Hybrid vehicle

Abstract

To provide a hybrid vehicle which can improve degree of freedom in installation of a mechano-electric integral unit and simplify a cooling structure.SOLUTION: A first electric component case and a second electric component case are respectively arranged at two wall surfaces among 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. Thereby, the firs electric component case and the second electric component case are separately arranged so that a mechano-electric integral unit is easily installed in a hybrid vehicle. A electric component case where a water cooling typed oil cooler is arranged includes a water passage for cooling the oil cooler communicating with a water passage for cooling electric apparatuses accommodated in the electric component case. The water passage for cooling the oil cooler and one of the water passage for cooling first electric apparatuses and the water passage for cooling second electric apparatuses are integrated to have two water passages for cooling in total. Therefore, degree of freedom in installation of the mechano-electric integral unit can be improved and a cooling structure can be simplified.SELECTED DRAWING: Figure 6

Description

Technical Field

[0001] The present invention relates to a hybrid vehicle having an electromechanical unit.

Background Art

[0002] A hybrid vehicle having an electromechanical unit including an electric motor, a power transmission device to which the electric motor is connected so as to be capable of power transmission, a first electrical device, a second electrical device, a drive case that houses a drive device including the electric motor and the power transmission device, a first electrical case that houses the first electrical device, and a second electrical case that houses the second electrical device, and integrally arranging the drive case, the first electrical case, and the second electrical case is well known. For example, the in-vehicle unit described in Patent Document 1 is such a unit. Patent Document 1 discloses an electromechanical unit having a laminated structure in which a drive case, a first electrical case, and a second electrical case are arranged in order in the vertical direction in an in-vehicle state.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Incidentally, when mounting an electromechanical unit with a laminated structure on a vehicle, the degree of freedom in mounting the electromechanical unit may be reduced depending on the mounting space or the components of the electromechanical unit. In contrast, it is conceivable to separately arrange the first electric case and the second electric case on the outer periphery of the drive case. On the other hand, in a hybrid vehicle, the first electric device and the second electric device may be cooled. Also, in a hybrid vehicle, there may be provided a water-cooled oil cooler for cooling the oil for cooling the electric motor. Then, it is necessary to provide a water passage for cooling the first electric device, a water passage for cooling the second electric device, and a water passage for cooling the oil cooler, respectively. Providing dedicated water passages for each causes a problem that the cooling structure becomes complicated.

[0005] The present invention has been made in view of the above circumstances, and an object thereof is to provide a hybrid vehicle capable of simplifying the cooling structure while increasing the degree of freedom in mounting the electromechanical unit.

Means for Solving the Problems

[0006] The gist of the first invention is as follows: (a) a hybrid vehicle having an electromechanical integrated unit in which a motor, a power transmission device power-transmissively connected to the motor, a first electrical device, a second electrical device, a drive case that houses a drive device including the motor and the power transmission device, a first electrical case that houses the first electrical device, and a second electrical case that houses the second electrical device are integrally arranged, (b) the hybrid vehicle further includes a water passage for cooling the first electrical device provided in the first electrical case, a water passage for cooling the second electrical device provided in the second electrical case, and a water-cooled oil cooler that cools the oil for cooling the motor, (c) the drive case 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 device, (d) the first electrical case and the second electrical case are separately arranged on two of the first wall surface, the second wall surface, the third wall surface, the fourth wall surface, the fifth wall surface, and the sixth wall surface, (e) the oil cooler is arranged in one of the first electrical case and the second electrical case, and (f) the one electrical case is provided with a water passage for cooling the oil cooler that communicates with the water passage for cooling the electrical device housed in the one electrical case among the first electrical device and the second electrical device.

[0007] Further, the second invention is the hybrid vehicle according to the first invention, wherein in the mounted state of the hybrid vehicle, the one electrical case is arranged in a horizontal direction with respect to the drive case and in the rotational axis direction of the motor, and the other electrical case among the first electrical case and the second electrical case is arranged above the drive case in the vertical direction in the mounted state of the hybrid vehicle.

[0008] Further, a third invention is a hybrid vehicle according to the first invention, wherein the hybrid vehicle further includes an engine connected to the power transmission device so as to be capable of transmitting power, and the engine is in a horizontal direction with respect to the drive case in the mounted state of the hybrid vehicle, and is disposed on a wall surface in the direction of the rotation axis of the electric motor among the first wall surface, the second wall surface, the third wall surface, the fourth wall surface, the fifth wall surface, and the sixth wall surface, and the one electric case is disposed on the side opposite to the engine with respect to the drive case in the mounted state of the hybrid vehicle, and the other electric case of the first electric case and the second electric case is disposed above the drive case in the vertical direction in the mounted state of the hybrid vehicle.

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

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

Advantages of the Invention

[0011] According to the first invention, the first electric case and the second electric case are separately arranged on two of the first wall surface, the second wall surface, the third wall surface, the fourth wall surface, the fifth wall surface, and the sixth wall surface. Thereby, since the first electric case and the second electric case are arranged separately, it is easier for the electromechanical integrated unit to be mounted on a hybrid vehicle. In other words, the miniaturization of the electromechanical integrated unit can be achieved. Also, the water-cooled oil cooler is arranged in one of the first electric case and the second electric case, and a water passage for cooling the oil cooler is provided in one of the electric cases, which communicates with the water passage for cooling the electrical equipment accommodated in the one electric case. Thereby, the water passage for cooling the oil cooler and any one of the water passage for cooling the first electrical equipment and the water passage for cooling the second electrical equipment are integrated, and there are a total of two water passages for cooling. In other words, the water piping or water passage dedicated to the oil cooler can be eliminated. Therefore, while increasing the degree of freedom in mounting the electromechanical integrated unit, the cooling structure can be simplified.

[0012] Also, according to the second invention, one of the first electric case and the second electric case is arranged in the horizontal direction with respect to the drive case and in the direction of the rotation axis of the electric motor in the mounted state in the hybrid vehicle. Also, the other of the first electric case and the second electric case is arranged above the drive case in the vertical direction in the mounted state in the hybrid vehicle. Thereby, it is easier for the electromechanical integrated unit to be appropriately mounted on the hybrid vehicle. Also, since the oil cooler arranged in one of the electric cases is arranged in the direction of the rotation axis of the electric motor, the cooling structure of the electric motor can be simplified.

[0013] Further, according to the third invention, in the mounted state in the hybrid vehicle, the engine is arranged in a horizontal direction with respect to the drive case and on the wall surface in the rotational axis direction of the electric motor among the six wall surfaces. Also, one of the first electric case and the second electric case is arranged on the side opposite to the engine with respect to the drive case in the mounted state in the hybrid vehicle. Further, the other electric case of the first electric case and the second electric case is arranged vertically above the drive case in the mounted state in the hybrid vehicle. Thereby, it is made easier for the electromechanical integrated unit to be appropriately mounted on the hybrid vehicle. Also, since the oil cooler arranged in one electric case is arranged in the rotational axis direction of the electric motor, the cooling structure of the electric motor can be simplified.

[0014] Further, according to the fourth invention, the first electric device includes an inverter that converts DC power from the high-voltage battery into AC power and supplies it to the electric motor, and the second electric device includes a DCDC converter that steps down the voltage of the high-voltage battery to charge the low-voltage battery. Thereby, the inverter and the DCDC converter are appropriately cooled with a simple cooling structure. In addition, since the inverter and the DCDC converter are arranged separately, it is made easier to connect the electric motor and the inverter, and the maintenance performance of the DCDC converter is improved.

[0015] Further, according to the fifth invention, the second electric device further includes a reactor included in a boost converter that boosts DC power from the high-voltage battery and supplies it to the inverter. Thereby, the reactor is appropriately cooled with a simple cooling structure. In addition, since the inverter and the reactor are arranged separately, the maintenance performance of the reactor is improved.

Brief Description of the Drawings

[0016]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

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Figure 10

Figure 11

Embodiments for Carrying Out the Invention

[0017] In an embodiment of the present invention, the electromechanical integrated unit broadly refers to a case in which a case storing the driving device including the electric motor and the power transmission device and a case storing the power control device are aggregated, that is, arranged in proximity. For example, the electromechanical integrated unit may have a configuration in which the case of the power control device and the case of the driving device are fixed with bolts or brackets, or a configuration in which the power control device is housed in the case of the driving device. Specifically, the electromechanical integrated unit may have a configuration in which the case storing the power control device and the case storing the driving device are separate bodies and are fastened with brackets or bolts. Alternatively, the electromechanical integrated unit may have a configuration in which the power control device is also housed in the case storing the electric motor, or a configuration in which the power control device is also housed in the case storing the electric motor and the power transmission device.

[0018] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

Embodiment

[0019] FIG. 1 is a diagram for explaining an example of a schematic configuration of an electric vehicle 10 to which the present invention is applied. In FIG. 1, the electric vehicle 10 is a hybrid vehicle including an engine 12, a first electric motor MG1, and a second electric motor MG2. The electric vehicle 10 also includes drive wheels 14 and a power transmission device 16.

[0020] The engine 12 is a known internal combustion engine. The power transmission device 16 is provided in a power transmission path between the engine 12 and the drive wheels 14 and in a power transmission path between the second electric motor MG2 and the drive wheels 14. The engine 12 is a power source that can be connected to the power transmission device 16 so as to transmit power. The second electric motor MG2 is an electric motor that functions as a power source that can be connected to the power transmission device 16 so as to transmit power.

[0021] The first electric motor MG1 and the second electric motor MG2 are known rotary electric machines each having a function as a motor that generates mechanical power from electric power and a function as a generator that generates electric power from mechanical power, i.e., so-called motor generators. The first electric motor MG1 and the second electric motor MG2 are provided in a non-rotating case 18, which is a non-rotating member attached to the vehicle body.

[0022] The power transmission device 16 includes a damper 20, an input shaft 22, a transmission unit 24, a compound gear 26, a driven gear 28, a driven shaft 30, a final gear 32, a differential gear 34, a reduction gear 36, etc. inside the case 18. Further, the power transmission device 16 includes a pair of drive shafts 38 etc. connected to the differential gear 34.

[0023] 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 transmission unit 24. The input shaft 22 is connected to the damper 20 and is connected to the crankshaft 12a via the damper 20 etc. The transmission unit 24 is connected to the input shaft 22. The compound gear 26 is a rotating body on the output side of the transmission unit 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 transmission unit 24. The driven gear 28 meshes with the drive gear 26a. The driven shaft 30 fixedly mounts the driven gear 28 and the final gear 32 so as to be non-rotatable relative to each other. The final gear 32 has a smaller diameter than the driven gear 28 and meshes with the differential ring gear 34a of the differential gear 34. The reduction gear 36 has a smaller diameter than the driven gear 28 and meshes with the driven gear 28. The rotor shaft of the second electric motor MG2 is connected to the reduction gear 36, and the second electric motor MG2 is connected so as to be able to transmit power.

[0024] The power transmission device 16 configured as described above is suitably used in a vehicle of the FF (front engine - front drive) type or the RR (rear engine - rear drive) type. The power transmission device 16 transmits the power output from the engine 12 to the driven gear 28 via the transmission unit 24. Also, the power transmission device 16 transmits the power output from the second motor MG2 to the driven gear 28 via the reduction gear 36. The power transmission device 16 transmits the power transmitted to the driven gear 28 to the drive wheels 14 sequentially via the driven shaft 30, the final gear 32, the differential gear 34, the drive shaft 38, etc. The driven gear 28, the driven shaft 30, and the final gear 32 are transmission mechanisms that transmit the power from the second motor MG2 to the differential gear 34, and are transmission mechanisms that transmit the power from the drive gear 26a to the differential gear 34. The differential gear 34 distributes the power from the engine 12 and the second motor MG2 to the drive wheels 14. The drive shaft 38 transmits the power from the differential gear 34 to the drive wheels 14. The second motor MG2 is connected to be able to transmit power to the drive wheels 14.

[0025] The transmission unit 24 includes the first motor MG1 and the 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 motor MG1, and the first motor MG1 is connected to be able to transmit power. The carrier CA is connected to the input shaft 22, and the engine 12 is connected to be able to transmit power via the input shaft 22, etc. The ring gear R is formed on a part of the inner peripheral surface of the compound gear 26 and is integrally connected to the drive gear 26a.

[0026] The differential mechanism 40 functions as a differential mechanism that generates a differential action and to which the engine 12 is connected so as to be able to transmit power. The first electric motor MG1 is an electric motor that is connected to the differential mechanism 40 so as to be able to transmit power. The differential mechanism 40 is a power split mechanism that mechanically splits the power of the engine 12 input to the carrier CA between the first electric motor MG1 and the drive gear 26a. The transmission unit 24 is a known electric transmission mechanism in which the differential state of the differential mechanism 40 is controlled by controlling the operating state of the first electric motor MG1.

[0027] 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 transmission unit 24 and the first electric motor MG1. The second axis CL2 is the axis of the driven shaft 30 and is the rotation axis of the driven gear 28 and the final gear 32. The third axis CL3 is the axis of the rotor shaft of the second electric motor MG2, and is the rotation axis of the reduction gear 36 and the second electric motor MG2. The fourth axis CL4 is the axis of the drive shaft 38 and is the rotation axis of the differential gear 34.

[0028] The case 18 includes a housing 18a, a case body 18b, and a cover 18c. The housing 18a has the engine block 12b of the engine 12 connected to the open portion on the engine 12 side. The housing 18a and the case body 18b are integrally connected by a fastener such as a bolt so that the open portion on the side opposite to the engine 12 of the housing 18a and the open portion on the engine 12 side of the case body 18b are joined together. The case body 18b and the cover 18c are integrally connected by a fastener so that the open portion on the side opposite to the engine 12 of the case body 18b is closed by the cover 18c.

[0029] The case body 18b is a case configured to include a partition wall 18b1 that partitions a gear chamber Rg for accommodating a driven gear 28, a differential gear 34, a differential mechanism 40, etc., and a motor chamber Rm for accommodating a first electric motor MG1 and a second electric motor MG2. The case body 18b forms the gear chamber Rg together with the housing 18a. The case body 18b forms the motor chamber Rm between the partition wall 18b1 and the cover 18c.

[0030] FIG. 2 is a diagram for explaining an example of an electrical configuration related to the control of the first electric motor MG1 and the second electric motor MG2. In FIG. 2, the electric vehicle 10 further includes a high-voltage battery 50, an accessory battery 52, a power control unit 60, etc.

[0031] The high-voltage battery 50 is a rechargeable DC power source, 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 from the high-voltage battery 50 is supplied to, for example, the second electric motor MG2 via the power control unit 60. Also, the power generated by the power generation control of the first electric motor MG1 and the power generated by the regeneration control of the second electric motor MG2 are supplied to the high-voltage battery 50 via the power control unit 60. The high-voltage battery 50 is a driving battery.

[0032] The power control unit 60 includes a DC-DC converter 62, an electric 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 electric motor MG1 and the second electric motor MG2.

[0033] The DC-DC converter 62 is connected to the high-voltage battery 50. The DC-DC converter 62 functions as a charging device that steps down the voltage of the high-voltage battery 50 to a voltage equivalent to that of the accessory battery 52 to charge the accessory battery 52. The accessory battery 52 is a low-voltage battery that supplies power for operating accessories provided in the electric vehicle 10 and the electric motor control device 64, etc.

[0034] The boost converter 66 includes a reactor 70, two switching elements 72, 74, etc. The boost converter 66 is a buck-boost circuit having a function of boosting the voltage of the high-voltage battery 50 and supplying it to the inverter 68, and a 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.

[0035] The inverter 68 includes an MG1 power module 76, an MG2 power module 78, etc. The MG1 power module 76 and the MG2 power module 78 each include switching elements similar to the switching elements 72, 74. The inverter 68 converts the DC current from the boost converter 66 into an AC current for driving the first motor MG1 and the second motor MG2. Thus, the inverter 68 converts the DC power from the high-voltage battery 50 boosted by the boost converter 66 into AC power and supplies it to the first motor MG1 and the second motor MG2. The inverter 68 converts the AC current generated by the first motor MG1 by the power of the engine 12 and the AC current generated by the second motor MG2 by the regenerative brake into a DC current. The inverter 68 supplies the AC current generated by the first motor MG1 as the driving power for the second motor MG2 according to the running state.

[0036] The motor control device 64 controls the boost converter 66 and the inverter 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 an AC current used for the first motor MG1 and the second motor MG2 respectively. The motor control device 64 drives the first motor MG1 to ensure the amount of power generation 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 the output requirement value according 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 brake.

[0037] Figures 3, 4, and 5 are diagrams for explaining an example of the schematic configuration of the electromechanical unit 90. Figures 3 and 4 are side views from the left side of the electric vehicle 10. Figure 5 is a sectional view taken along line A-A in Figure 4, that is, a view when seen from the front of the electric vehicle 10, and is a schematic diagram showing an example of the arrangement of each part constituting the electromechanical unit 90. Note that the vertical direction, the forward and backward movement direction, and the vehicle width direction (horizontal direction) in the figures indicate the directions in the mounted state in 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. Note that the left and right in the vehicle width direction are the left and right with respect to the forward movement direction of the electric vehicle 10.

[0038] In FIGS. 3 to 5, the electromechanical 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 transaxle including a power transmission device 16 (26a, 28, 32, 34a, 36, etc.), a first electric motor MG1, and a second electric motor MG2. The power control unit 60 is divided and arranged into a first electrical device 60a and a second electrical device 60b. The first electrical device 60a includes, for example, a motor control device 64 (see "MG_ECU" in FIG. 5) and an inverter 68. The second electrical device 60b includes, for example, a DCDC converter 62 and a reactor 70.

[0039] In addition to the housing 18a, the case body 18b, and the cover 18c described above, the case 18 further includes a protection plate 18d. The case body 18b has a bottom wall and side walls that extend vertically upward from the outer peripheral edge of the bottom wall on the front side and the rear side in the forward and backward movement direction, and 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 case body 18b. The case body 18b has a partition wall 18b2 that divides the internal space into two spaces, a lower space Slp that is a space in the lower part in the vertical direction and an upper space Sup that is a space in the upper part in the vertical direction.

[0040] The electric vehicle 10 includes a DCDC plate 94 to which the second electric device 60b is fixedly attached. The DCDC plate 94 is attached to an opening on the side opposite to the case body 18b of the cover 18c. Thereby, a DCDC space Sdc is formed in the cover 18c.

[0041] The drive device 92 is housed in the lower space Slp in the case body 18b and the internal space Sip of the housing 18a in the mounted state in the electric vehicle 10. The first electric device 60a is housed in the upper space Sup in the case body 18b in the mounted state in the electric vehicle 10. The second electric device 60b is housed in the DCDC space Sdc in the cover 18c in the mounted state in the electric vehicle 10. In FIG. 5, the DCDC converter 62 and the reactor 70 are arranged side by side in the vehicle width direction within the DCDC space Sdc, but it is not limited to this mode. For example, the DCDC converter 62 and the reactor 70 may be arranged in reverse, or may be arranged side by side in the forward and backward direction within the DCDC space Sdc, or may be arranged side by side in the vertical direction within the DCDC space Sdc.

[0042] Referring to FIG. 3, in the mounted state in the electric vehicle 10, the drive device 92 is arranged such that the axes of the first axis CL1, the second axis CL2, the third axis CL3, and the fourth axis CL4 are parallel to a horizontal direction perpendicular to the forward and backward direction of the electric vehicle 10. Further, in the mounted state in the electric vehicle 10, the positions of the axes are in the order of the second electric motor MG2, the driven shaft 30, the first electric motor MG1, and the differential gear 34 from above to below in the vertical direction, and in the order of the first electric motor MG1, the driven shaft 30, the differential gear 34, and the second electric motor MG2 from the front to the back in the forward and backward direction. Thereby, while appropriately securing the axial distance between the axes, the physical size of the drive device 92 in the vertical direction is reduced. Therefore, an upper space Sup is created above the drive device 92 in the vertical direction.

[0043] A first electrical device 60a, which is part of the power control unit 60, is mounted in the space created by reducing the vertical profile of the drive device 92. 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 and mounted separately, the vertical profile of the mechatronic unit 90 is reduced.

[0044] FIG. 6 is a diagram for explaining an example of the arrangement of the mechatronic unit 90 in terms of cases. FIG. 6 is a view when seen from the rear of the electric vehicle 10. In FIG. 6, the electric vehicle 10 includes a drive case 100, a first electrical case 102, and a second electrical case 104.

[0045] The drive case 100 is a case having a space for accommodating the drive device 92, that is, the lower space Slp of the case body 18b and the internal space Sip of the housing 18a. The first electrical case 102 is a case having a space for accommodating the first electrical device 60a, that is, the upper space Sup of the case body 18b. The second electrical case 104 is a case having a space for accommodating the second electrical device 60b, that is, the DCDC space Sdc of the cover 18c. The mechatronic unit 90 is a unit in which the drive case 100, the first electrical case 102, and the second electrical case 104 are integrally arranged. The case 18 can be regarded as one in which the drive case 100, the first electrical case 102, and the second electrical case 104 are integrally arranged.

[0046] The drive case 100 includes a first wall surface 100a, a second wall surface 100b, a third wall surface 100c, a fourth wall surface 100d (see FIG. 4), a fifth wall surface 100e, and a sixth wall surface 100f that form a space for accommodating the drive device 92. The first wall surface 100a is the wall surface on the right side in the vehicle width direction, and is the wall surface on the side where the engine 12 and the input shaft 22 are connected, that is, the wall surface of the housing 18a to which the engine 12 is connected. The second wall surface 100b is the wall surface on the left side in the vehicle width direction, and is the wall surface to which the cover 18c of the case body 18b is connected, and is the wall surface facing 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 (see FIG. 4), and is the wall surface facing 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 (see FIG. 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 case body 18b and the housing 18a, and is the wall surface facing the fifth wall surface 100e.

[0047] The engine 12 is disposed on the first wall surface 100a. That is, the engine 12 is disposed adjacent to the drive case 100 in the horizontal direction in the mounted state in the electric vehicle 10. The engine 12 is disposed on the wall surface in the direction of the first axis CL1 or the third axis CL3 among the first wall surface 100a, the second wall surface 100b, the third wall surface 100c, the fourth wall surface 100d, the fifth wall surface 100e, and the sixth wall surface 100f in the mounted state in the electric vehicle 10.

[0048] The first electric case 102 and the second electric case 104 are separately arranged on two of the six walls, namely, the first wall surface 100a, the second wall surface 100b, the third wall surface 100c, the fourth wall surface 100d, the fifth wall surface 100e, and the sixth wall surface 100f. However, in this embodiment, since the engine 12 is arranged on the first wall surface 100a, the first electric case 102 and the second electric case 104 are separately arranged on two of the five wall surfaces excluding the first wall surface 100a. For example, the first electric case 102 is arranged on the fifth wall surface 100e. That is, the first electric case 102 is arranged vertically above the drive case 100 in the mounted state of the electric vehicle 10. Also, the second electric case 104 is arranged on the second wall surface 100b. That is, the second electric case 104 is arranged adjacent to the drive case 100 on the side opposite to the engine 12 in the mounted state of the electric vehicle 10. Thus, the second electric case 104 is arranged horizontally with respect to the drive case 100 and in the direction of the first axis CL1 or the third axis CL3 in the mounted state of the electric vehicle 10.

[0049] Here, in the electric vehicle 10, the first electric motor MG1 and the second electric motor MG2 are cooled by circulating the oil FLD. The oil FLD is oil for cooling the first electric motor MG1 and the second electric motor MG2.

[0050] In FIG. 1, the electric vehicle 10 further includes an electric oil pump 80, an oil reservoir 82, a cooling oil passage 84, etc. in the case 18.

[0051] The oil reservoir 82 is an oil sump for accumulating the oil FLD, provided, for example, at the bottom of the gear chamber Rg. The electric oil pump 80 is driven based on a command from an electronic control device (not shown), sucks the oil FLD from the oil reservoir 82, and discharges the oil FLD into the cooling oil passage 84. The cooling oil passage 84 is an oil passage that supplies the oil FLD discharged from the electric oil pump 80 to the first electric motor MG1 and the second electric motor MG2 respectively for cooling the first electric motor MG1 and the second electric motor MG2.

[0052] In order to cool the first electric motor MG1 and the second electric motor MG2, it is necessary to cool the oil FLD. The electric vehicle 10 further includes an oil cooler 86 attached to the outside of a case 18, for example, a cover 18c (see FIGS. 4 and 5). That is, the oil cooler 86 is disposed in the second electric case 104 (see FIG. 6). The oil cooler 86 is a water-cooled heat exchanger that cools the oil FLD.

[0053] In the cooling oil passage 84, the oil FLD that has passed through the oil cooler 86 is supplied to the first electric motor MG1 and the second electric motor MG2. For example, the cooling oil passage 84 supplies the oil FLD to the first electric motor MG1 via the rotor shaft of the first electric motor MG1. The cooling oil passage 84 supplies the oil FLD to the second electric motor MG2 via an oil passage disposed in the vehicle width direction adjacent to the upper side in the vertical direction of the second electric motor MG2. The cooling oil passage 84 supplies the oil FLD to the second electric motor MG2 via the rotor shaft of the second electric motor MG2. In the electric vehicle 10, axial core cooling is adopted for the first electric motor MG1, and overhead cooling and axial core cooling are adopted for the second electric motor MG2. Note that overhead cooling may be adopted for the first electric motor MG1, or only one of overhead cooling and axial core cooling may be adopted for the second electric motor MG2.

[0054] In the electric vehicle 10, a refrigerant, for example, cooling water, is circulated by an electric pump (not shown) via a radiator (not shown) to cool the first electric device 60a, the second electric device 60b, and the oil cooler 86. Cooling of the oil cooler 86 is synonymous with cooling of the oil FLD.

[0055] Incidentally, when cooling the first electric device 60a, the second electric device 60b, and the oil cooler 86 independently, a total of three cooling water passages are required. In this case, the cooling structure may become complicated. In contrast, the electric vehicle 10 has a cooling structure in which the number of cooling water passages is reduced to two by integrating any two of the water passages.

[0056] In FIGS. 5 and 6, the electric vehicle 10 further includes a first cooling water passage 110, a second cooling water passage 112, and a cooler cooling water passage 114. The first cooling water passage 110 is a water passage for cooling the first electric device 60a provided in the first electric case 102. The first cooling water passage 110 extends in the forward and backward direction. The second cooling water passage 112 is a water passage for cooling the second electric device 60b provided in the second electric case 104.

[0057] FIG. 7 is a diagram for explaining an example of the cooler cooling water passage 114. The cooler cooling water passage 114 is a water passage for cooling the oil cooler 86. In FIG. 7, the second cooling water passage 112 has a connecting portion 112a, a cooling water relay hole 112b, and a cooling portion 112c. The connecting portion 112a extends and protrudes forward of the electric vehicle 10 in the second electric case 104, that is, the cover 18c, and is a water passage that can be connected to an external water pipe (not shown). The cooling water relay hole 112b is a hole that communicates with the connecting portion 112a and is a hole for delivering cooling water to and from the cooling portion 112c. The cooling portion 112c is a water passage formed by attaching the DCDC plate 94 to the cover 18c.

[0058] The second electric case 104, that is, the cover 18c, is provided with the cooler cooling water passage 114, a cooling water delivery hole 120, an oil delivery hole 122, and the like. The cooler cooling water passage 114 communicates with the second cooling water passage 112, particularly the cooling portion 112c, on the side of the second electric device 60b (see FIGS. 5 and 6), and communicates with the cooling water delivery hole 120 on the side of the oil cooler 86. The cooling water delivery hole 120 is a hole that communicates with the cooler cooling water passage 114 and is a hole for delivering cooling water to and from the oil cooler 86. The oil delivery hole 122 is a hole that communicates with the cooling oil passage 84 and is a hole for delivering the oil FLD to and from the oil cooler 86 (see FIG. 1).

[0059] As described above, according to this embodiment, the first electric case 102 and the second electric case 104 are separately arranged on two of the first wall surface 100a, the second wall surface 100b, the third wall surface 100c, the fourth wall surface 100d, the fifth wall surface 100e, and the sixth wall surface 100f. As a result, the first electric case 102 and the second electric case 104 are arranged separately, making it easier to mount the electromechanical integrated unit 90 on the electric vehicle 10. In other words, the miniaturization of the electromechanical integrated unit 90 can be achieved. Also, the oil cooler 86 is arranged in the second electric case 104, and the second electric case 104 is provided with a cooler cooling water passage 114 communicating with the second cooling water passage 112. As a result, the cooler cooling water passage 114 and the second cooling water passage 112 are integrated, and there are a total of two cooling water passages. In other words, the water pipe or water passage dedicated to the oil cooler 86 can be eliminated. Therefore, while increasing the degree of freedom in mounting the electromechanical integrated unit 90, the cooling structure can be simplified.

[0060] Moreover, according to this embodiment, in the mounted state of the second electric case 104 in the electric vehicle 10, it is arranged in the horizontal direction with respect to the drive case 100 and in the direction of the first axis CL1 or the third axis CL3. Also, the first electric case 102 is arranged above the drive case 100 in the vertical direction in the mounted state of the electric vehicle 10. As a result, it becomes easier to appropriately mount the electromechanical integrated unit 90 on the electric vehicle 10. Also, since the oil cooler 86 arranged in the second electric case 104 is arranged in the direction of the first axis CL1 or the third axis CL3, the cooling structure of the first electric motor MG1 or the second electric motor MG2 can be simplified.

[0061] Further, according to the present embodiment, in the mounted state in the electric vehicle 10, the engine 12 is in the horizontal direction with respect to the drive case 100 and is disposed on the wall surface in the direction of the first axis CL1 or the third axis CL3 among the six wall surfaces. Further, in the mounted state in the electric vehicle 10, the second electric case 104 is disposed adjacent to the drive case 100 on the side opposite to the engine 12. Further, in the mounted state in the electric vehicle 10, the first electric case 102 is disposed above the drive case 100 in the vertical direction. Thereby, the mechatronic unit 90 is easily mounted on the electric vehicle 10 appropriately. Further, since the oil cooler 86 disposed in the second electric case 104 is disposed in the direction of the first axis CL1 or the third axis CL3, the cooling structure of the first electric motor MG1 or the second electric motor MG2 can be simplified.

[0062] Further, according to the present embodiment, the first electric device 60a includes the inverter 68, and the second electric device 60b includes the DCDC converter 62. Thereby, the inverter 68 and the DCDC converter 62 are appropriately cooled with a simple cooling structure. In addition, since the inverter 68 and the DCDC converter 62 are separately disposed, the first electric motor MG1 and the second electric motor MG2 are easily connected to the inverter 68, and the maintenance performance of the DCDC converter 62 is improved.

[0063] Further, according to the present embodiment, the second electric device 60b further includes the reactor 70. Thereby, the reactor 70 is appropriately cooled with a simple cooling structure. In addition, since the inverter 68 and the reactor 70 are separately disposed, the maintenance performance of the reactor 70 is improved.

[0064] Next, another embodiment of the present invention will be described. In the following description, the same reference numerals are given to the parts common to the embodiments, and the description thereof is omitted.

Embodiment

[0065] In the foregoing Example 1, as the electric vehicle, the electric vehicle 10 which is a hybrid vehicle including the engine 12, the first electric motor MG1, and the second electric motor MG2 was illustrated. In this Example, as the electric vehicle, an electric vehicle equipped with an electric motor will be illustrated.

[0066] FIG. 8 is a diagram for explaining an example of the schematic configuration of an electric vehicle 200 to which the present invention is applied. In FIG. 8, the electric vehicle 200 is an electric vehicle equipped with an electric motor MG. The main difference between the electric vehicle 200 and the electric vehicle 10 of the foregoing Example 1 is that it does not include the engine 12 and the transmission unit 24 including the first electric motor MG1. Further, the electric motor MG of the electric vehicle 200 corresponds to the second electric motor MG2 of the electric vehicle 10. Similar to the electric vehicle 10, the electric vehicle 200 includes a power transmission device 202 to which the electric motor MG is connected so as to be power-transmittable. The electric motor MG is a power source. The electric motor MG and the power transmission device 202 are provided in a case 204.

[0067] FIG. 9 is a diagram for explaining an example of the electrical configuration related to the control of the electric motor MG and the like. In FIG. 9, the electric vehicle 200 further includes a high-voltage battery 210, an auxiliary battery 212, a power control unit 220, an AC charger 230, an in-vehicle charging cable 232, and a charging inlet 234.

[0068] The high-voltage battery 210 is a rechargeable DC power source. The high-voltage battery 210 is connected to the power control unit 220 and is also connected to the AC charger 230.

[0069] The AC charger 230 is connected to the charging inlet 234 via the in-vehicle charging cable 232. The charging inlet 234 is provided on the vehicle body so as to be connectable to a charging connector 284 of an external charging cable 282 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 with the power supplied from the external power source 280.

[0070] The power control unit 220 includes a DC-DC converter 222, a motor control device 224, an inverter 226, etc. The power control unit 220 is a power control device that controls the power transmitted between the high-voltage battery 210 and the motor MG.

[0071] 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 a voltage equivalent to that of the auxiliary battery 212 and charges the auxiliary battery 212. The auxiliary battery 212 is a low-voltage battery that supplies power for operating the auxiliary equipment provided in the electric vehicle 200 and the motor control device 224, etc.

[0072] 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 during regenerative braking into DC current. The motor control device 224 controls the inverter 226 and controls the motor MG.

[0073] FIG. 10 is a diagram for explaining an example of the arrangement of the mechatronic unit 250 in terms of cases. FIG. 10 is a view when looking from the rear of the electric vehicle 200. In FIG. 10, 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 arranged separately into a first electrical device 220a and a second electrical device 220b. The first electrical device 220a includes, for example, the motor control device 224 (refer to "MG_ECU" in FIG. 10) and the inverter 226. The second electrical device 220b includes, for example, the DC-DC converter 222.

[0074] The electric vehicle 200 includes a drive case 260, a first electric case 262, and a second electric case 264. The drive case 260 is a case having a space for accommodating the drive device 252. The first electric case 262 is a case having a space for accommodating the first electric device 220a. The second electric case 264 is a case having a space for accommodating the second electric device 220b. The mechatronic unit 250 is a unit in which the drive case 260, the first electric case 262, and the second electric case 264 are integrally arranged. The case 204 can be regarded as one in which the drive case 260, the first electric case 262, and the second electric case 264 are integrally arranged.

[0075] The drive case 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 movement direction. The fourth wall surface 260d is the wall surface on the front side in the forward and backward movement 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.

[0076] The first electric case 262 and the second electric case 264 are separately arranged on two of the wall surfaces among the first wall surface 260a, the second wall surface 260b, the third wall surface 260c, the fourth wall surface 260d, the fifth wall surface 260e, and the sixth wall surface 260f. For example, the first electric case 262 is arranged on the fifth wall surface 260e. That is, the first electric case 262 is arranged adjacent to the drive case 260 above it in the vertical direction in the mounted state of the electric vehicle 200. The second electric case 264 is arranged in the horizontal direction with respect to the drive case 260 and in the direction of the third axis CL3 in the mounted state of the electric vehicle 200.

[0077] The AC charger 230 may be housed in either the first electric case 262 or the second electric case 264, or may be disposed vertically above the electromechanical integrated unit 250. Also, when the power control unit 220 includes a boost converter (not shown) having, for example, a reactor (not shown) in the same manner as the power control unit 60, the reactor is housed in the second electric case 264. The reactor is included in the second electric device 220b.

[0078] The electric vehicle 200 includes an oil cooler 240. The oil cooler 240 is disposed in the second electric case 264. The oil cooler 240 is a water-cooled heat exchanger that cools the oil for cooling the electric motor MG.

[0079] The electric vehicle 200 further includes a first cooling water passage 270 and a second cooling water passage 272. The first cooling water passage 270 is a water passage for cooling the first electric device 220a provided in the first electric case 262. The first cooling water passage 270 extends in the forward and backward movement direction. The second cooling water passage 272 is a water passage for cooling the second electric device 220b provided in the second electric case 264.

[0080] The second electric case 264 is provided with a cooler cooling water passage 274 and the like. The cooler cooling water passage 274 is a water passage for cooling the oil cooler 240 that communicates with the oil cooler 240. The cooler cooling water passage 274 communicates with the second cooling water passage 272 on the second electric device 220b side.

[0081] As described above, according to this embodiment, the first electric case 262 and the second electric case 264 are separately arranged on two of the first wall surface 260a, the second wall surface 260b, the third wall surface 260c, the fourth wall surface 260d, the fifth wall surface 260e, and the sixth wall surface 260f. Thereby, since the first electric case 262 and the second electric case 264 are separately arranged, it is made easier to mount the mechatronic unit 250 on the electric vehicle 200. In other words, the mechatronic unit 250 can be downsized. Further, the oil cooler 240 is arranged in the second electric case 264, and the second electric case 264 is provided with a cooler cooling water passage 274 communicating with the second cooling water passage 272. Thereby, the cooler cooling water passage 274 and the second cooling water passage 272 are integrated, and there are a total of two water passages for cooling. In other words, the water pipe or water passage dedicated to the oil cooler 240 can be eliminated. Therefore, while increasing the degree of freedom in mounting the mechatronic unit 250, the cooling structure can be simplified.

[0082] Further, according to this embodiment, in the mounted state of the second electric case 264 in the electric vehicle 200, it is in the horizontal direction with respect to the drive case 260 and is arranged in the direction of the third axis CL3. Further, in the mounted state of the first electric case 262 in the electric vehicle 200, it is arranged above the drive case 260 in the vertical direction. Thereby, it is made easier to appropriately mount the mechatronic unit 250 on the electric vehicle 200. Further, since the oil cooler 240 arranged in the second electric case 264 is arranged in the direction of the third axis CL3, the cooling structure of the electric motor MG can be simplified.

[0083] Further, according to this embodiment, the first electric device 220a includes an inverter 226, and the second electric device 220b includes a DCDC converter 222. Thereby, the inverter 226 and the DCDC converter 222 are appropriately cooled with a simple cooling structure. In addition, since the inverter 226 and the DCDC converter 222 are separately arranged, it is made easier to connect the electric motor MG and the inverter 226, and the maintenance performance of the DCDC converter 222 is improved.

Embodiment

[0084] In the aforementioned Example 1, as the electric vehicle, the electric vehicle 10 which is a hybrid vehicle equipped with the engine 12, the first electric motor MG1, and the second electric motor MG2 was exemplified. In this embodiment, as the electric vehicle, a parallel hybrid vehicle equipped with an engine, a power transmission device that transmits the power from the engine to the drive wheels, and an electric motor to which the power is transmitted to the drive wheels via the power transmission device is exemplified.

[0085] FIG. 11 is a diagram for explaining an example of an electric vehicle 300 to which the present invention is applied. FIG. 11 is a diagram for explaining an example of the arrangement of the electromechanical integrated unit 330 in terms of cases. FIG. 11 is a view when looking at the electric vehicle 300 from the rear.

[0086] In FIG. 11, the electric vehicle 300 is a hybrid vehicle equipped with the engine 302, the assist electric motor MGA, and the power transmission device 304. The power transmission device 304 is connected such that the assist electric motor MGA can transmit power. The engine 302 is a power source connected such that power can be transmitted to the power transmission device 304. The assist electric motor MGA is an electric motor that functions as a power source connected such that power can be transmitted to the power transmission device 304. The assist electric motor MGA and the power transmission device 304 are provided in the case 306.

[0087] Similar to the electric vehicle 10, the electric vehicle 300 has an electrical configuration related to the control of the assist electric motor MGA and the like. 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 "MG_ECU" in FIG. 11), a reactor 316 included in a booster converter (not shown), an inverter 318, and the like.

[0088] The electromechanical integrated unit 330 is a unit in which the drive device 332 and the power control unit 310 are integrally arranged. The drive device 332 is a transaxle including a power transmission device 304 and an assist motor MGA. The power control unit 310 is separately arranged into a first electrical device 310a and a second electrical device 310b. 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.

[0089] The electric vehicle 300 includes a drive case 340, a first electrical case 342, and a second electrical case 344. The drive case 340 is a case having a space for accommodating the drive device 332. The first electrical case 342 is a case having a space for accommodating the first electrical device 310a. The second electrical case 344 is a case having a space for accommodating the second electrical device 310b. The electromechanical integrated unit 330 is a unit in which the drive case 340, the first electrical case 342, and the second electrical case 344 are integrally arranged. The case 306 can be regarded as one in which the drive case 340, the first electrical case 342, and the second electrical case 344 are integrally arranged.

[0090] The drive case 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 the wall surface on the side where the engine 302 and the input shaft 308 of the power transmission device 304 are connected. The second wall surface 340b is a wall surface on the left side in the vehicle width direction and is the wall surface facing 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 the wall surface facing 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 the wall surface facing the fifth wall surface 340e.

[0091] The engine 302 is disposed on the first wall surface 340a. That is, the engine 302 is disposed adjacent to the drive case 340 in the horizontal direction in the mounted state in the electric vehicle 300. The engine 302 is disposed on the wall surface in the direction of the rotation axis CLA of the assist motor MGA among the first wall surface 340a, the second wall surface 340b, the third wall surface 340c, the fourth wall surface 340d, the fifth wall surface 340e, and the sixth wall surface 340f in the mounted state in the electric vehicle 300.

[0092] The first electric case 342 and the second electric case 344 are separately disposed on two of the wall surfaces among the first wall surface 340a, the second wall surface 340b, the third wall surface 340c, the fourth wall surface 340d, the fifth wall surface 340e, and the sixth wall surface 340f. However, in this embodiment, since the engine 302 is disposed on the first wall surface 340a, the first electric case 342 and the second electric case 344 are separately disposed on two of the five wall surfaces excluding the first wall surface 340a. For example, the first electric case 342 is disposed on the fifth wall surface 340e. That is, the first electric case 342 is disposed adjacent to the drive case 340 vertically above in the mounted state in the electric vehicle 300. Also, the second electric case 344 is disposed on the second wall surface 340b. That is, the second electric case 344 is disposed adjacent to the drive case 340 on the side opposite to the engine 302 in the mounted state in the electric vehicle 300. Thus, the second electric case 344 is disposed in the horizontal direction with respect to the drive case 340 and in the direction of the rotation axis CLA of the assist motor MGA in the mounted state in the electric vehicle 300.

[0093] The electric vehicle 300 includes an oil cooler 320. The oil cooler 320 is disposed in the second electric case 344. The oil cooler 320 is a water-cooled heat exchanger that cools the oil for cooling the assist motor MGA.

[0094] The electric vehicle 300 further includes a first cooling water passage 350 and a second cooling water passage 352. The first cooling water passage 350 is a water passage for cooling the first electric device 310a provided in the first electric case 342. The first cooling water passage 350 extends in the forward and backward direction. The second cooling water passage 352 is a water passage for cooling the second electric device 310b provided in the second electric case 344.

[0095] The second electric case 344 is provided with a cooler cooling water passage 354 and the like. The cooler cooling water passage 354 is a water passage for cooling the oil cooler 320 that communicates with the oil cooler 320. The cooler cooling water passage 354 communicates with the second cooling water passage 352 on the second electric device 310b side.

[0096] As described above, according to this embodiment, the same effects as those of the aforementioned Embodiment 1 can be obtained.

[0097] 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 in other aspects.

[0098] For example, in the aforementioned Embodiment 1, the oil cooler 86 was arranged in the second electric case 104, but it is not limited to this aspect. For example, the oil cooler 86 may be arranged in the first electric case 102. In this case, the cooler cooling water passage 114 is made to communicate with the first cooling water passage 110. The same applies to the aforementioned Embodiments 2 and 3.

[0099] Also, in the aforementioned Embodiment 1, the DCDC converter 62 and the reactor 70 were arranged so as to sandwich the second cooling water passage 112, but it is not limited to this aspect. For example, the DCDC converter 62 and the reactor 70 may be arranged on the same side with respect to the second cooling water passage 112.

[0100] In the above-described Example 1, the second wall surface 100b and the fifth wall surface 100e were exemplified as the wall surfaces on which the first electric case 102 and the second electric case 104 are disposed, but the present invention is not limited to this aspect. The first electric case 102 and the second electric case 104 may be separately disposed on two of the wall surfaces among the first wall surface 100a, the second wall surface 100b, the third wall surface 100c, the fourth wall surface 100d, the fifth wall surface 100e, and the sixth wall surface 100f, provided that the wall surface on which the engine 12 is disposed is excluded. Therefore, the first electric case 102 may be disposed on the second wall surface 100b, and the second electric case 104 may be disposed on the fifth wall surface 100e. The same applies to the above-described Example 3.

[0101] In the above-described Example 2, the first wall surface 260a and the fifth wall surface 260e were exemplified as the wall surfaces on which the first electric case 262 and the second electric case 264 are disposed, but the present invention is not limited to this aspect. The first electric case 262 and the second electric case 264 may be separately disposed on two of the wall surfaces among the first wall surface 260a, the second wall surface 260b, the third wall surface 260c, the fourth wall surface 260d, the fifth wall surface 260e, and the sixth wall surface 260f. Therefore, the second electric case 264 may be disposed on the second wall surface 260b. Alternatively, the first electric case 262 may be disposed on the first wall surface 260a, and the second electric case 264 may be disposed on the fifth wall surface 260e.

[0102] In the above-described Example 1, the electric vehicle 10 may be a so-called plug-in hybrid vehicle that can charge the high-voltage battery 50 with electric power supplied from an external power source. In this case, the charger included in the electric vehicle 10 may be housed in either one of the first electric case 102 and the second electric case 104, or may be disposed vertically above the first electric case 102. 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 electric case 104. The same applies to the above-described Example 3.

[0103] In the above-described Example 1, the DCDC plate 94 to which the second electrical device 60b was fixed was attached to the cover 18c, but the present invention is not limited to this mode. For example, the second electrical device 60b may be fixed to the case body 18b side of the cover 18c. In this case, the cover 18c is connected to the case body 18b, so that a DCDC space Sdc is formed in the cover 18c.

[0104] In addition, the electric vehicle to which the present invention is applied may be a series hybrid vehicle including an engine, a driving electric motor that functions as a power source, and a power supply electric motor that is connected to the engine so as to be power-transmittable and generates electric power by the power of the engine. In such a series hybrid vehicle, since the driving electric motor generates power by the generated electric power from the engine, the engine functions as a power source. Further, in such a series hybrid vehicle, the power transmission path between the engine and the drive wheels may be configured to be blocked or connected by the operation of a clutch.

[0105] In the above-described Example 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 provided in the drive case 100 do not have to be flat surfaces. The first wall surface 100a, the second wall surface 100b, the third wall surface 100c, the fourth wall surface 100d, the fifth wall surface 100e, and the sixth wall surface 100f only need to be wall surfaces that form a space for housing the drive device 92, and may have a structure including, for example, recesses or protrusions. The same applies to the first wall surface 260a, the second wall surface 260b, the third wall surface 260c, the fourth wall surface 260d, the fifth wall surface 260e, and the sixth wall surface 260f in the above-described Example 2. The same also applies to the first wall surface 340a, the second wall surface 340b, the third wall surface 340c, the fourth wall surface 340d, the fifth wall surface 340e, and the sixth wall surface 340f in the above-described Example 3.

[0106] Note that the above is merely one embodiment, and the present invention can be implemented in various modified and improved forms based on the knowledge of those skilled in the art.

Description of Reference Numerals

[0107] 10: Electric vehicle (hybrid vehicle) 12: Engine 16: Power transmission device 50: High-voltage battery 52: Auxiliary battery (low-voltage battery) 60a: First electrical device 60b: Second electrical device 62: DCDC converter 66: Boost converter 68: Inverter 70: Reactor 86: Oil cooler 90: Mechatronic unit 92: Drive device 100: Drive case 100a: First wall surface 100b: Second wall surface 100c: Third wall surface 100d: Fourth wall surface 100e: Fifth wall surface 100f: Sixth wall surface 102: First electrical case 104: Second electrical case 110: First cooling water passage (water passage for cooling the first electrical device) 112: Second cooling water passage (water passage for cooling the second electrical device) 114: Cooler cooling water passage (water passage for cooling the oil cooler) CL1: First axis (rotation axis of the electric motor) CL3: Third axis (rotation axis of the electric motor) MG1: First electric motor (electric motor) MG2: Second electric motor (electric motor) 300: Electric vehicle (hybrid vehicle) 302: Engine 304: Power transmission device 310a: First electrical device 310b: Second electrical device 312: DCDC converter 316: Reactor 318: Inverter 320: Oil cooler 330: Mechatronic unit 332: Drive device 340: Drive case 340a: First wall surface 340b: Second wall surface 340c: Third wall surface 340d: Fourth wall surface 340e: Fifth wall surface 340f: Sixth wall surface 342: First electrical case 344: Second electrical case 350: First cooling water passage (water passage for cooling the first electrical device) 352: Second cooling water passage (water passage for cooling the second electrical device) 354: Cooler cooling water passage (water passage for cooling the oil cooler) CLA: Rotation axis (rotation axis of the electric motor) MGA: Assist electric motor (electric motor)

Claims

1. An electric motor, a power transmission device to which the electric motor is connected so as to be able to transmit power, a first electrical device, a second electrical device, a drive case that houses a drive device including the electric motor and the power transmission device, a first electrical case that houses the first electrical device, and a second electrical case that houses the second electrical device, and a hybrid vehicle having an electromechanical integrated unit in which the drive case, the first electrical case, and the second electrical case are integrally arranged, The hybrid vehicle further includes a water passage for cooling the first electrical device provided in the first electrical case, a water passage for cooling the second electrical device provided in the second electrical case, and a water-cooled oil cooler that cools oil for cooling the electric motor, The drive case 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 device, The first electrical case and the second electrical case are separately arranged on two of the first wall surface, the second wall surface, the third wall surface, the fourth wall surface, the fifth wall surface, and the sixth wall surface, The oil cooler is arranged in one of the first electrical case and the second electrical case, The hybrid vehicle is characterized in that the one electrical case is provided with a water passage for cooling the oil cooler that communicates with a water passage for cooling an electrical device housed in the one electrical case among the first electrical device and the second electrical device.

2. In the mounted state of the hybrid vehicle, the one electrical case is arranged in a horizontal direction with respect to the drive case and in the direction of the rotation axis of the electric motor, The hybrid vehicle according to claim 1, wherein the other electrical case of the first electrical case and the second electrical case is arranged above the drive case in the vertical direction in the mounted state of the hybrid vehicle.

3. The hybrid vehicle further includes an engine that is connected to the power transmission device so as to be able to transmit power, In the mounted state of the hybrid vehicle, the engine is arranged in a horizontal direction with respect to the drive case and on a wall surface in the direction of the rotation axis of the electric motor among the first wall surface, the second wall surface, the third wall surface, the fourth wall surface, the fifth wall surface, and the sixth wall surface. The one electric case is arranged on the side opposite to the engine with respect to the drive case in the mounted state in the hybrid vehicle. The hybrid vehicle according to claim 1, wherein the other electric case of the first electric case and the second electric case is arranged above the drive case in the vertical direction in the mounted state in the hybrid vehicle.

4. The hybrid vehicle further includes a high-voltage battery and a low-voltage battery. The first electric device includes an inverter that converts DC power from the high-voltage battery into AC power and supplies it to the electric motor. The hybrid vehicle according to any one of claims 1 to 3, wherein the second electric device includes a DC-DC converter that steps down the voltage of the high-voltage battery to charge the low-voltage battery.

5. The hybrid vehicle according to claim 4, wherein the second electric device further includes a reactor included in a boost converter that boosts DC power from the high-voltage battery and supplies it to the inverter.

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