriately mount the mechatronic unit 90 on the electric vehicle 10. In addition, the oil cooler 86 disposed in the second electric housing 104 is disposed in the direction of the first axis CL1 or the third axis CL3, and thus the cooling structure of the first motor MG1 or the second motor MG2 can be simplified.

[0071] In addition, according to the present embodiment, the engine 12 is disposed in the horizontal direction and on the wall surface in the direction of the first axis CL1 or the third axis CL3 among the six wall surfaces with respect to the drive housing 100 in a state of being mounted on the electric vehicle 10. In addition, the second electric housing 104 is disposed adjacent to the drive housing 100 on the side opposite to the engine 12 in a state of being mounted on the electric vehicle 10. In addition, the first electric housing 102 is disposed above the drive housing 100 in the vertical direction in a state of being mounted on the electric vehicle 10. Thus, it is easy to appropriately mount the mechatronic unit 90 on the electric vehicle 10. In addition, the oil cooler 86 disposed in the second electric housing 104 is disposed in the direction of the first axis CL1 or the third axis CL3, and thus the cooling structure of the first motor MG1 or the second motor MG2 can be simplified.

[0072] In addition, according to the present embodiment, the first electrical device 60a includes an inverter 68, and the second electrical device 60b includes a DC-DC converter 62. Thus, the inverter 68 and the DC-DC converter 62 can be appropriately cooled with a simple cooling structure. In addition, since the inverter 68 and the DC-DC converter 62 are separately arranged, it is easy to connect the first motor MG1, the second motor MG2, and the inverter 68. Moreover, the maintainability of the DC-DC converter 62 is improved.

[0073] In addition, according to the present embodiment, the second electrical device 60b further includes a reactor 70. Therefore, the reactor 70 can be appropriately cooled with a simple cooling structure. In addition, since the inverter 68 and the reactor 70 are separately arranged, the maintainability of the reactor 70 is improved.

[0074] Next, other embodiments of the present invention will be described. In addition, in the following description, parts common to the embodiments are denoted by the same reference numerals and description thereof is omitted. Embodiment 2

[0075] In the above-described Embodiment 1, as the electric vehicle, an electric vehicle 10, which is a hybrid vehicle including an engine 12, a first motor MG1, and a second motor MG2, is exemplified. In the present embodiment, as the electric vehicle, an electric vehicle including a motor is exemplified.

[0076] Figure 8 is a diagram showing an example of the schematic structure of an electric vehicle 200 to which the present invention is applied. In Figure 8 the electric vehicle 200 is an electric vehicle including a motor MG. The main difference between the electric vehicle 200 and the electric vehicle 10 of the aforementioned Embodiment 1 is that it does not include the engine 12 and the speed change unit 24 including the first motor MG1. In addition, the motor MG of the electric vehicle 200 corresponds to the second motor MG2 of the electric vehicle 10. The electric vehicle 200 is also provided with a power transmission device 202 to which the motor MG is connected in a power transmissible manner, similarly to the electric vehicle 10. The motor MG is a power source. The motor MG and the power transmission device 202 are disposed in a housing 204.

[0077] Figure 9 is a diagram showing an example of the electrical structure related to the control of the motor MG and the like. In Figure 9 the electric vehicle 200 is further provided with a high-voltage battery 210, an auxiliary battery 212, a power control unit 220, an AC charger 230, an in-vehicle charging cable 232, a charging inlet 234, and the like.

[0078] The high-voltage battery 210 is a DC power source capable of charging and discharging. The high-voltage battery 210 is connected to the power control unit 220 and is also connected to the AC charger 230.

[0079] The AC charger 230 is connected to the charging inlet 234 via the in-vehicle charging cable 232. The charging inlet 234 is provided on the vehicle body in a manner capable of being connected to the charging connector 284, and the charging connector 284 has an external charging cable 282 connected to an external power source 280, which is an external power source of the electric vehicle 200. The AC charger 230 is a charger that charges the high-voltage battery 210 using the power supplied from the external power source 280.

[0080] The power control unit 220 includes a DC-DC converter 222, a motor control device 224, an inverter 226, etc. The power control unit 220 is a power control device that controls the power supplied and received between the high-voltage battery 210 and the motor MG, respectively.

[0081] The DC-DC converter 222 is connected to the high-voltage battery 210. The DC-DC converter 222 functions as a charging device that steps down the voltage of the high-voltage battery 210 to the same voltage as the auxiliary battery 212 and charges the auxiliary battery 212. The auxiliary battery 212 is a low-voltage battery that supplies power for operating the auxiliary equipment and the motor control device 224, etc., provided in the electric vehicle 200.

[0082] The inverter 226 includes an MG power module 228, etc. The MG power module 228 includes switching elements, etc. The inverter 226 converts the DC power from the high-voltage battery 210 into AC power and supplies it to the motor MG. The inverter 226 converts the AC current generated by the motor MG through regenerative braking into DC current. The motor control device 224 controls the inverter 226 and controls the motor MG.

[0083] Figure 10 It is a diagram showing an example of the configuration of the mechatronic unit 250 in terms of the housing. Figure 10 It is a diagram when viewed from the rear of the electric vehicle 200. In Figure 10 it, the mechatronic unit 250 is a unit in which the drive device 252 and the power control unit 220 are integrally arranged. The drive device 252 is a drive axle including a power transmission device 202 (28, 32, 34a, 36, etc.) and the motor MG. The power control unit 220 is divided into a first electrical device 220a and a second electrical device 220b and arranged. The first electrical device 220a includes, for example, the motor control device 224 (refer to Figure 10 “MG_ECU” in

[0084] The electric vehicle 200 includes a drive housing 260, a first electric housing 262, and a second electric housing 264. The drive housing 260 is a housing having a space for accommodating the drive device 252. The first electric housing 262 is a housing having a space for accommodating the first electric device 220a. The second electric housing 264 is a housing having a space for accommodating the second electric device 220b. The mechatronic unit 250 is a unit in which the drive housing 260, the first electric housing 262, and the second electric housing 264 are integrally arranged. The housing 204 can be regarded as being formed by integrally arranging the drive housing 260, the first electric housing 262, and the second electric housing 264.

[0085] The drive housing 260 includes a first wall surface 260a, a second wall surface 260b, a third wall surface 260c, a fourth wall surface 260d, a fifth wall surface 260e, and a sixth wall surface 260f that form a space for accommodating the drive device 252. The first wall surface 260a is the wall surface on the right side in the vehicle width direction. The second wall surface 260b is the wall surface on the left side in the vehicle width direction and is the wall surface opposite to the first wall surface 260a. The third wall surface 260c is the wall surface on the rear side in the forward and backward direction. The fourth wall surface 260d is the wall surface on the front side in the forward and backward direction and is the wall surface opposite to the third wall surface 260c. The fifth wall surface 260e is the wall surface on the upper side in the vertical direction. The sixth wall surface 260f is the wall surface on the lower side in the vertical direction and is the wall surface opposite to the fifth wall surface 260e.

[0086] The first electric housing 262 and the second electric housing 264 are respectively arranged on two of the first wall surface 260a, the second wall surface 260b, the third wall surface 260c, the fourth wall surface 260d, the fifth wall surface 260e, and the sixth wall surface 260f. For example, the first electric housing 262 is arranged on the fifth wall surface 260e. That is, the first electric housing 262 is arranged adjacent to the drive housing 260 above in the vertical direction in a state of being mounted on the electric vehicle 200. The second electric housing 264 is arranged relative to the drive housing 260 in the horizontal direction and in the direction of the third axis CL3 in a state of being mounted on the electric vehicle 200.

[0087] The AC charger 230 can be accommodated in either the first electric housing 262 or the second electric housing 264, or can be arranged above the mechatronic unit 250 in the vertical direction. In addition, when the power control unit 220 is provided with a boost converter (not shown) having a reactor (not shown) or the like in the same manner as the power control unit 60, the reactor is accommodated in the second electric housing 264. The reactor is included in the second electric device 220b.

[0088] The electric vehicle 200 includes an oil cooler 240. The oil cooler 240 is disposed in the second electric housing 264. The oil cooler 240 is a water-cooled heat exchanger that cools the oil for cooling the electric motor MG.

[0089] The electric vehicle 200 further includes a first cooling water passage 270 and a second cooling water passage 272. The first cooling water passage 270 is a water passage for cooling the first electric device 220a provided in the first electric housing 262. The first cooling water passage 270 extends in the forward and backward direction. The second cooling water passage 272 is a water passage for cooling the second electric device 220b provided in the second electric housing 264.

[0090] The second electric housing 264 is provided with a cooler cooling water passage 274 and the like. The cooler cooling water passage 274 is a water passage for cooling the oil cooler 240 that communicates with the oil cooler 240. The cooler cooling water passage 274 communicates with the second cooling water passage 272 on the second electric device 220b side.

[0091] As described above, according to the present embodiment, the first electric housing 262 and the second electric housing 264 are respectively disposed on two of the first wall surface 260a, the second wall surface 260b, the third wall surface 260c, the fourth wall surface 260d, the fifth wall surface 260e, and the sixth wall surface 260f. Thus, the first electric housing 262 and the second electric housing 264 are separately disposed, so that the mechatronic unit 250 can be easily mounted on the electric vehicle 200. In other words, miniaturization of the mechatronic unit 250 can be achieved. In addition, the oil cooler 240 is disposed in the second electric housing 264, and the second electric housing 264 is provided with the cooler cooling water passage 274 that communicates with the second cooling water passage 272. Thus, the cooler cooling water passage 274 and the second cooling water passage 272 are combined, and the total number of cooling water passages is two. In other words, the water piping or water passage dedicated to the oil cooler 240 can be eliminated. Therefore, the degree of freedom in mounting the mechatronic unit 250 can be improved, and the cooling structure can be simplified.

[0092] In addition, according to the present embodiment, the second electric housing 264 is disposed in the horizontal direction and in the direction of the third axis CL3 with respect to the drive housing 260 in a state of being mounted on the electric vehicle 200. In addition, the first electric housing 262 is disposed above the drive housing 260 in the vertical direction in a state of being mounted on the electric vehicle 200. Thus, the mechatronic unit 250 can be easily and appropriately mounted on the electric vehicle 200. In addition, the oil cooler 240 disposed in the second electric housing 264 is disposed in the direction of the third axis CL3, so that the cooling structure of the electric motor MG can be simplified.

[0093] In addition, according to this embodiment, the first electrical device 220a includes an inverter 226, and the second electrical device 220b includes a DCDC converter 222. Thus, the inverter 226 and the DCDC converter 222 can be appropriately cooled with a simple cooling structure. In addition, the inverter 226 and the DCDC converter 222 are respectively configured. Therefore, the motor MG and the inverter 226 are easily connected, and the maintainability of the DCDC converter 222 is improved. Embodiment 3

[0094] In the above-described Embodiment 1, as an electric vehicle, an electric vehicle 10 which is a hybrid vehicle including an engine 12, a first motor MG1, and a second motor MG2 is exemplified. In this embodiment, as an electric vehicle, a parallel hybrid vehicle including an engine, a power transmission device that transmits the power from the engine to the drive wheels, and a motor that transmits power to the drive wheels via the power transmission device is exemplified.

[0095] Figure 11 FIG. is a diagram illustrating an example of an electric vehicle 300 to which the present invention is applied. Figure 11 FIG. is a diagram illustrating an example of the configuration of the mechatronics unit 330 in terms of the housing. Figure 11 FIG. is a view when observed from the rear of the electric vehicle 300.

[0096] In Figure 11 FIG., the electric vehicle 300 is a hybrid vehicle including 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 manner capable of transmitting power. The engine 302 is a power source connected to the power transmission device 304 in a manner capable of transmitting power. The auxiliary motor MGA is a motor that functions as a power source and is connected to the power transmission device 304 in a manner capable of transmitting power. The auxiliary motor MGA and the power transmission device 304 are provided in a housing 306.

[0097] The electric vehicle 300 has an electrical structure related to the control of the auxiliary motor MGA and the like in the same manner as the electric vehicle 10. The electric vehicle 300 further includes a power control unit 310 and the like. The power control unit 310 includes a DCDC converter 312, a motor control device 314 (refer to Figure 11 FIG. for "MG_ECU"), a reactor 316 included in a boost converter (not shown), an inverter 318, and the like.

[0098] The electromechanical integrated unit 330 is a unit in which the drive device 332 and the power control unit 310 are integrally arranged. The drive device 332 is a drive axle including a power transmission device 304 and an auxiliary electric motor MGA. The power control unit 310 is divided into a first electrical device 310a and a second electrical device 310b and arranged. The first electrical device 310a includes, for example, a motor control device 314 and an inverter 318. The second electrical device 310b includes, for example, a DC-DC converter 312 and a reactor 316.

[0099] The electric vehicle 300 includes a drive housing 340, a first electrical housing 342, and a second electrical housing 344. The drive housing 340 is a housing having a space for accommodating the drive device 332. The first electrical housing 342 is a housing having a space for accommodating the first electrical device 310a. The second electrical housing 344 is a housing having a space for accommodating the second electrical device 310b. The electromechanical integrated unit 330 is a unit in which the drive housing 340, the first electrical housing 342, and the second electrical housing 344 are integrally arranged. The housing 306 can be regarded as being formed by integrally arranging the drive housing 340, the first electrical housing 342, and the second electrical housing 344.

[0100] The drive housing 340 includes a first wall surface 340a, a second wall surface 340b, a third wall surface 340c, a fourth wall surface 340d, a fifth wall surface 340e, and a sixth wall surface 340f that form a space for accommodating the drive device 332. The first wall surface 340a is the wall surface on the right side in the vehicle width direction and is the wall surface on the side where the engine 302 and the input shaft 308 of the power transmission device 304 are connected. The second wall surface 340b is the wall surface on the left side in the vehicle width direction and is the wall surface opposite to the first wall surface 340a. The third wall surface 340c is the wall surface on the rear side in the forward and backward direction. The fourth wall surface 340d is the wall surface on the front side in the forward and backward direction and is the wall surface opposite to the third wall surface 340c. The fifth wall surface 340e is the wall surface on the upper side in the vertical direction. The sixth wall surface 340f is the wall surface on the lower side in the vertical direction and is the wall surface opposite to the fifth wall surface 340e.

[0101] The engine 302 is arranged on the first wall surface 340a. That is, the engine 302 is arranged adjacent to the drive housing 340 in the horizontal direction in a state of being mounted on the electric vehicle 300. The engine 302 is arranged on the wall surface in the direction of the rotation axis CLA of the auxiliary electric motor MGA among the first wall surface 340a, the second wall surface 340b, the third wall surface 340c, the fourth wall surface 340d, the fifth wall surface 340e, and the sixth wall surface 340f in a state of being mounted on the electric vehicle 300.

[0102] The first electrical housing 342 and the second electrical housing 344 are respectively disposed on two of the first wall surface 340a, the second wall surface 340b, the third wall surface 340c, the fourth wall surface 340d, the fifth wall surface 340e, and the sixth wall surface 340f. However, in the present embodiment, since the engine 302 is disposed on the first wall surface 340a, the first electrical housing 342 and the second electrical housing 344 are respectively disposed on two of the five wall surfaces other than the first wall surface 340a. For example, the first electrical housing 342 is disposed on the fifth wall surface 340e. That is, the first electrical housing 342 is disposed adjacent above the drive housing 340 in the vertical direction in the state of being mounted on the electric vehicle 300. In addition, the second electrical housing 344 is disposed on the second wall surface 340b. That is, the second electrical housing 344 is disposed adjacent on the side opposite to the engine 302 with respect to the drive housing 340 in the state of being mounted on the electric vehicle 300. Thus, the second electrical housing 344 is disposed in the horizontal direction with respect to the drive housing 340 and in the direction of the rotation axis CLA of the auxiliary motor MGA in the state of being mounted on the electric vehicle 300.

[0103] The electric vehicle 300 includes an oil cooler 320. The oil cooler 320 is disposed on the second electrical housing 344. The oil cooler 320 is a water-cooled heat exchanger that cools the oil for cooling the auxiliary motor MGA.

[0104] The electric vehicle 300 further includes a first cooling water passage 350 and a second cooling water passage 352. The first cooling water passage 350 is a water passage for cooling the first electrical device 310a provided in the first electrical housing 342. The first cooling water passage 350 extends in the forward and backward directions. The second cooling water passage 352 is a water passage for cooling the second electrical device 310b provided in the second electrical housing 344.

[0105] The second electrical housing 344 is provided with a cooler cooling water passage 354 and the like. The cooler cooling water passage 354 is a water passage for cooling the oil cooler 320 that communicates with the oil cooler 320. The cooler cooling water passage 354 communicates with the second cooling water passage 352 on the side of the second electrical device 310b.

[0106] As described above, according to the present embodiment, the same effects as those of the foregoing Embodiment 1 can be obtained.

[0107] The embodiments of the present invention have been described in detail based on the drawings, but the present invention is also applicable to other modes.

[0108] For example, in the aforementioned Embodiment 1, the oil cooler 86 is disposed in the second electrical housing 104, but is not limited thereto. For example, the oil cooler 86 may also be disposed in the first electrical housing 102. In this case, the cooler cooling water passage 114 communicates with the first cooling water passage 110. The same applies to the aforementioned Embodiments 2 and 3.

[0109] In addition, in the aforementioned Embodiment 1, the DCDC converter 62 and the reactor 70 are disposed so as to sandwich the second cooling water passage 112, but are not limited thereto. For example, the DCDC converter 62 and the reactor 70 may also be disposed on the same side with respect to the second cooling water passage 112.

[0110] In addition, in the aforementioned Embodiment 1, the second wall surface 100b and the fifth wall surface 100e are exemplified as the wall surfaces on which the first electrical housing 102 and the second electrical housing 104 are disposed, but are not limited thereto. The first electrical housing 102 and the second electrical housing 104 may be respectively disposed on two of 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. However, the wall surface on which the engine 12 is disposed is excluded. Therefore, the first electrical housing 102 may be disposed on the second wall surface 100b, and the second electrical housing 104 may be disposed on the fifth wall surface 100e. The same applies to the aforementioned Embodiment 3.

[0111] In addition, in the aforementioned Embodiment 2, the first wall surface 260a and the fifth wall surface 260e are exemplified as the wall surfaces on which the first electrical housing 262 and the second electrical housing 264 are disposed, but are not limited thereto. The first electrical housing 262 and the second electrical housing 264 may be respectively disposed on two of the first wall surface 260a, the second wall surface 260b, the third wall surface 260c, the fourth wall surface 260d, the fifth wall surface 260e, and the sixth wall surface 260f. Therefore, the second electrical housing 264 may also be disposed on the second wall surface 260b. Alternatively, the first electrical housing 262 may be disposed on the first wall surface 260a, and the second electrical housing 264 may be disposed on the fifth wall surface 260e.

[0112] In addition, in the aforementioned Embodiment 1, the electric vehicle 10 may also be a so-called plug-in hybrid vehicle that can charge the high-voltage battery 50 using the power supplied from an external power source. In this case, the charger included in the electric vehicle 10 may be housed in either the first electrical housing 102 or the second electrical housing 104, or may be disposed above the first electrical housing 102 in the vertical direction. For example, when the power control unit 60 does not include the boost converter 66 and does not have the reactor 70, the charger may be housed in the second electrical housing 104. The same applies to the aforementioned Embodiment 3.

[0113] In addition, in the above-described Embodiment 1, the DCDC board 94 on which the second electrical device 60b is fixedly provided is mounted on the cover 18c, but it is not limited to this manner. For example, the second electrical device 60b may be fixedly provided on the housing main body 18b side of the cover 18c. In this case, by connecting the cover 18c to the housing 18b, a DCDC space Sdc is formed in the cover 18c.

[0114] In addition, the electric vehicle to which the present invention is applied may also be a series hybrid vehicle including an engine, a driving motor that functions as a power source, and a power supply motor that is connected to the engine in a manner capable of transmitting power and generates electricity by the power of the engine. In such a series hybrid vehicle, the driving motor generates power by the generated power generated by the power of the engine, so the engine functions as a power source. In addition, in such a series hybrid vehicle, the power transmission path between the engine and the drive wheels may be cut off or connected by the operation of a clutch.

[0115] In addition, in the above-described Embodiment 1, each of 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 included in the drive housing 100 may not be a flat surface. As long as 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 are wall surfaces that form a space for housing the drive device 92, for example, they may have a structure including recesses and protrusions. The same applies to the first wall surface 260a, the second wall surface 260b, the third wall surface 260c, the fourth wall surface 260d, the fifth wall surface 260e, and the sixth wall surface 260f in the above-described Embodiment 2. The same applies to the first wall surface 340a, the second wall surface 340b, the third wall surface 340c, the fourth wall surface 340d, the fifth wall surface 340e, and the sixth wall surface 340f in the above-described Embodiment 3.

[0116] In addition, the above is merely one embodiment, and the present invention can be implemented in various modified and improved forms based on the knowledge of those skilled in the art. Description of Reference Numerals

[0117] 10: Electric vehicle (hybrid vehicle)

[0118] 12: Engine

[0119] 16: Power transmission device

[0120] 50: High-voltage storage battery

[0121] 52: Auxiliary storage battery (low-voltage storage battery)

[0122] 60a: First electrical device

[0123] 60b: Second electrical device

[0124] 62: DC / DC converter

[0125] 66: Boost converter

[0126] 68: Inverter

[0127] 70: Reactor

[0128] 86: Oil cooler

[0129] 90: Mechatronic unit

[0130] 92: Drive device

[0131] 100: Drive housing

[0132] 100a: First wall surface

[0133] 100b: Second wall surface

[0134] 100c: Third wall surface

[0135] 100d: Fourth wall surface

[0136] 100e: Fifth wall surface

[0137] 100f: Sixth wall surface

[0138] 102: First electrical housing

[0139] 104: Second electrical housing

[0140] 110: First cooling water passage (water passage for cooling the first electrical device)

[0141] 112: Second cooling water passage (water passage for cooling the second electrical device)

[0142] 114: Cooler cooling water passage (water passage for cooling the oil cooler)

[0143] CL1: First axis (rotational axis of the motor)

[0144] CL3: Third axis (rotational axis of the motor)

[0145] MG1: First motor (motor)

[0146] MG2: Second motor (motor)

[0147] 300: Electric vehicle (hybrid vehicle)

[0148] 302: Engine

[0149] 304: Power transmission device

[0150] 310a: First electrical device

[0151] 310b: Second electrical device

[0152] 312: DCDC converter

[0153] 316: Reactor

[0154] 318: Inverter

[0155] 320: Oil cooler

[0156] 330: Mechatronic unit

[0157] 332: Driving device

[0158] 340: Driving housing

[0159] 340a: First wall

[0160] 340b: Second wall

[0161] 340c: Third wall

[0162] 340d: Fourth wall

[0163] 340e: Fifth wall

[0164] 340f: Sixth wall

[0165] 342: First electrical housing

[0166] 344: Second electrical housing

[0167] 350: First cooling water passage (water passage for cooling the first electrical device)

[0168] 352: Second cooling water passage (water passage for cooling the second electrical device)

[0169] 354: Cooler cooling water passage (water passage for cooling the oil cooler)

[0170] CLA: Axis of rotation (axis of rotation of the electric motor)

[0171] MGA: Auxiliary electric motor (electric motor).

Claims

1. A hybrid vehicle (10; 300), comprising an electric motor (MG1, MG2; MGA), a power transmission device (16; 304) connected to the electric motor (MG1, MG2; MGA) in a power transmission manner, a first electrical device (60a; 310a), a second electrical device (60b; 310b), a drive housing (100; 340) accommodating a drive device (92; 332) including the electric motor (MG1, MG2; MGA) and the power transmission device (16; 304), a first electrical housing (102; 342) accommodating the first electrical device (60a; 310a), and a second electrical housing (104; 344) accommodating the second electrical device (60b; 310b), and a mechatronic unit (90; 330) in which the drive housing (100; 340), the first electrical housing (102; 342) and the second electrical housing (104; 344) are integrally arranged. The hybrid vehicle (10; 300) further comprises: A water channel (110; 350) for cooling the first electrical device (60a; 310a) disposed in the first electrical housing (102; 342); A water channel (112; 352) for cooling the second electrical device (60b; 310b) provided in the second electrical housing (104; 344); and a water-cooled oil cooler (86; 320) for cooling the oil used for cooling the motor (MG1, MG2; MGA), The drive housing (100; 340) comprises a first wall (100a; 340a), a second wall (100b; 340b), a third wall (100c; 340c), a fourth wall (100d; 340d), a fifth wall (100e; 340e) and a sixth wall (100f; 340f) forming a space for accommodating the drive device (92; 332), The first electrical housing (102; 342) and the second electrical housing (104; 344) are respectively arranged on two of the first wall (100a; 340a), the second wall (100b; 340b), the third wall (100c; 340c), the fourth wall (100d; 340d), the fifth wall (100e; 340e) and the sixth wall (100f; 340f), The oil cooler (86; 320) is arranged in one of the first electrical housing (102; 342) and the second electrical housing (104; 344). The electrical housing of one side is provided with a water path (114; 354) for cooling the oil cooler (86; 320), and the water path (114; 354) for cooling the oil cooler (86; 320) is connected to the water path for cooling the electrical equipment accommodated in the electrical housing of the one side of the first electrical equipment (60a; 310a) and the second electrical equipment (60b; 310b).

2. The hybrid vehicle (10; 300) according to claim 1, wherein: The electrical housing of one side is arranged in a horizontal direction relative to the drive housing (100; 340) and in the direction of the rotation axis of the electric motor (MG1, MG2; MGA) when mounted in the hybrid vehicle (10; 300), and the electrical housing of the other side of the first electrical housing (102; 342) and the second electrical housing (104; 344) is arranged above the drive housing (100; 340) in a vertical direction when mounted in the hybrid vehicle (10; 300).

3. The hybrid vehicle (10; 300) according to claim 1, wherein: The hybrid vehicle (10; 300) further comprises an engine (12; 302) connected to the power transmission device (16; 304) in a manner capable of transmitting power. The engine (12; 302) is arranged in a horizontal direction relative to the drive housing (100; 340) when mounted in the hybrid vehicle (10; 300), and the first wall (100a; 340a), the second wall (100b; 340b), the third wall (100c; 340c), the fourth wall (100d; 340d), the fifth wall (100e; 340e) and the sixth wall (100f; 340f) are walls in the direction of the rotation axis of the electric motor (MG1, MG2; MGA), The one electrical housing is arranged on the opposite side of the engine (12; 302) relative to the drive housing (100; 340) when mounted in the hybrid vehicle (10; 300). The other of the first electrical housing (102; 342) and the second electrical housing (104; 344) is arranged vertically above the drive housing (100; 340) when mounted in the hybrid vehicle (10; 300).

4. The hybrid vehicle (10; 300) according to any one of claims 1 to 3, wherein: The hybrid vehicle (10; 300) further comprises a high-voltage battery (50) and a low-voltage battery (52). The first electrical device (60a; 310a) includes an inverter (68; 318) that converts direct current power from the high-voltage battery (50) into alternating current power and supplies the alternating current power to the motor (MG1, MG2; MGA). The second electrical device (60b; 310b) includes a DCDC converter (62; 312) for stepping down the voltage of the high-voltage battery (50) to charge the low-voltage battery (52).

5. The hybrid vehicle (10; 300) according to claim 4, wherein: The second electrical device (60b; 310b) further includes a reactor (70; 316) of a boost converter (66) that boosts the DC power from the high-voltage battery (50) and supplies the boost to the inverter (68; 318).

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