Drive device for hybrid electric vehicle

Abstract

A drive device for a hybrid electric vehicle includes: a first housing connected to an engine and housing a first electric motor, a power distribution mechanism, a second electric motor, a driven gear mechanism, and a differential gear; and a "second housing" (rear cover) connected so as to close an opening on the side of the "first housing" opposite to the engine, and an on-board unit (MD) also serving as a vibration suppression member is disposed at a position overlapping a line segment (VW) connecting the first axis and the third axis on the "second housing" (rear cover). As a result, the vibration of the rear cover is reduced by the mass (m) of the on-board unit (MD), and the generation of noise can be suppressed without increasing the number of parts.

Description

Technical Field

[0001] The present invention relates to a drive device for a hybrid electric vehicle. Background Art

[0002] There is known a drive device for a hybrid electric vehicle having the following structure. In a hybrid electric vehicle, a first motor and a power distribution mechanism are arranged on a first axis, a driven gear mechanism is arranged on a second axis, a second motor is arranged on a third axis, and a differential gear is arranged on a fourth axis. The first motor, the power distribution mechanism, the second motor, the driven gear mechanism, and the differential gear are housed in a housing. The power distribution mechanism has an output rotating member provided with a drive gear, and distributes and transmits the power from the engine to the first motor and the output rotating member. The driven gear mechanism has a driven gear that meshes with the drive gear. The second motor is connected to the driven gear mechanism. The differential gear is connected to the driven gear mechanism. For example, the hybrid drive device described in Japanese Unexamined Patent Application Publication No. 2020-50042 has the above structure. In Japanese Unexamined Patent Application Publication No. 2020-50042, a technique for suppressing the generation of gear noise in a hybrid drive device is disclosed. Specifically, an actuator of a parking lock mechanism is connected to the outer surface of the housing via a bracket. The outer surface of the housing to which the actuator of the parking lock mechanism is connected is located on the side opposite to the side where the meshing portion of the drive gear and the driven gear is located with respect to the first axis. Summary of the Invention

[0003] In addition, the noise of the drive device is generated not only due to the meshing portion of the drive gear and the driven gear, but also due to the vibration caused by other gears, motors, etc., which causes the housing of the drive device to vibrate. In the housing structure, a flat and wide portion has low rigidity and is easily vibrated, so noise is easily generated. In the case where the housing of the drive device is composed of a first housing and a second housing as follows, noise is easily generated. The first housing is connected to the engine and houses the built-in parts of the drive device. And, the second housing is configured in a lid shape that closes the opening on the side opposite to the engine of the first housing. The second housing has a flat and wide shape, so noise is easily generated. And, the vibrations of the first motor and the second motor are transmitted from the respective rotation shaft support portions of the first motor and the second motor provided on the second housing. By causing a large vibration of the flat and wide portion, that is, the portion that is easily vibrated, between the respective rotation shaft support portions, noise is generated. Due to this countermeasure, there is a problem of an increase in the number of parts due to the addition of a mass damper, a sound insulation cover, etc.

[0004] In addition, as a mechatronic device, in the case where a power control unit that controls the power of the control motor is integrally incorporated in the drive device, the power control unit is arranged, for example, on the upper part of the drive device. In order to ensure the maintenance area of the power control unit, the mounting seat surface of the vehicle body mounting component that was conventionally arranged on the upper part of the drive device is sometimes arranged on the second housing. In this case, vibrations from the vehicle body are transmitted to the second housing via the mounting seat surface, and there is also a problem that noise is more likely to be generated.

[0005] The present invention has been completed in view of the above situation, and an object thereof is to provide a drive device for a hybrid electric vehicle that can suppress noise generation without increasing the number of parts.

[0006] The gist of the first invention is as follows: (a) A drive device for a hybrid electric vehicle, in which a first motor, a power distribution mechanism, a second motor, a driven gear mechanism, and a differential gear are housed in a housing, the first motor and the power distribution mechanism are arranged on a first axis, the power distribution mechanism has an output rotating member provided with a drive gear, and distributes and transmits the power from the engine to the first motor and the output rotating member, the driven gear mechanism having a driven gear that meshes with the drive gear is arranged on a second axis, the second motor connected to the driven gear mechanism is arranged on a third axis, and the differential gear connected to the driven gear mechanism is arranged on a fourth axis. (b) The housing is connected to the engine and includes: a first housing that houses the first motor, the power distribution mechanism, the second motor, the driven gear mechanism, and the differential gear; and a second housing that is connected so as to close an opening on the side of the first housing opposite to the engine. (c) An in-vehicle unit that also serves as a vibration damping member is arranged at a position on the second housing that overlaps with a line segment connecting the first axis and the third axis.

[0007] According to the first invention, the housing is connected to the engine and includes a first housing and a second housing. The first housing houses the first motor, the power distribution mechanism, the second motor, the driven gear mechanism, and the differential gear. The second housing is connected so as to close an opening on the side of the first housing opposite to the engine. And, an in-vehicle unit that also serves as a vibration damping member is arranged at a position on the second housing that overlaps with a line segment connecting the first axis and the third axis. Thus, in addition to the original function of the in-vehicle unit, the vibration of the second housing transmitted from the first motor and the second motor is reduced by the mass of the in-vehicle unit, and thus noise generation can be suppressed without increasing the number of parts. Description of the Drawings

[0008] The features, advantages, technology, and industrial significance of the embodiments of the present invention are described as follows with reference to the accompanying drawings, where the same reference numerals denote the same elements.

[0009] Figure 1 FIG. 1 is an example of a diagram illustrating a schematic structure of a hybrid electric vehicle to which the present invention is applied.

[0010] Figure 2 FIG. 2 is an example of a diagram illustrating an electrical structure related to control of the electric motor and the like.

[0011] Figure 3 FIG. 3 is an example of a diagram illustrating a schematic structure of a drive device.

[0012] Figure 4 FIG. 4 is an example of a diagram illustrating an arrangement of a vehicle-mounted unit that also serves as a vibration suppression component according to the present invention with respect to the drive device.

[0013] Figure 5 FIG. 5 is a diagram for explaining Figure 4 an example of an arrangement in a case where a mounting seat surface for a vehicle body mounting member is provided in the arrangement of the vehicle-mounted unit. DETAILED DESCRIPTION OF THE INVENTION

[0014] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

[0015] Figure 1 FIG. 1 is an example of a diagram illustrating a schematic structure of a hybrid electric vehicle (hereinafter referred to as a vehicle) 10 to which the present invention is applied. In Figure 1 the vehicle 10 is a hybrid electric vehicle including an engine 12 that functions as a power source and a second motor MG2 that functions as a power source. In addition, the vehicle 10 includes drive wheels 14, a power transmission device 16, and a first motor MG1.

[0016] The engine 12 is a known internal combustion engine. The drive wheels 14 are left and right wheels with respect to the forward and backward directions of the vehicle 10. 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.

[0017] The first motor MG1 and the second motor MG2 are known rotary 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 mounted on the vehicle body, that is, a non-rotating housing 18.

[0018] The power transmission device 16 includes a damper 20, an input shaft 22, a speed change section 24, a compound gear 26, a driven gear mechanism 28, a differential gear 34, a reduction gear 36, etc. inside the housing 18. In addition, the power transmission device 16 includes a pair of drive shafts 38 connected to the differential gear 34, etc. In addition, the driven gear mechanism 28 includes a driven gear 28a, a driven shaft 30, and an end transmission gear 32. The driven gear 28a and the end transmission gear 32 are fixedly provided on the driven shaft 30 in a non-rotatable relative manner, respectively.

[0019] The damper 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 damper 20 and is connected to the crankshaft 12a via the damper 20, etc. The speed change section 24 is connected to the input shaft 22. The compound gear 26 is an output rotating member 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 driven gear 28a meshes with the drive gear 26a. The end transmission gear 32 has a smaller diameter than the driven gear 28a and meshes with the differential ring gear 34a. The reduction gear 36 has a smaller diameter than the driven gear 28a and meshes with the driven gear 28a. 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.

[0020] The power transmission device 16 configured in this way is applicable to vehicles of the FF (front-engine front-wheel drive) or RR (rear-engine rear-wheel drive) type. The power transmission device 16 transmits the power output from the engine 12 to the driven gear mechanism 28 via the speed change section 24. In addition, the power transmission device 16 connects the second motor MG2 and the driven gear mechanism 28 via the reduction gear 36 in a manner capable of transmitting power. Moreover, the power transmission device 16 connects the driven gear mechanism 28 and the differential gear 34 in a manner capable of transmitting power, and transmits the power transmitted to the differential gear 34 to the drive wheels 14 via the drive shafts 38, etc. The driven gear mechanism 28 is a transmission mechanism that transmits the power from the second motor MG2 to the differential gear 34 and is a transmission mechanism that transmits 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.

[0021] The speed change section 24 includes a first electric motor MG1 and a power distribution mechanism 40. The power distribution 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. That is, the power distribution mechanism 40, which is a part of the power transmission device 16, is connected to the first electric motor MG1, which is an electric motor, in a manner capable of transmitting power. The carrier CA is connected to the input shaft 22. That is, the power distribution mechanism 40 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. That is, the power distribution mechanism 40 is connected to the drive wheel 14 in a manner capable of transmitting power.

[0022] The power distribution 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 power distribution state of the power distribution mechanism 40 by controlling the operating state of the first electric motor MG1.

[0023] 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. That is, the first axis CL1 is the rotation axis of the first electric motor MG1. The first electric motor MG1 and the power distribution mechanism 40 are arranged on the first axis CL1. The second axis CL2 is the axis of the driven shaft 30, and the driven gear mechanism 28 is arranged on the second axis CL2. That is, the second axis CL2 is the rotation axis of the driven gear mechanism 28. The third axis CL3 is the axis of the rotor shaft of the second electric motor MG2. That is, the third axis CL3 is the rotation axis of the second electric motor MG2. The second electric motor MG2 and the reduction gear 36 are arranged on the third axis CL3. The fourth axis CL4 is the axis of the drive shaft 38 and is the axis of the differential gear 34. That is, the fourth axis CL4 is the rotation axis of the drive shaft 38 and the differential gear 34. The differential gear 34 is arranged on the fourth axis CL4. The second axis CL2 and the fourth axis CL4 are the rotation axes of the power transmission device 16.

[0024] The housing 18 includes a housing case 18a, a housing main body 18b, and a rear cover 18c. The housing case 18a is connected to the engine body 12b of the engine 12 at the opening portion on the engine 12 side. The housing case 18a and the housing main body 18b are integrally connected by fasteners such as bolts in a manner that the opening portion on the side opposite to the engine 12 of the housing case 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 rear cover 18c are integrally connected by fasteners so that the opening portion on the side opposite to the engine 12 of the housing main body 18b is closed by the rear cover 18c. The housing main body 18b is configured to include a partition wall (not shown). The partition wall separates the gear chamber Rg that houses the power distribution mechanism 40, the driven gear mechanism 28, the differential gear 34, etc., from the motor chamber Rm that houses the first motor MG1 and the second motor MG2. The housing main body 18b and the housing case 18a form the gear chamber Rg. The housing main body 18b and the rear cover 18c form the motor chamber Rm. In this way, the housing 18 houses the first motor MG1, the second motor MG2, the power distribution mechanism 40, the driven gear mechanism 28, the differential gear 34, etc. The housing case 18a and the housing main body 18b correspond to the "first housing" in the present invention. In addition, the rear cover 18c corresponds to the "second housing" in the present invention.

[0025] 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 this, the vehicle 10 further includes a high-voltage battery 50, an auxiliary battery 52, a power control unit 54, etc.

[0026] 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 54. The stored power is supplied from the high-voltage battery 50 to, for example, the second motor MG2 via the power control unit 54. In addition, power based on the power generation control of the first motor MG1 and power based on the regeneration control of the second motor MG2 are supplied to the high-voltage battery 50 via the power control unit 54. The high-voltage battery 50 corresponds to the "battery" in the present invention.

[0027] The power control unit 54 includes a DCDC converter 56, a motor control device 58, a boost converter 60, a converter 62, etc. The power control unit 54 is a power control device that controls the power respectively transmitted and received between the high-voltage battery 50 and the first motor MG1 and the second motor MG2.

[0028] The DCDC converter 56 is connected to the high-voltage battery 50. The DCDC converter 56 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 and charges the auxiliary battery 52. The auxiliary battery 52 supplies electric power for operating the auxiliaries, the motor control device 58, the electronic control device 70 described later, etc. provided in the vehicle 10.

[0029] The boost converter 60 includes a reactor, switching elements, etc. not shown. The boost converter 60 is a buck-boost circuit that has the function of boosting the voltage of the high-voltage battery 50 and supplying it to the converter 62 and the function of stepping down the voltage converted to DC by the converter 62 and supplying it to the high-voltage battery 50.

[0030] The converter 62 includes an MG1 power module 64, an MG2 power module 66, etc. The MG1 power module 64 includes a plurality of transistors, etc. that convert a DC current into a three-phase alternating current by being driven to be turned on and off as switching elements, and constitutes a three-phase bridge circuit of the U-phase, V-phase, and W-phase. The vehicle 10 further includes a bus bar 68, and the first motor MG1 is electrically connected to the MG1 power module 64 (i.e., the converter 62) through the bus bar 68. The bus bar 68 is a power line that electrically connects the first motor MG1 and the power control unit 54, and includes a plurality of bus bars 68u, 68v, 68w. The plurality of bus bars 68u, 68v, 68w are three power lines through which three-phase alternating currents of the U-phase, V-phase, and W-phase flow. Since the MG2 power module 66 has the same structure as the MG1 power module 64, the description of the MG2 power module 66 is omitted. The first motor MG1 and the second motor MG2 are respectively three-phase AC synchronous motors driven by the converter 62.

[0031] The converter 62 converts the DC current from the boost converter 60 into an AC current for driving the first motor MG1 and the second motor MG2. The converter 62 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 a DC current. The converter 62 supplies the AC current generated by the first motor MG1 as driving power for the second motor MG2 according to the driving state.

[0032] The vehicle 10 further includes an electronic control device 70, a communication line 72, etc. The electronic control device 70 transmits and receives signals to and from the DCDC converter 56, the motor control device 58, etc. via the communication line 72. The electronic control device 70 performs various controls of the vehicle 10 based on signals from sensors, etc. not shown, for example. The communication line 72 is a well-known CAN (Controller Area Network) communication line, for example.

[0033] The motor control device 58 controls the boost converter 60 and the inverter 62 based on instructions from the electronic control device 70 to control the first motor MG1 and the second motor MG2. For example, the motor control device 58 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 58 drives the first motor MG1 to ensure the amount of power generation required for power supply to the second motor MG2 and charging of the high-voltage battery 50. The motor control device 58 drives the second motor MG2 based on an output requirement value corresponding to the driver's required torque. The motor control device 58 causes the second motor MG2 to function as a generator according to the required amount of regenerative braking.

[0034] Figure 3 FIG. is an example showing a schematic structure of the drive device 90. Figure 3 It is a side view observed from the left side of the vehicle 10. In Figure 3 this figure, the transaxle 92 and the power control unit 54 are housed in the same housing 18 as the drive device 90. The drive device 90 is a device in which the transaxle 92 and the power control unit 54 are integrated, that is, a mechatronic device. The transaxle 92 is a drive device including a power transmission device 16 (such as 20, 28, 34, 36, 40, etc.), the first motor MG1, and the second motor MG2. In addition, the vertical direction, the forward-backward direction, and the vehicle width direction (refer to Figure 5 ) in the figure indicate the directions in the mounted state of the 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.

[0035] In addition to the above-mentioned outer shell 18a, the housing main body 18b, and the rear cover 18c, the housing 18 further includes a protection plate 18d. The housing main body 18b has a bottom wall and side walls extending upward in the vertical direction from the front and rear outer peripheral edges of the bottom wall, and in addition, the upper part in the vertical direction is open. The protection plate 18d is a plate-shaped member that closes the opening in the upper part in the vertical direction of the housing main body 18b. The housing main body 18b has a partition (not shown) inside, and the inside is divided into two spaces, a lower space A as a space in the lower part in the vertical direction and an upper space B as a space in the upper part in the vertical direction, by this partition. In the case of the drive device 90 which is a mechatronic device, the outer shell 18a, the housing main body 18b, and the protection plate 18d correspond to the "first housing" in the present invention.

[0036] The transaxle 92 is housed in the lower space A of the housing main body 18b and the outer shell 18a in the mounted state of the vehicle 10.

[0037] The power control unit 54 is housed in the upper space B in the housing main body 18b in the mounted state of the vehicle 10. The upper space B includes a remaining space B1 generated by the arrangement of the first motor MG1 and the second motor MG2 and the uppermost space B2 above the second motor MG2 in the vertical direction. The length of the remaining space B1 in the forward and backward direction is shorter than that of the uppermost space B2. In the mounted state of the vehicle 10, the power control unit 54 is arranged adjacent to the first motor MG1 above it in the vertical direction.

[0038] In the remaining space B1, components such as a DCDC converter 56 and a reactor (not shown) included in the boost converter 60, which are relatively short in length in the power control unit 54 and are relatively easy to replace, are housed.

[0039] Refer to Figure 3 , in the mounted state of the vehicle 10, the transaxle 92 is arranged such that the first axis CL1, the second axis CL2, the third axis CL3, and the fourth axis CL4 are respectively parallel to the horizontal direction perpendicular to the forward and backward direction of the vehicle 10. In addition, in the mounted state of the vehicle 10, the positions of the first axis CL1, the second axis CL2, the third axis CL3, and the fourth axis CL4 are arranged as follows. The second motor MG2, the driven shaft 30, the first motor MG1, and the differential gear 34 are arranged in order from above in the vertical direction, and the first motor MG1, the driven shaft 30, the differential gear 34, and the second motor MG2 are arranged in order from the front in the forward and backward direction. Focusing on the first motor MG1 and the second motor MG2, in the mounted state of the vehicle 10, they are arranged in the order of the third axis CL3 and the first axis CL1 from above in the vertical direction. Thereby, the axial distances between the first axis CL1, the second axis CL2, the third axis CL3, and the fourth axis CL4 are appropriately ensured, and the volume of the transaxle 92 in the vertical direction is reduced. Therefore, the remaining space B1 is generated by the arrangement of the first motor MG1 and the second motor MG2, and the uppermost space B2 is generated above the second motor MG2 in the vertical direction. The power control unit 54 is mounted in this upper space B (B1 + B2).

[0040] In the mounted state of the vehicle 10, the power control unit 54 is disposed above the drive axle 92 in the vertical direction. Further, in the mounted state of the vehicle 10, the power control unit 54 is disposed at a position where the lower portion in the vertical direction in the power control unit 54 overlaps with the transmission drive axle 92 when viewed in the forward and backward direction. In particular, the lower portion in the vertical direction in the power control unit 54 overlaps with the upper portion in the vertical direction in the second motor MG2 in the horizontal direction. In other words, in the mounted state of the vehicle 10, the lower portion in the vertical direction in the power control unit 54 is disposed above the first motor MG1 in the vertical direction. The lower portion in the vertical direction in the power control unit 54 is, for example, parts (such as the DCDC converter 56 and the reactor) in the power control unit 54 that are housed in the remaining space B1.

[0041] When the power control unit 54 is mounted in the space generated due to the reduction in the volume of the transmission drive axle 92 in the vertical direction, a space is generated above the drive device 90 in the vertical direction.

[0042] In addition, the noise of the drive device 90, which is the problem to be solved by the present invention, is generated by the vibration of the housing 18 of the drive device 90 caused by the vibration of internal gears, the first motor MG1, the second motor MG2, etc. In the housing structure, the flat and wide parts have low rigidity and are prone to vibration, so noise is easily generated. When the housing 18 is composed of a "first housing" (the outer shell 18a, the housing main body 18b, and the protection plate 18d) that is connected to the engine 12 and houses the built-in components of the drive device 90 and a lid-shaped "second housing" (the rear cover 18c) that is connected in such a way as to close the opening on the side opposite to the engine 12 of the first housing, the rear cover 18c has a flat and wide shape, so noise is easily generated. The vibrations of the first motor MG1 and the second motor MG2 are transmitted from the respective rotary shaft support portions of the first motor MG1 and the second motor MG2 provided on the rear cover 18c. And, by causing the flat and wide part, that is, the part prone to vibration, located between the respective rotary shaft support portions to vibrate significantly, noise is generated. Due to this countermeasure, there is a problem of an increase in the number of parts due to the addition of a mass damper, a sound insulation cover, etc.

[0043] Therefore, in the drive device 90 of the present embodiment, as Figure 4 shown, the in-vehicle unit MD is disposed at the aforementioned easily vibratable part on the rear cover 18c that is located between the respective rotary shaft support portions of the first motor MG1 and the second motor MG2. The in-vehicle unit MD is a unit that also serves as a vibration suppression component having a mass m. By disposing the in-vehicle unit MD, the aforementioned easily vibratable part is made difficult to vibrate, thereby reducing vibration. In Figure 4In this case, the in-vehicle unit MD having a mass m is disposed at a position overlapping with a line segment VW connecting an intersection point V of the surface of the rear cover 18c and the first axis CL1 and an intersection point W of the surface of the rear cover 18c and the third axis CL3. In Figure 4 In this case, the line segment VW is indicated by a one-dot chain line. Thus, the vibration of the rear cover 18c propagated from the first electric motor MG1 and the second electric motor MG2 is reduced by the disposition of the in-vehicle unit MD having a mass m.

[0044] The in-vehicle unit MD is configured with, for example, an oil cooler. Additionally, for example, an electric oil pump is configured. Further, for example, a DCDC converter 56 or the like may be relocated and configured from the power control unit 54. Regarding the method of disposing the in-vehicle unit MD on the rear cover 18c, connection using bolts or the like, fixing via a mounting bracket, etc. are preferably implemented. Additionally, the rear cover 18c may be appropriately formed in such a manner as to integrally house the in-vehicle unit MD.

[0045] Further, as in this embodiment, in the case where the power control unit 54 is disposed above the drive device 90 as a mechatronic device, a mounting seat surface MZ for a body mounting component is provided on the rear cover 18c. The mounting seat surface MZ has been conventionally provided above the drive device 90 in order to ensure a maintenance area for the power control unit 54. In this case, vibrations from the vehicle body are propagated to the rear cover 18c via the mounting seat surface MZ, and there is also a problem that noise is more likely to be generated.

[0046] Figure 5 FIG. is an example for explaining the disposition of the in-vehicle unit MD in the case where a mounting seat surface MZ for a body mounting component is provided on the rear cover 18c. In Figure 5 In this case, the rear cover 18c has a mounting seat surface MZ for a body mounting component above the line segment VW (one-dot chain line) in the vertical direction. Due to the propagation of the vehicle body vibrations from the mounting seat surface MZ, the portion of the rear cover 18c that is likely to vibrate is the range directly below the mounting seat surface MZ in the vertical direction, that is, Figure 5 the range sandwiched by the double-dot chain lines ZL1 and ZL2 as shown. Therefore, the in-vehicle unit MD that also serves as a vibration suppression component having a mass m is disposed at a position overlapping with the line segment VW within the range directly below the mounting seat surface MZ in the vertical direction (the range sandwiched by the double-dot chain lines ZL1 and ZL2). Thus, the vibration of the rear cover 18c propagated from the first electric motor MG1, the second electric motor MG2, and the vehicle body is reduced by the disposition of the in-vehicle unit MD having a mass m.

[0047] As described above, according to the present embodiment, the housing 18 includes a "first housing" and a "second housing". The "first housing" is connected to the engine 12 and houses the first motor MG1, the power distribution mechanism 40, the second motor MG2, the driven gear mechanism 28, and the differential gear 34. (The "first housing" includes an outer shell 18a, a housing main body 18b, and a protection plate 18d.) The "second housing" is connected so as to close the opening on the side of the "first housing" opposite to the engine 12. (The "second housing" includes a rear cover 18c.) The in-vehicle unit MD that also serves as a vibration damping member is disposed at a position on the "second housing" (rear cover 18c) that overlaps with a line segment VW connecting the first axis CL1 and the third axis CL3. Thus, in addition to the original function of the in-vehicle unit MD, the vibration of the rear cover 18c propagated and generated from the first motor MG1 and the second motor MG2 is reduced by the mass m of the in-vehicle unit MD. Therefore, noise generation can be suppressed without increasing the number of parts.

[0048] In addition, according to the present embodiment, the "first housing" (outer shell 18a, housing main body 18b, protection plate 18d) houses the power control unit 54. Thus, as a mechatronic device, even in the drive device 90 in which the power control unit 54 is integrated and built-in, noise generation can be suppressed without increasing the number of parts.

[0049] In addition, according to the present embodiment, the "second housing" (rear cover 18c) has a mounting seat surface MZ for a vehicle body mounting member above the line segment VW in the vertical direction. The in-vehicle unit MD that also serves as a vibration damping member is disposed in a range directly below the mounting seat surface MZ in the vertical direction. In addition to the original function of the in-vehicle unit MD, the vibration of the rear cover 18c propagated and generated from the first motor MG1, the second motor MG2, and the vehicle body is reduced by the mass m of the in-vehicle unit MD. Therefore, noise generation can be suppressed without increasing the number of parts.

[0050] As described above, 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.

[0051] For example, in the above-described embodiment, as a mechatronic device, the power control unit 54 is built-in in the drive device 90, but the power control unit 54 may also be configured as a separate device.

[0052] 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.

Claims

1. A drive device for a hybrid electric vehicle, in which a first motor, a power distribution mechanism, a second motor, a driven gear mechanism, and a differential gear are housed in a housing. The first motor and the power distribution mechanism are arranged on a first axis. The power distribution mechanism has an output rotating member provided with a drive gear, and distributes and transmits the power from the engine to the first motor and the output rotating member. The driven gear mechanism having a driven gear meshing with the drive gear is arranged on a second axis. The second motor connected to the driven gear mechanism is arranged on a third axis. The differential gear connected to the driven gear mechanism is arranged on a fourth axis. The drive device of the hybrid vehicle is characterized in that The housing is connected to the engine and includes: a first housing houses the first motor, the power distribution mechanism, the second motor, the driven gear mechanism, and the differential gear; and a second housing is connected so as to close an opening on the side of the first housing opposite to the engine, and an in-vehicle unit that also serves as a vibration damping member is arranged at a position on the second housing that overlaps with a line segment connecting the first axis and the third axis.

2. The drive device for a hybrid electric vehicle according to claim 1, characterized in that the first housing further houses a power control unit that controls the power transmitted and received between the first motor and the second motor and a storage battery.

3. The drive device for a hybrid vehicle according to claim 1 or 2, characterized in that the second housing has a mounting seat surface for a vehicle body mounting member above the line segment in the vertical direction, and the in-vehicle unit that also serves as the vibration damping member is arranged in a range directly below the mounting seat surface in the vertical direction.

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