Electric vehicle

Abstract

The invention provides an electric vehicle capable of suppressing deterioration of cooling performance while improving the degree of freedom of mounting a mechatronics unit. The engine is disposed on a first wall surface which is a wall surface on the side where the engine is connected to the input shaft of the power transmission device. In addition, the first electrical housing and the second electrical housing are disposed on two of 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 electrical housing and the second electrical housing are disposed separately, and the electromechanical integrated unit can be easily mounted on the electric vehicle. In addition, since the first electric housing and the second electric housing are disposed at positions separated from the engine, the first electric device and the second electric device are prevented from being heated from the engine. Therefore, deterioration of cooling performance can be suppressed while improving the degree of freedom of mounting the mechatronics unit.

Description

Technical Field

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

[0002] An electric vehicle is widely known, which includes: an electric motor; a power transmission device connected to the electric motor in a manner capable of transmitting power; 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. The electric vehicle has a mechatronic unit in which the drive housing, the first electrical housing, and the second electrical housing are integrally arranged. For example, the in-vehicle unit described in Patent Document 1 is such a mechatronic unit. In this Patent Document 1, a mechatronic unit having a laminated structure in which the drive housing, the first electrical housing, and the second electrical housing are arranged in the vertical direction in the in-vehicle state is disclosed.

[0003] Prior Art Documents

[0004] Patent Documents

[0005] Patent Document 1: Japanese Unexamined Patent Application Publication No. 2022-152851 Summary of the Invention

[0006] Problems to be Solved by the Invention

[0007] However, when a mechatronic unit having a laminated structure is mounted on a vehicle, depending on the mounting space or the components of the mechatronic unit, the degree of freedom in mounting the mechatronic unit may be reduced. On the other hand, considering arranging one of the first electrical housing and the second electrical housing above the drive housing in the vertical direction and arranging the other electrical housing in the horizontal direction of the drive housing. However, depending on the arrangement positions of the two electrical housings, there is a possibility that the first electrical device and / or the second electrical device is heated by a main power source such as an engine or an electric motor, deteriorating the cooling performance of the mechatronic unit.

[0008] The present invention has been completed in view of the above circumstances, and an object thereof is to provide an electric vehicle capable of improving the degree of freedom in mounting a mechatronic unit while suppressing deterioration of cooling performance.

[0009] Technical Means for Solving the Problems

[0010] The gist of the first invention lies in: (a) an electric vehicle, comprising: 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, the electric vehicle having a mechatronic unit in which the drive housing, the first electrical housing, and the second electrical housing are integrally arranged, wherein, (b) the electric vehicle further comprises an engine connected to the power transmission device in a power-transmissible manner, (c) the drive housing has 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 that form a space for housing the drive device, (d) the engine is arranged on the first wall surface which is a wall surface on the side where the engine is connected to the input shaft of the power transmission device, (e) the first electrical housing and the second electrical housing are respectively arranged on two of the second wall surface, the third wall surface, the fourth wall surface, the fifth wall surface, and the sixth wall surface.

[0011] Furthermore, regarding the second invention, in the electric vehicle described in the first invention, in the mounted state where the engine is mounted on the electric vehicle, it is arranged horizontally with respect to the drive housing, and one of the first electrical housing and the second electrical housing is arranged on the side opposite to the engine with respect to the drive housing in the mounted state where it is mounted on the electric vehicle, and the other of the first electrical housing and the second electrical housing is arranged above the drive housing in the vertical direction in the mounted state where it is mounted on the electric vehicle.

[0012] Further, the gist of the third invention lies in: (a) an electric vehicle, comprising: an electric motor; a power transmission device connected to the electric motor in a manner capable of transmitting power; a first electrical device; a second electrical device; a drive housing that houses a drive unit 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, wherein the electric vehicle has a mechatronic unit in which the drive housing, the first electrical housing, and the second electrical housing are integrally arranged, and wherein, (b) 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 that form a space for housing the drive unit, (c) one of the first electrical housing and the second electrical housing is arranged on the first wall surface, which is a wall surface on the side opposite to the electric motor with respect to the power transmission device, (d) the other electrical housing among the first electrical housing and the second electrical housing is arranged on any one of the four wall surfaces among the second wall surface, the third wall surface, the fourth wall surface, the fifth wall surface, and the sixth wall surface that is on the same side as the electric motor with respect to the power transmission device, i.e., other than the second wall surface.

[0013] Further, regarding the fourth invention, in the electric vehicle described in the third invention, in the mounted state on the electric vehicle, the one electrical housing is arranged horizontally with respect to the drive housing, and in the mounted state on the electric vehicle, the other electrical housing is arranged above the drive housing in the vertical direction.

[0014] Further, regarding the fifth invention, in the electric vehicle described in any one of the first to fourth inventions, the electric vehicle further includes a high-voltage battery and a low-voltage battery, the first electrical device includes a converter 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.

[0015] Further, regarding the sixth invention, in the electric vehicle described in the fifth 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 converter.

[0016] Further, regarding the seventh invention, in the electric vehicle described in the fifth invention, the electric vehicle further includes a charger that charges the high-voltage battery using power supplied from an external power source, and the charger is housed in either the first electrical housing or the second electrical housing.

[0017] In addition, regarding the eighth invention, in the electric vehicle described in the fifth invention, the first electrical device further includes a motor control device that controls the converter. The electric vehicle further includes a current sensor that detects the current of the motor and supplies a detection signal to the motor control device. The current sensor is housed in the first electrical housing.

[0018] In addition, regarding the ninth invention, in the electric vehicle described in the fifth invention, the first electrical device further includes a motor control device that controls the converter. The electric vehicle further includes a resolver that detects the rotational speed of the motor and supplies a detection signal to the motor control device. The resolver is disposed in the drive housing on the motor. The wiring that electrically connects the motor control device and the resolver is only disposed in the drive housing and the first electrical housing.

[0019] In addition, regarding the tenth invention, in the electric vehicle described in the fifth invention, the first electrical device further includes a motor control device that controls the converter. The electric vehicle further includes: a current sensor that is housed in the first electrical housing, detects the current of the motor, and supplies a detection signal to the motor control device; and a resolver that is disposed in the drive housing on the motor, detects the rotational speed of the motor, and supplies a detection signal to the motor control device. The resolver is disposed on one side in a direction parallel to the rotation axis of the motor with respect to the motor, and the current sensor is disposed on the other side in a direction parallel to the rotation axis of the motor with respect to the motor.

[0020] Advantages of the Invention

[0021] According to the first invention, the engine is disposed on the first wall surface, which is a wall surface on the side where the engine is connected to the input shaft of the power transmission device. In addition, the first electrical housing and the second electrical housing are respectively disposed on two of the second wall surface, the third wall surface, the fourth wall surface, the fifth wall surface, and the sixth wall surface. Thus, the first electrical housing and the second electrical housing are separately disposed, so that the mechatronic unit can be easily mounted on the electric vehicle. In addition, since the first electrical housing and the second electrical housing are disposed at positions separated from the engine, the heat received by the first electrical device and the second electrical device from the engine is suppressed. Therefore, it is possible to improve the degree of freedom in mounting the mechatronic unit while suppressing the deterioration of the cooling performance.

[0022] Further, according to the second invention, in the mounted state where the engine is mounted in an electric vehicle, the engine is arranged in the horizontal direction with respect to the drive housing. Further, one of the first electric housing and the second electric housing is arranged on the side opposite to the engine with respect to the drive housing in the mounted state where it is mounted in an electric vehicle. Further, the other of the first electric housing and the second electric housing is arranged above the drive housing in the vertical direction in the mounted state where it is mounted in an electric vehicle. Thus, the mechatronic unit can be easily and properly mounted in the electric vehicle. Further, the heat reception of the first electric device and the second electric device from the engine is appropriately suppressed.

[0023] Further, according to the third invention, one of the first electric housing and the second electric housing is arranged on the first wall surface which is the wall surface on the side opposite to the motor with respect to the power transmission device. Further, the other of the first electric housing and the second electric housing is arranged on any one of the four wall surfaces other than the second wall surface among the second wall surface, the third wall surface, the fourth wall surface, the fifth wall surface and the sixth wall surface, which is the wall surface on the same side as the motor with respect to the power transmission device. Thus, the first electric housing and the second electric housing are separately arranged, so that the mechatronic unit can be easily mounted in the electric vehicle. Further, since the first electric housing and the second electric housing are arranged at positions separated from the motor, the heat reception of the first electric device and the second electric device from the motor is suppressed. Therefore, it is possible to suppress the deterioration of the cooling performance while increasing the degree of freedom of mounting of the mechatronic unit.

[0024] Further, according to the fourth invention, in the mounted state where it is mounted in an electric vehicle, one of the first electric housing and the second electric housing is arranged in the horizontal direction with respect to the drive housing, and the other electric housing is arranged above the drive housing in the vertical direction. Thus, the mechatronic unit can be easily and properly mounted in the electric vehicle. Further, the heat reception of the first electric device and the second electric device from the motor is appropriately suppressed.

[0025] Further, according to the fifth invention, the first electric device includes a converter 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. Thus, the converter and the DCDC converter are separately arranged, so that the motor and the converter can be easily connected, and the maintainability of the DCDC converter is improved.

[0026] Further, according to the sixth 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 converter. Thus, the converter and the reactor are separately arranged, so that the maintainability of the reactor is improved.

[0027] In addition, according to the seventh invention, a charger that charges the high-voltage battery using electric power supplied from an external power source is housed in either the first electric housing or the second electric housing. Thereby, the mounting space can be effectively utilized.

[0028] In addition, according to the eighth invention, the first electric device further includes a motor control device that controls the converter, and a current sensor that detects the current of the motor and supplies a detection signal to the motor control device is housed in the first electric housing. Thereby, the current sensor can be directly connected to the motor control device, and the current sensor can be directly connected to the motor. Therefore, the terminal block can be eliminated, and the cost of the mechatronic unit is suppressed.

[0029] In addition, according to the ninth invention, the first electric device further includes a motor control device that controls the converter, and a resolver that detects the rotational speed of the motor and supplies a detection signal to the motor control device is disposed in the drive housing on the motor. In addition, the wiring that electrically connects the motor control device and the resolver is only arranged in the drive housing and the first electric housing. Thereby, compared with the case where the wiring that transmits the detection signal from the resolver is temporarily pulled out of the drive housing, the length of the wiring can be shortened, and thus the cost of the mechatronic unit is suppressed.

[0030] In addition, according to the tenth invention, the first electric device further includes a motor control device that controls the converter. In addition, a current sensor that detects the current of the motor and supplies a detection signal to the motor control device is housed in the first electric housing, and a resolver that detects the rotational speed of the motor and supplies a detection signal to the motor control device is disposed in the drive housing on the motor. In addition, the resolver is disposed on one side in a direction parallel to the rotation axis of the motor with respect to the motor, and the current sensor is disposed on the other side in a direction parallel to the rotation axis of the motor with respect to the motor. Thereby, the current sensor can be directly connected to the motor control device, and the current sensor can be directly connected to the motor. In addition, the wiring that electrically connects the motor control device and the resolver can be easily arranged only in the drive housing and the first electric housing. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 is a diagram illustrating an example of the schematic configuration of an electric vehicle to which the present invention is applied.

[0032] Figure 2 is a diagram illustrating an example of the electrical configuration related to the control of the first motor and the second motor, etc.

[0033] Figure 3 is a diagram illustrating an example of the schematic configuration of the mechatronic unit.

[0034] Figure 4 This is a diagram showing an example of the schematic structure of a mechatronic unit.

[0035] Figure 5 This is a schematic diagram showing an example of the arrangement of the respective parts constituting the mechatronic unit.

[0036] Figure 6 This is a diagram showing an example of the arrangement of the mechatronic unit in terms of the housing.

[0037] Figure 7 This is a schematic diagram showing an example of the arrangement of the respective parts constituting the mechatronic unit, and is a diagram showing an example different from Figure 5 that.

[0038] Figure 8 This is a diagram showing an example of the state of mounting the mechatronic unit on an electric vehicle.

[0039] Figure 9 This is a diagram showing an example of the schematic structure of an electric vehicle to which the present invention is applied, and is an embodiment different from the electric vehicle of Figure 1 that.

[0040] Figure 10 This is a diagram showing an example of the electrical structure related to the control of the motor and the like.

[0041] Figure 11 This is to illustrate Figure 9 an example of the arrangement of the mechatronic unit in the electric vehicle of that.

[0042] Figure 12 This is a diagram showing an example of the arrangement of the mechatronic unit, and is a diagram showing an example different from Figure 11 that.

[0043] Figure 13 This is a diagram showing an example of an electric vehicle to which the present invention is applied, and is an embodiment different from the electric vehicle of Figure 1 that. Detailed implementation mode

[0044] In an embodiment of the present invention, in a broad sense, the mechatronic unit is a unit formed by integrating a housing containing the drive device including the motor and the power transmission device and a housing containing the power control device, that is, a unit formed by closely arranging the 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 structure: the housing containing the power control device and the housing containing the drive device are separate and are fastened by brackets or bolts. Alternatively, 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.

[0045] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

[0046]

Embodiment 1

[0047] Figure 1 This is a diagram showing an example of the schematic structure of an electric vehicle 10 to which the present invention is applied. In Figure 1 this case, the electric vehicle 10 is a hybrid vehicle equipped with an engine 12, a first motor MG1, and a second motor MG2. In addition, the electric vehicle 10 is equipped with drive wheels 14 and a power transmission device 16.

[0048] The engine 12 is a known internal combustion engine. The power transmission device 16 is provided in the power transmission path between the engine 12 and the drive wheels 14 and in the power transmission path between the second motor MG2 and the drive wheels 14. The engine 12 is a power source, such as a main power source, that is 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, such as an auxiliary power source, that is connected to the power transmission device 16 in a manner capable of transmitting power.

[0049] The first motor MG1 and the second motor MG2 are each a known rotary electric machine 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 housing 18 that is a non-rotating member mounted on the vehicle body.

[0050] 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 drive gear 32, a differential gear 34, a reduction gear 36, etc. inside a housing 18. In addition, the power transmission device 16 includes a pair of drive shafts 38 connected to the differential gear 34, etc.

[0051] 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. A drive gear 26a is formed on a part of the outer peripheral surface of the compound gear 26. 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 fixedly arranges the driven gear 28 and the final drive gear 32 so that they cannot rotate relative to each other. The final drive 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 is connected to the second motor MG2 in a manner capable of transmitting power.

[0052] The power transmission device 16 configured in this way is applicable to a vehicle of the FF (front-engine front-wheel drive) type or the RR (rear-engine rear-wheel drive) type. The power transmission device 16 transmits the power output from the engine 12 to the driven gear 28 via the speed change section 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 sequentially transmits the power transmitted to the driven gear 28 to the drive wheels 14 via the driven shaft 30, the final drive gear 32, the differential gear 34, the drive shafts 38, etc. The driven gear 28, the driven shaft 30, and the final drive gear 32 are transmission mechanisms for transmitting the power from the second motor MG2 to the differential gear 34 and are also transmission mechanisms for transmitting 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 shafts 38 transmit 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.

[0053] The speed change section 24 includes a first electric motor MG1 and a differential mechanism 40. The differential mechanism 40 is a 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 electric motor MG1 and is connected to the first electric 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 and the like. The ring gear R is formed as a part of the inner peripheral surface of the compound gear 26 and is integrally connected to the drive gear 26a.

[0054] The differential mechanism 40 functions as a differential mechanism that is connected to the engine 12 in a manner capable of transmitting power and that produces a differential action. The first electric motor MG1 is an electric motor that is 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 electric motor MG1 and the drive gear 26a. The speed change section 24 is a known electric speed change mechanism that controls the differential state of the differential mechanism 40 by controlling the operating state of the first electric motor MG1.

[0055] 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 drive 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.

[0056] The housing 18 includes a housing outer shell 18a, a housing main body 18b, and a cover 18c. The housing outer shell 18a is connected to the engine block 12b of the engine 12 at the opening portion on the engine 12 side. The housing outer shell 18a and the housing main body 18b are integrally connected by fasteners such as bolts in such a manner that the opening portion on the side opposite to the engine 12 of the housing outer shell 18a is aligned with the opening portion on the engine 12 side of the housing main body 18b. The housing main body 18b and the cover 18c are integrally connected by fasteners in such a manner that the opening portion on the side opposite to the engine 12 of the housing main body 18b is blocked by the cover 18c.

[0057] The housing main body 18b is a housing configured to include a partition wall 18b1 that separates the gear chamber Rg housing the driven gear 28, differential gear 34, differential mechanism 40, etc. from the motor chamber Rm housing the first motor MG1 and the second motor MG2. The housing main body 18b and the outer shell 18a form the gear chamber Rg. The housing main body 18b forms the motor chamber Rm between the partition wall 18b1 and the cover 18c.

[0058] Figure 2 It is a diagram showing an example of the electrical structure related to the control of the first motor MG1 and the second 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.

[0059] The high-voltage battery 50 is a DC power source capable of charging and discharging, such as a secondary battery like 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 the second motor MG2 via the power control unit 60, for example. In addition, power based on the power generation control of the first motor MG1 and the regenerative control of the second motor MG2 is supplied to the high-voltage battery 50 via the power control unit 60. The high-voltage battery 50 is a driving battery.

[0060] The power control unit 60 includes a DCDC 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 exchanged between the high-voltage battery 50 and the first motor MG1 and the second motor MG2 respectively.

[0061] The DCDC converter 62 is connected to the high-voltage battery 50. The DCDC converter 62 functions as a charging device that steps down the voltage of the high-voltage battery 50 to the same voltage as the auxiliary battery 52 to charge the auxiliary battery 52. The auxiliary battery 52 is a low-voltage battery that supplies power for operating the auxiliary equipment and the motor control device 64, etc. provided in the electric vehicle 10.

[0062] The boost converter 66 includes a reactor 70 and 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. Thus, the boost converter 66 boosts the DC power from the high-voltage battery 50 and supplies it to the inverter 68.

[0063] The converter 68 includes the MG1 power module 76, the 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 and 74. The converter 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 converter 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 converter 68 converts the AC current generated by the power generation of the first motor MG1 by the power of the engine 12 and the AC current generated by the power generation of the second motor MG2 by regenerative braking into a DC current. The converter 68 supplies the AC current generated by the power generation of the first motor MG1 as driving power for the second motor MG2 according to the driving state.

[0064] The motor control device 64 controls the boost converter 66 and the converter 68, and controls 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 for the first motor MG1 and the second motor MG2 respectively. The motor control device 64 drives the first motor MG1 in order to ensure the power generation amount required for supplying power to the second motor MG2 and charging the high-voltage battery 50. The motor control device 64 drives the second motor MG2 based on an 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.

[0065] 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 FIG. is a side view observed from the left side of the electric vehicle 10. Figure 5 FIG. is a view when observed from the rear of the electric vehicle 10, and is a schematic view showing an example of the arrangement of the respective parts constituting the mechatronic unit 90. In addition, the vertical direction, the forward and backward direction, and the vehicle width direction (horizontal direction) in the figure indicate the directions in the mounted state when 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.

[0066] In Figures 3 to 5Among them, 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 speed-changing drive axle including a power transmission device 16 (26a, 28, 32, 34a, 36, etc.), a first motor MG1, and a second motor MG2. The power control unit 60 is divided into a first electrical device 60a and a second electrical device 60b for arrangement. The first electrical device 60a includes, for example, a motor control device 64 (refer to Figure 5 "MG_ECU" in

[0067] and an inverter 68. The second electrical device 60b includes, for example, a DC-DC converter 62 and a reactor 70.

[0068] The electric vehicle 10 is provided with a DC-DC board 94 on which the second electrical device 60b is fixedly arranged. The DC-DC board 94 is installed in the opening of the cover 18c on the side opposite to the housing body 18b. Thus, a DC-DC space Sdc is formed in the cover 18c.

[0069] In the mounted state of the drive device 92 on the electric vehicle 10, it is housed in the lower space Slp in the housing body 18b and the internal space Sip of the outer housing 18a. In the mounted state of the first electrical device 60a on the electric vehicle 10, it is housed in the upper space Sup in the housing body 18b. In the mounted state of the second electrical device 60b on the electric vehicle 10, it is housed in the DC-DC space Sdc in the cover 18c.

[0070] Refer to Figure 3, the drive device 92 is configured such that in the mounted state on the electric vehicle 10, the first axis CL1, the second axis CL2, the third axis CL3, and the fourth axis CL4 are each parallel to the horizontal direction perpendicular to the forward and backward direction of the electric vehicle 10. Further, in the mounted state of the drive device 92 on the electric vehicle 10, the positions of the respective axes are in the order of the second motor MG2, the driven shaft 30, the first motor MG1, and the differential gear 34 from the upper side to the lower side in the vertical direction, and in the order of the first motor MG1, the driven shaft 30, the differential gear 34, and the second motor MG2 from the front side to the rear side in the forward and backward direction. Thereby, the axial distance between the respective axes is appropriately ensured, and the volume of the drive device 92 in the vertical direction is reduced. Therefore, an upper space Sup is generated in the upper part of the drive device 92 in the vertical direction.

[0071] A first electrical device 60a, which is part of the power control unit 60, is mounted in the space generated by reducing the volume of the drive device 92 in the vertical direction. 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 into the first electrical device 60a and the second electrical device 60b for mounting, the volume of the mechatronic unit 90 in the vertical direction is reduced.

[0072] In Figure 5 , the electric vehicle 10 further includes a first resolver 80, a second resolver 82, a current sensor 84, a first wiring 86, and a second wiring 88. The first resolver 80 is disposed in the motor chamber Rm on the first motor MG1 (see Figure 1 ). The first wiring 86 is a wiring that electrically connects the motor control device 64 and the first resolver 80. The first resolver 80 is a resolver that detects the rotational speed of the first motor MG1 and supplies a detection signal to the motor control device 64. The second resolver 82 is disposed in the motor chamber Rm on the second motor MG2 (see Figure 1 ). The second wiring 88 is a wiring that electrically connects the motor control device 64 and the second resolver 82. The second resolver 82 is a resolver that detects the rotational speed of the second motor MG2 and supplies a detection signal to the motor control device 64. The current sensor 84 detects the current of each of the first motor MG1 and the second motor MG2 and supplies each detection signal to the motor control device 64.

[0073] Figure 6 is a diagram showing an example of the configuration of the mechatronic unit 90 in terms of the housing. Figure 6 is a diagram when viewed from the rear of the electric vehicle 10. In Figure 6In this case, the electric vehicle 10 includes a drive housing 100, a first electric housing 102, and a second electric housing 104.

[0074] 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 main body 18b and the inner space Sip of the outer housing 18a. The first electric housing 102 is a housing having a space for accommodating the first electric device 60a, that is, the upper space Sup of the housing main body 18b. The second electric housing 104 is a housing having a space for accommodating the second electric device 60b, that is, the DCDC space Sdc of the cover 18c. The mechatronic unit 90 is a unit in which the drive housing 100, the first electric housing 102, and the second electric housing 104 are integrally arranged. The housing 18 can be regarded as a housing in which the drive housing 100, the first electric housing 102, and the second electric housing 104 are integrally arranged.

[0075] 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 is connected to the input shaft 22, that is, the wall surface of the outer housing 18a connected to 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 connected to 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 and 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.

[0076] The engine 12 is disposed on the first wall surface 100a. That is, in the mounted state of being mounted on the electric vehicle 10, the engine 12 is disposed adjacent to the drive housing 100 in the horizontal direction.

[0077] The first electrical housing 102 and the second electrical housing 104 are respectively arranged on two of 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. For example, the first electrical housing 102 is arranged on the fifth wall surface 100e. That is, in the mounted state of being mounted on the electric vehicle 10, the first electrical housing 102 is arranged adjacent to the drive housing 100 above in the vertical direction. In addition, the second electrical housing 104 is arranged on the second wall surface 100b. That is, in the mounted state of being mounted on the electric vehicle 10, the second electrical housing 104 is arranged adjacent to the drive housing 100 on the side opposite to the engine 12.

[0078] The first resolver 80 is arranged in the drive housing 100 on the first motor MG1. The second resolver 82 is arranged in the drive housing 100 on the second motor MG2. The current sensor 84 is housed in the first electrical housing 102. The first wiring 86 and the second wiring 88 are each only arranged in the drive housing 100 and the first electrical housing 102. The first resolver 80 is arranged on one side of the first motor MG1 in a direction parallel to the first axis CL1, and the current sensor 84 is arranged on the other side of the first motor MG1 in a direction parallel to the first axis CL1. The second resolver 82 is arranged on one side of the second motor MG2 in a direction parallel to the third axis CL3, and the current sensor 84 is arranged on the other side of the second motor MG2 in a direction parallel to the third axis CL3.

[0079] Figure 7 It is a view when observing from the rear of the electric vehicle 10, and is a schematic view showing an example of the arrangement of each part constituting the mechatronic unit 90. Figure 7 It shows Figure 5 a different example. Regarding Figure 7 the arrangement of each part in Figure 5 the arrangement of each part in Figure 5 is different. In Figure 7 the DCDC converter 62 and the reactor 70 in the second electrical device 60b are arranged in the DCDC space Sdc of the cover 18c in the vertical direction. On the other hand,

[0080] Figure 8 It is a view explaining an example of the state of mounting the mechatronic unit 90 on the electric vehicle 10. In Figure 8In this case, the mechatronic unit 90 is housed in the engine room 96. The engine room 96 is synonymous with the engine compartment and is a power source chamber that houses the power source. In the engine room 96, for example, an auxiliary battery 52, an air cleaner 98, etc. are also housed. The high-voltage battery 50 is disposed below the interior space of the electric vehicle 10.

[0081] As described above, according to the present embodiment, the engine 12 is disposed on the first wall surface 100a. In addition, the first electric housing 102 and the second electric housing 104 are respectively disposed on two of 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, since the first electric housing 102 and the second electric housing 104 are separately disposed, the mechatronic unit 90 can be easily mounted on the electric vehicle 10. In addition, since the first electric housing 102 and the second electric housing 104 are disposed at positions separated from the engine 12, the heat reception of the first electric device 60a and the second electric device 60b from the engine 12 is suppressed. Therefore, it is possible to suppress the deterioration of the cooling performance while increasing the degree of freedom in mounting the mechatronic unit 90.

[0082] In addition, according to the present embodiment, in the mounted state where the engine 12 is mounted on the electric vehicle 10, it is disposed adjacent to the drive housing 100 in the horizontal direction. In addition, in the mounted state where the first electric housing 102 is mounted on the electric vehicle 10, it is disposed above the drive housing 100 in the vertical direction. In addition, in the mounted state where the second electric housing 104 is mounted on the electric vehicle 10, it is disposed on the side opposite to the engine 12 with respect to the drive housing 100. Thus, the mechatronic unit 90 can be easily and appropriately mounted on the electric vehicle 10. In addition, the heat reception of the first electric device 60a and the second electric device 60b from the engine 12 is appropriately suppressed.

[0083] In addition, according to the present embodiment, the first electric device 60a includes a converter 68, and the second electric device 60b includes a DCDC converter 62. Thus, since the converter 68 and the DCDC converter 62 are separately disposed, it is easy to connect the first motor MG1 and the second motor MG2 to the converter 68 respectively, and in addition, the maintenance performance of the DCDC converter 62 is improved.

[0084] In addition, according to the present embodiment, the second electric device 60b further includes a reactor 70. Thus, since the converter 68 and the reactor 70 are separately disposed, the maintenance performance of the reactor 70 is improved.

[0085] In addition, according to the present embodiment, the first electrical device 60a further includes a motor control device 64, and the current sensor 84 is housed in the first electrical housing 102. Thus, the current sensor 84 can be directly connected to the motor control device 64, and the current sensor 84 can be directly connected to the first motor MG1 and the second motor MG2 respectively. Therefore, the terminal block can be eliminated, and the cost of the mechatronic unit 90 is suppressed.

[0086] In addition, according to the present embodiment, the first electrical device 60a further includes a motor control device 64. In addition, the first resolver 80 is disposed in the drive housing 100 for the first motor MG1, and the second resolver 82 is disposed in the drive housing 100 for the second motor MG2. Further, the first wiring 86 and the second wiring 88 are each disposed only within the drive housing 100 and the first electrical housing 102. Thus, compared with the case where the first wiring 86 and the second wiring 88 are temporarily pulled out of the drive housing 100 respectively, the length of the wiring can be shortened, and therefore the cost of the mechatronic unit 90 is suppressed.

[0087] In addition, according to the present embodiment, the first electrical device 60a further includes a motor control device 64. In addition, the current sensor 84 is housed in the first electrical housing 102. In addition, the first resolver 80 is disposed in the drive housing 100 for the first motor MG1, and the second resolver 82 is disposed in the drive housing 100 for the second motor MG2. In addition, the first resolver 80 is disposed on one side in a direction parallel to the first axis CL1 with respect to the first motor MG1, and the current sensor 84 is disposed on the other side in a direction parallel to the first axis CL1 with respect to the first motor MG1. In addition, the second resolver 82 is disposed on one side in a direction parallel to the third axis CL3 with respect to the second motor MG2, and the current sensor 84 is disposed on the other side in a direction parallel to the third axis CL3 with respect to the second motor MG2. Thus, the current sensor 84 can be directly connected to the motor control device 64, and the current sensor 84 can be directly connected to the first motor MG1 and the second motor MG2 respectively. In addition, the first wiring 86 and the second wiring 88 are each easily disposed only within the drive housing 100 and the first electrical housing 102.

[0088] 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 their description is omitted.

[0089]

Embodiment 2

[0090] 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 electric motor MG1, and a second electric motor MG2, is exemplified. In the present embodiment, as the electric vehicle, an electric vehicle including an electric motor is exemplified.

[0091] Figure 9 FIG. is an example showing a schematic configuration of an electric vehicle 200 to which the present invention is applied. In Figure 9 this figure, the electric vehicle 200 is an electric vehicle including an electric motor MG. The main difference between the electric vehicle 200 and the electric vehicle 10 of the above-described Embodiment 1 is that the electric vehicle 200 does not include the engine 12 and the speed change unit 24 including the first electric motor MG1. In addition, the electric motor MG of the electric vehicle 200 corresponds to the second electric motor MG2 of the electric vehicle 10. The electric vehicle 200 is also provided with a power transmission device 202 connected to the electric motor MG in a manner capable of transmitting power, similar to the electric vehicle 10. The electric motor MG is a power source, for example, a main power source. The electric motor MG and the power transmission device 202 are disposed in a housing 204.

[0092] Figure 10 FIG. is an example showing an electrical configuration related to control of the electric motor MG and the like. In Figure 10 this figure, 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 socket 234, and the like.

[0093] 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.

[0094] The AC charger 230 is connected to the charging socket 234 via the in-vehicle charging cable 232. The charging socket 234 is provided on the vehicle body in a manner capable of being connected to a charging connector 284 of an external charging cable 282, and the external charging cable 282 is connected to an external power source 280 which is a power source outside 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.

[0095] The power control unit 220 includes a DC / DC converter 222, an electric motor control device 224, an inverter 226, and the like. The power control unit 220 is a power control device that controls the power transferred between the high-voltage battery 210 and the electric motor MG.

[0096] 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 auxiliary equipment and the motor control device 224 etc. provided in the electric vehicle 200.

[0097] 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.

[0098] Figure 11 It is a diagram showing an example of the configuration of the mechatronic unit 250 in terms of the housing. Figure 11 It is a diagram when viewed from the rear of the electric vehicle 200. In Figure 11 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 transaxle 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 equipment 220a and a second electrical equipment 220b and arranged. The first electrical equipment 220a includes, for example, the motor control device 224 (refer to Figure 11 "MG_ECU" in

[0099] The electric vehicle 200 further includes a resolver 240, a current sensor 242, and a wiring 244. The resolver 240 detects the rotational speed of the motor MG and supplies the detection signal to the motor control device 224. The current sensor 242 detects the current of the motor MG and supplies the detection signal to the motor control device 224. The wiring 244 electrically connects the motor control device 224 and the resolver 240.

[0100] The electric vehicle 200 includes a drive housing 260, a first electrical housing 262, and a second electrical housing 264. The drive housing 260 is a housing having a space for accommodating the drive device 252. The first electrical housing 262 is a housing having a space for accommodating the first electrical equipment 220a. The second electrical housing 264 is a housing having a space for accommodating the second electrical equipment 220b. The mechatronic unit 250 is a unit in which the drive housing 260, the first electrical housing 262, and the second electrical housing 264 are integrally arranged. The housing 204 can be regarded as a housing in which the drive housing 260, the first electrical housing 262, and the second electrical housing 264 are integrally arranged.

[0101] 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.

[0102] The second electrical housing 264 is disposed on the first wall surface 260a, which is the wall surface on the side opposite to the motor MG with respect to the power transmission device 202. In the mounted state on the electric vehicle 200, the second electrical housing 264 is on the side opposite to the motor MG with respect to the power transmission device 202 and is disposed adjacent to the drive housing 260 in the horizontal direction.

[0103] The first electrical housing 262 is disposed on any one of the four wall surfaces other than the second wall surface 260b among 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, which is the wall surface on the same side as the motor MG with respect to the power transmission device 202. For example, the first electrical housing 262 is disposed on the fifth wall surface 260e. That is, in the mounted state on the electric vehicle 200, the first electrical housing 262 is disposed adjacent to the drive housing 260 above in the vertical direction.

[0104] The AC charger 230 is housed in either the first electrical housing 262 or the second electrical housing 264. For example, the AC charger 230 is housed in the second electrical housing 264. Alternatively, the AC charger 230 may also be housed in the first electrical housing 262. Alternatively, the AC charger 230 may also be arranged above the first electrical housing 262 in the vertical direction.

[0105] The rotary transformer 240 is arranged in the motor MG in the drive housing 260. The current sensor 242 is accommodated in the first electrical housing 262. The wiring 244 is arranged only in the drive housing 260 and the first electrical housing 262. The rotary transformer 240 is arranged on one side in a direction parallel to the third axis CL3 relative to the motor MG, and the current sensor 242 is arranged on the other side in a direction parallel to the third axis CL3 relative to the motor MG.

[0106] Figure 12 This is a diagram when the electric vehicle 200 is viewed from the rear, and is a diagram illustrating an example of the configuration of the mechatronic unit 250 using the housing as a unit. Figure 12 is the same as Figure 11 A different example diagram. Figure 12 The configuration of the various parts in is different from in that the AC charger 230 is not housed in the second electrical housing 264. Figure 11 The configuration of each part is different. For example, when the power control unit 220 has a boost converter (not shown) having a reactor 270 and the like in the same manner as the power control unit 60, the reactor 270 is stored in the second electrical housing 264. The reactor 270 is included in the second electrical device 220b. In this case, the AC charger 230 is arranged vertically above the first electrical housing 262, for example.

[0107] As described above, according to the present embodiment, the second electrical housing 264 is arranged on the first wall 260a, which is the wall on the opposite side of the motor MG with respect to the power transmission device 202. In addition, the first electrical housing 262 is arranged on any one of the four walls other than the second wall 260b, the third wall 260c, the fourth wall 260d, the fifth wall 260e, and the sixth wall 260f, which is the wall on the same side of the motor MG with respect to the power transmission device 202. Thus, the first electrical housing 262 and the second electrical housing 264 are divided and arranged, so that the mechatronic unit 250 is easily mounted on the electric vehicle 200. In addition, since the first electrical housing 262 and the second electrical housing 264 are arranged at a position separated from the motor MG, the heat received by the first electrical device 220a and the second electrical device 220b from the motor MG is suppressed. Therefore, the degree of freedom of mounting the mechatronic unit 250 can be improved while suppressing the deterioration of the cooling performance.

[0108] Further, according to the present embodiment, in the mounted state on the electric vehicle, the second electric housing 264 is arranged relative to the drive housing 260 in the horizontal direction, and the first electric housing 262 is arranged above the drive housing 260 in the vertical direction. Thereby, the mechatronic unit 250 can be easily and properly mounted on the electric vehicle 200. In addition, the heat reception of the first electric device 220a and the second electric device 220b from the motor MG is appropriately suppressed.

[0109] Further, according to the present embodiment, the first electric device 220a includes a converter 226, and the second electric device 220b includes a DC-DC converter 222. Thereby, the converter 226 and the DC-DC converter 222 are separately arranged, so that the motor MG and the converter 226 can be easily connected, and in addition, the maintainability of the DC-DC converter 222 is improved.

[0110] Further, according to the present embodiment, the second electric device 220b further includes a reactor 270. Thereby, the converter 226 and the reactor 270 are separately arranged, so that the maintainability of the reactor 270 is improved.

[0111] Further, according to the present embodiment, the AC charger 230 is housed in either one of the first electric housing 262 and the second electric housing 264. Thereby, the mounting space can be effectively utilized.

[0112] Further, according to the present embodiment, the first electric device 220a further includes a motor control device 224, and the current sensor 242 is housed in the first electric housing 262. Thereby, the current sensor 242 can be directly connected to the motor control device 224, and the current sensor 242 can be directly connected to the motor MG, so that the terminal block can be eliminated, and the cost of the mechatronic unit 250 is suppressed.

[0113] Further, according to the present embodiment, the first electric device 220a further includes a motor control device 224, and the resolver 240 is arranged in the drive housing 260 for the motor MG. In addition, the wiring 244 is only arranged in the drive housing 260 and the first electric housing 262. Thereby, compared with the case where the wiring 244 is temporarily pulled out of the drive housing 260, the length of the wiring can be shortened, so that the cost of the mechatronic unit 250 is suppressed.

[0114] In addition, according to the present embodiment, the first electrical device 220a further includes a motor control device 224. Further, the current sensor 242 is housed in the first electrical housing 262, and the resolver 240 is disposed in the drive housing 260 on the motor MG. Further, the resolver 240 is disposed on one side in a direction parallel to the third axis CL3 with respect to the motor MG, and the current sensor 242 is disposed on the other side in a direction parallel to the third axis CL3 with respect to the motor MG. Thus, the current sensor 242 can be directly connected to the motor control device 224, and the current sensor 242 can be directly connected to the motor MG. Further, the wiring 244 can be easily disposed only in the drive housing 260 and the first electrical housing 262.

[0115]

Embodiment 3

[0116] 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, a parallel hybrid vehicle including an engine, a power transmission device that transmits power from the engine to drive wheels, and a motor that transmits power to the drive wheels via the power transmission device is exemplified.

[0117] Figure 13 FIG. is a diagram illustrating an example of an electric vehicle 300 to which the present invention is applied. Figure 13 FIG. is a diagram illustrating an example of the arrangement of the mechatronics unit 330 in terms of the housing. Figure 13 FIG. is a view when observing the electric vehicle 300 from the rear.

[0118] In Figure 13 , the electric vehicle 300 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 manner capable of transmitting power. The engine 302 is a power source such as a main power source that is 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 such as a sub-power source that 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 the housing 306.

[0119] The electric vehicle 300 has an electrical structure related to the control of the auxiliary motor MGA and the like, similarly to 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 13 “MG_ECU” in

[0120] The mechatronic 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 transaxle including a power transmission device 304 and an auxiliary motor MGA. The power control unit 310 is divided into a first electrical device 310a and a second electrical device 310b for arrangement. 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.

[0121] The electric vehicle 300 further includes a resolver 320, a current sensor 322, and a wiring 324. The resolver 320 detects the rotational speed of the auxiliary motor MGA and supplies a detection signal to the motor control device 314. The current sensor 322 detects the current of the auxiliary motor MGA and supplies a detection signal to the motor control device 314. The wiring 324 electrically connects the motor control device 314 and the resolver 320.

[0122] 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 mechatronic 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 a housing in which the drive housing 340, the first electrical housing 342, and the second electrical housing 344 are integrally arranged.

[0123] 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 a wall surface on the right side in the vehicle width direction and is a wall surface on the side where the engine 302 is connected to the input shaft 308 of the power transmission device 304. The second wall surface 340b is a wall surface on the left side in the vehicle width direction and is a wall surface opposite to the first wall surface 340a. The third wall surface 340c is a wall surface on the rear side in the forward and backward direction. The fourth wall surface 340d is a wall surface on the front side in the forward and backward direction and is a wall surface opposite to the third wall surface 340c. The fifth wall surface 340e is a wall surface on the upper side in the vertical direction. The sixth wall surface 340f is a wall surface on the lower side in the vertical direction and is a wall surface opposite to the fifth wall surface 340e.

[0124] The engine 302 is disposed on the first wall surface 340a. That is, in the mounted state of being mounted on the electric vehicle 300, the engine 302 is disposed adjacent to the drive housing 340 in the horizontal direction.

[0125] The first electrical housing 342 and the second electrical housing 344 are respectively disposed on two of 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. For example, the first electrical housing 342 is disposed on the fifth wall surface 340e. That is, in the mounted state of being mounted on the electric vehicle 300, the first electrical housing 342 is disposed adjacent to the drive housing 340 above in the vertical direction. In addition, the second electrical housing 344 is disposed on the second wall surface 340b. That is, in the mounted state of being mounted on the electric vehicle 300, the second electrical housing 344 is disposed adjacent to the drive housing 340 on the side opposite to the engine 302.

[0126] The resolver 320 is disposed in the drive housing 340 on the auxiliary electric motor MGA. The current sensor 322 is housed in the first electrical housing 342. The wiring 324 is only disposed in the drive housing 340 and the first electrical housing 342. The resolver 320 is disposed on one side of the auxiliary electric motor MGA in a direction parallel to the rotation axis CLA of the auxiliary electric motor MGA, and the current sensor 322 is disposed on the other side of the auxiliary electric motor MGA in a direction parallel to the rotation axis CLA.

[0127] As described above, according to the present embodiment, the same effects as those of the above-described Embodiment 1 can be obtained.

[0128] As described above, the embodiments of the present invention have been described in detail with reference to the drawings, but the present invention is also applicable to other modes.

[0129] For example, in the above-described Embodiment 1, as the wall surfaces on which the first electrical housing 102 and the second electrical housing 104 are disposed, the second wall surface 100b and the fifth wall surface 100e are exemplified, but it is not limited to this mode. The first electrical housing 102 and the second electrical housing 104 only need to be respectively disposed on two of 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. Therefore, it may also be that the first electrical housing 102 is disposed on the second wall surface 100b and the second electrical housing 104 is disposed on the fifth wall surface 100e. The same applies to the above-described Embodiment 3.

[0130] In addition, in the above-described Embodiment 2, the second electrical housing 264 is disposed on the first wall surface 260a, which is the wall surface for disposing the first electrical housing 262, and the fifth wall surface 260e is illustrated, but it is not limited to this manner. The first electrical housing 262 may be disposed on any one of the four wall surfaces other than the second wall surface 260b among 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. Alternatively, the first electrical housing 262 may be disposed on the first wall surface 260a. In this case, the second electrical housing 264 may be disposed on any one of the four wall surfaces other than the second wall surface 260b among 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, it is also possible that the first electrical housing 262 is disposed on the first wall surface 260a and the second electrical housing 264 is disposed on the fifth wall surface 260e.

[0131] In addition, in the above-described 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 electric 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 above-described Embodiment 3.

[0132] In addition, in the above-described Embodiment 1, the first resolver 80 may also be disposed on the side opposite to the power transmission device 16 with respect to the first motor MG1. In addition, the second resolver 82 may also be disposed on the side opposite to the power transmission device 16 with respect to the second motor MG2. The same applies to the above-described Embodiments 2 and 3.

[0133] 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 also be fixedly provided on the side of the housing main body 18b of the cover 18c. In this case, by connecting the cover 18c and the housing main body 18b, a DCDC space Sdc is formed in the cover 18c.

[0134] In addition, the electric vehicle applying the present invention may also be a series hybrid vehicle equipped with an engine, a driving motor that functions as a power source, and an electric power supply motor that is connected to the engine in a power-transmittable manner and generates electric power using the power of the engine. In such a series hybrid vehicle, the driving motor generates power using the generated electric power produced by the power of the engine, and thus the engine functions as a power source, for example, as a main power source. In addition, in such a series hybrid vehicle, it may also be a structure in which the power transmission path between the engine and the drive wheels is cut off or connected by the operation of a clutch.

[0135] In addition, in the above-mentioned Embodiment 1, 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 flat surfaces respectively. 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 only need to be wall surfaces that form a space for housing the drive device 92, and for example, may also be a structure including concave portions and convex portions. 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-mentioned 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-mentioned Embodiment 3.

[0136] In addition, in the above-mentioned Embodiment 1, the current sensor 84 is housed in the first electrical housing 102 having a space for housing the first electrical device 60a including the motor control device 64, but it is not limited to this manner. For example, the current sensor 84 may also be housed in a housing different from the motor control device 64, and for example, may also be housed in the second electrical housing 104. That is, the current sensor 84 may be housed in the first electrical housing 102 or the second electrical housing 104. The same applies to the above-mentioned Embodiments 2 and 3.

[0137] In addition, the above-described manner is merely one embodiment, and the present invention can be implemented in various modified and improved ways based on the knowledge of those skilled in the art.

[0138] Reference Numeral Explanation

[0139] 10: Electric vehicle;

[0140] 12: Engine;

[0141] 16: Power transmission device;

[0142] 22: Input shaft;

[0143] 50: High-voltage battery;

[0144] 52: Auxiliary battery (low-voltage battery);

[0145] 60a: First electrical device;

[0146] 60b: Second electrical device;

[0147] 62: DCDC converter;

[0148] 64: Motor control device;

[0149] 66: Boost converter;

[0150] 68: Converter;

[0151] 70: Reactor;

[0152] 80: First resolver (resolver);

[0153] 82: Second resolver (resolver);

[0154] 84: Current sensor;

[0155] 86: First wiring (wiring);

[0156] 88: Second wiring (wiring);

[0157] 90: Mechatronic unit;

[0158] 92: Driving device;

[0159] 100: Driving housing;

[0160] 100a: First wall surface;

[0161] 100b: Second wall surface;

[0162] 100c: Third wall surface;

[0163] 100d: Fourth wall surface;

[0164] 100e: Fifth wall surface;

[0165] 100f: Sixth wall surface;

[0166] 102: First electrical housing;

[0167] 104: Second electrical housing;

[0168] CL1: First axis (rotational axis of the motor);

[0169] CL3: Third axis (rotation axis of the motor);

[0170] MG1: First motor (motor);

[0171] MG2: Second motor (motor);

[0172] 200: Electric vehicle;

[0173] 202: Power transmission device;

[0174] 210: High-voltage battery;

[0175] 212: Auxiliary battery (low-voltage battery);

[0176] 220a: First electrical equipment;

[0177] 220b: Second electrical equipment;

[0178] 222: DCDC converter;

[0179] 224: Motor control device;

[0180] 226: Converter;

[0181] 230: AC charger (charger);

[0182] 240: Resolver;

[0183] 242: Current sensor;

[0184] 244: Wiring;

[0185] 250: Mechatronic unit;

[0186] 252: Driving device;

[0187] 260: Driving housing;

[0188] 260a: First wall surface;

[0189] 260b: Second wall surface;

[0190] 260c: Third wall surface;

[0191] 260d: Fourth wall surface;

[0192] 260e: Fifth wall surface;

[0193] 260f: Sixth wall surface;

[0194] 262: First electrical housing;

[0195] 264: Second electrical housing;

[0196] 270: Reactor;

[0197] 280: External power supply (external power source);

[0198] MG: Motor;

[0199] 300: Electric vehicle;

[0200] 302: Engine;

[0201] 304: Power transmission device;

[0202] 308: Input shaft;

[0203] 310a: First electrical device;

[0204] 310b: Second electrical device;

[0205] 312: DC-DC converter;

[0206] 314: Motor control device;

[0207] 316: Reactor;

[0208] 318: Converter;

[0209] 320: Resolver;

[0210] 322: Current sensor;

[0211] 324: Wiring;

[0212] 330: Mechatronic unit;

[0213] 332: Drive device;

[0214] 340: Drive housing;

[0215] 340a: First wall surface;

[0216] 340b: Second wall surface;

[0217] 340c: Third wall surface;

[0218] 340d: Fourth wall surface;

[0219] 340e: Fifth wall surface;

[0220] 340f: Sixth wall surface;

[0221] 342: First electrical housing;

[0222] 344: Second electrical housing;

[0223] CLA: Axis of rotation (axis of rotation of the electric motor);

[0224] MGA: Auxiliary electric motor (electric motor).

Claims

1. An electric 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 manner capable of transmitting power; a first electrical device (60a; 310a); a second electrical device (60b; 310b); a drive housing (100; 340) accommodating a drive device (90) including the electric motor (MG1, MG2; MGA) and the power transmission device (16; 304); 2; 332); a first electrical housing (102; 342) for accommodating the first electrical device (60a; 310a); and a second electrical housing (104; 344) for accommodating the second electrical device (60b; 310b), the electric vehicle (10; 300) having 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 configured, characterized in that The electric vehicle (10; 300) further includes an engine (12; 302) connected to the power transmission device (16; 304) in a manner capable of transmitting power. 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 engine (12; 302) is arranged on the first wall surface (100a; 340a) which is a wall surface on one side where the engine (12; 302) is connected to an input shaft (22; 308) of the power transmission device (16; 304), The first electrical housing (102; 342) and the second electrical housing (104; 344) are respectively arranged on two walls among 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).

2. The electric vehicle (10; 300) according to claim 1, characterized in that: The engine (12; 302) is arranged in a horizontal direction relative to the drive housing (100; 340) when mounted in the electric vehicle (10; 300). One of the first electrical housing (102; 342) and the second electrical housing (104; 344) is arranged on a side opposite to the engine relative to the drive housing (100; 340) when mounted in the electric 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 electric vehicle (10; 300).

3. An electric vehicle (200), comprising: an electric motor (MG); a power transmission device (202) connected to the electric motor (MG) in a manner capable of transmitting power; a first electrical device (220a); a second electrical device (220b); a drive housing (260) accommodating a drive device (252) including the electric motor (MG) and the power transmission device (202); a first electrical housing (262) accommodating the first electrical device (220a); and a second electrical housing (264) accommodating the second electrical device (220b), wherein the electric vehicle (200) has a mechatronic unit (250) in which the drive housing (260), the first electrical housing (262) and the second electrical housing (264) are integrally arranged, characterized in that: The drive housing (260) includes a first wall (260a), a second wall (260b), a third wall (260c), a fourth wall (260d), a fifth wall (260e), and a sixth wall (260f) forming a space for accommodating the drive device (252). One of the first electrical housing (262) and the second electrical housing (264) is arranged on the first wall surface (260a) which is located on the opposite side of the power transmission device (202) from the electric motor (MG). The other of the first electrical housing (262) and the second electrical housing (264) is arranged on any one of the four walls, namely, the second wall (260b), the third wall (260c), the fourth wall (260d), the fifth wall (260e) and the sixth wall (260f), which are on the same side as the electric motor (MG) relative to the power transmission device (202), i.e., other than the second wall (260b).

4. The electric vehicle (200) according to claim 3, characterized in that: The one electrical housing is arranged in a horizontal direction relative to the drive housing (260) when mounted in the electric vehicle (200). The other electrical housing is arranged above the drive housing (260) in the vertical direction when mounted on the electric vehicle (200).

5. The electric vehicle (10; 200; 300) according to any one of claims 1 to 4, characterized in that: The electric vehicle (10; 200; 300) further comprises a high-voltage battery (50; 210) and a low-voltage battery (52; 212). The first electrical device (60a; 220a; 310a) includes a converter (68; 226; 318) that converts direct current power from the high-voltage battery (50; 210) into alternating current power and supplies the alternating current power to the motor (MG1, MG2; MG; MGA), The second electrical device (60b; 220b; 310b) includes a DCDC converter (62; 222; 312) which steps down the voltage of the high-voltage battery (50; 210) to charge the low-voltage battery (52; 212).

6. The electric vehicle (10; 200; 300) according to claim 5, characterized in that: The second electrical device (60b; 220b; 310b) also includes a reactor (70; 270; 316) of a boost converter (66), and the boost converter (66) boosts the DC power from the high-voltage battery (50; 210) and supplies it to the converter (68; 226; 318).

7. The electric vehicle (10; 200; 300) according to claim 5, characterized in that: The electric vehicle (10; 200; 300) further includes a charger (230) for charging the high-voltage battery (50; 210) using power supplied from an external power source (280). The charger (230) is housed in any one of the first electrical housing (102; 262; 342) and the second electrical housing (104; 264; 344).

8. The electric vehicle (10; 200; 300) according to claim 5, characterized in that: The first electrical device (60a; 220a; 310a) further includes a motor control device (64; 224; 314) for controlling the converter (68; 226; 318), The electric vehicle (10; 200; 300) further includes a current sensor (84; 242; 322) which detects the current of the motor (MG1, MG2; MG; MGA) and supplies a detection signal to the motor control device (64; 224; 314). The current sensor (84; 242; 322) is housed in the first electrical housing (102; 262; 342).

9. The electric vehicle according to claim 5, characterized in that: The first electrical device (60a; 220a; 310a) further includes a motor control device (64; 224; 314) for controlling the converter (68; 226; 318), The electric vehicle (10; 200; 300) further includes a rotary transformer (80; 82; 240; 320) which detects the rotation speed of the motor (MG1, MG2; MG; MGA) and supplies a detection signal to the motor control device (64; 224; 314). The rotary transformer (80; 82; 240; 320) is arranged in the drive housing (100; 260; 340) and in the motor (MG1, MG2; MG; MGA). Wiring (86, 88; 244; 324) electrically connecting the motor control device (64; 224; 314) and the rotary transformer (80; 82; 240; 320) is arranged only in the drive housing (100; 260; 340) and in the first electrical housing (102; 262; 342).

10. The electric vehicle (10; 200; 300) according to claim 5, characterized in that: The first electrical device (60a; 220a; 310a) further includes a motor control device (64; 224; 314) for controlling the converter (68; 226; 318), The electric vehicle (10; 200; 300) further comprises: a current sensor (84; 242; 322) housed in the first electrical housing (102; 262; 342) for detecting the current of the electric motor (MG1, MG2; MG; MGA) and supplying a detection signal to the electric motor control device (64; 224; 314); and a rotary transformer (80; 82; 240; 320) disposed in the drive housing (100; 260; 340) and connected to the electric motor (MG1, MG2; MG; MGA) for detecting the rotation speed of the electric motor (MG1, MG2; MG; MGA) and supplying a detection signal to the electric motor control device (64; 224; 314). The rotary transformer (80; 82; 240; 320) is arranged on one side of the motor (MG1, MG2; MG; MGA) in a direction parallel to the rotation axis (CL1, CL3; CLA) of the motor (MG1, MG2; MG; MGA), and the current sensor (84; 242; 322) is arranged on the other side of the motor (MG1, MG2; MG; MGA) in a direction parallel to the rotation axis (CL1, CL3; CLA) of the motor (MG1, MG2; MG; MGA).

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