Hybrid vehicle

Abstract

To provide a hybrid vehicle which can prevent or suppress damage of an air conditioner at the time of front collision.SOLUTION: An outdoor heat exchanger of an air conditioner is a water cooling type and is arranged at an upper side in a vertical direction relative to a mechano-electric integral unit in which a driving system with an electric motor and a power transmission device and an electric power control unit are integrally arranged in a loading state of a hybrid vehicle. The water cooling typed outdoor heat exchanger can improve degree of freedom in installation relative to an air-cooling typed outdoor heat exchanger. The water cooling typed outdoor heat exchanger arranged at the upper side in the vertical direction relative to the mechano-electric integral unit hardly receives damage at the time of front collision in comparison with the air-cooling typed outdoor heat exchanger arranged at the front in a front compartment. Thus the damage of the air conditioner at the time of front collision can be prevented or suppressed.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 including an electric motor, a power transmission device to which the electric motor is connected so as to be capable of power transmission, a driving battery, and a power control device for controlling power transmitted between the battery and the electric motor, and having an electromechanical unit in which the driving device including the electric motor and the power transmission device and the power control device are integrally arranged is well known. For example, the hybrid vehicle described in Patent Document 1 is such a vehicle. Patent Document 1 discloses a layout structure in which an electromechanical unit in which a power control device is integrally arranged above the driving device in the vertical direction is mounted in a front space (front compartment) of a vehicle together with a radiator or the like.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, a hybrid vehicle equipped with an engine in the front compartment is equipped with an air conditioner. This air conditioner includes, for example, an electric compressor, an outdoor heat exchanger, an indoor heat exchanger, and an expansion valve. When the outdoor heat exchanger, for example, a condenser, is air-cooled, it is arranged in the front of the front compartment. Then, for example, in the event of a frontal collision, there is a risk that the condenser or the piping connected to the condenser may be damaged and the refrigerant may leak. In addition, it is difficult to secure mounting space for arranging components such as an air conditioner in the front compartment where the engine is arranged.

[0005] The present invention has been made against the background of the above circumstances, and an object thereof is to provide a hybrid vehicle capable of preventing or suppressing damage to an air conditioner during a frontal collision.

Means for Solving the Problems

[0006] The gist of the first invention is that: (a) a hybrid vehicle having an electromechanical integrated unit including an electric motor, a power transmission device to which the electric motor is connected so as to be power-transmittable, a driving battery, a power control device for controlling power transmitted between the battery and the electric motor, and an air conditioner including an electric compressor and an outdoor heat exchanger, and integrally arranging a driving device including the electric motor and the power transmission device and the power control device, and (b) the outdoor heat exchanger is water-cooled and is arranged vertically above the electromechanical integrated unit in the mounted state in the hybrid vehicle.

[0007] Further, the second invention is the hybrid vehicle according to the first invention, wherein the electric compressor is arranged vertically above the electromechanical integrated unit in the mounted state in the hybrid vehicle.

[0008] Further, the third invention is the hybrid vehicle according to the first invention, wherein the power control device is arranged vertically above the driving device in the mounted state in the hybrid vehicle, and the outdoor heat exchanger is arranged vertically above the power control device in the mounted state in the hybrid vehicle.

[0009] Further, in the fourth invention, in the hybrid vehicle according to the third invention, the electric compressor is connected to the battery at a branching portion provided in the power control device for branching an electrical path between the battery and the power control device, and in the mounted state of the hybrid vehicle, it is disposed above the power control device in the vertical direction.

[0010] Further, in the fifth invention, in the hybrid vehicle according to the first invention, a part of the power control device is a first electrical device, another part of the power control device is a second electrical device, the first electrical device and the second electrical device are separately disposed on the outer periphery of the drive device, and one of the first electrical device and the second electrical device is disposed above the drive device in the vertical direction in the mounted state of the hybrid vehicle, and the outdoor heat exchanger is disposed above the one electrical device in the vertical direction in the mounted state of the hybrid vehicle.

[0011] Further, in the sixth invention, in the hybrid vehicle according to the fifth invention, the electric compressor is connected to the battery at a branching portion provided in the one electrical device for branching an electrical path between the battery and the one electrical device, and in the mounted state of the hybrid vehicle, it is disposed above the one electrical device in the vertical direction.

[0012] Further, in the seventh invention, in the hybrid vehicle according to the first invention, the outdoor heat exchanger is cooled by cooling water for cooling the power control device.

[0013] Further, in the eighth invention, in the hybrid vehicle according to any one of the first invention to the seventh invention, the air conditioner has a refrigerant circuit using a combustible gas as a refrigerant circulated through the electric compressor and the outdoor heat exchanger.

[0014] Further, in the ninth invention, in the hybrid vehicle according to the eighth invention, the air conditioner includes an electric pump and an indoor heat exchanger, and further includes a second refrigerant circuit using a non-flammable refrigerant as the refrigerant, and a refrigerant heat exchanger that performs heat exchange between the flammable gas and the non-flammable refrigerant. The refrigerant heat exchanger is arranged above the electromechanical unit in the vertical direction in the mounted state of the hybrid vehicle.

Advantages of the Invention

[0015] According to the first invention, the outdoor heat exchanger of the air conditioner is water-cooled and is arranged above the electromechanical unit that integrally arranges the drive device including the electric motor and the power transmission device and the power control device in the mounted state in the hybrid vehicle in the vertical direction. Thereby, the degree of freedom in arrangement of the water-cooled outdoor heat exchanger is improved as compared with the air-cooled outdoor heat exchanger. The water-cooled outdoor heat exchanger arranged above the electromechanical unit in the vertical direction is less likely to be damaged by a frontal collision than the air-cooled outdoor heat exchanger arranged in the front of the front compartment. Therefore, damage to the air conditioner can be prevented or suppressed during a frontal collision.

[0016] Further, according to the second invention, the electric compressor of the air conditioner is arranged above the electromechanical unit in the vertical direction in the mounted state in the hybrid vehicle. Thereby, the electric compressor is less likely to be damaged by a frontal collision than when it is arranged in the front of the front compartment. Therefore, damage to the air conditioner can be prevented or suppressed during a frontal collision.

[0017] Further, according to the third invention, in the mounted state in a hybrid vehicle, the power control device is disposed above the drive device in the vertical direction, and the outdoor heat exchanger is disposed above the power control device in the vertical direction. Thereby, the outdoor heat exchanger is disposed in the space created above the electromechanical integrated unit in the vertical direction due to miniaturization by integration, and is made less likely to be damaged by a frontal collision.

[0018] Further, according to the fourth invention, the electric compressor is connected to the battery at a branch portion provided in the power control device, and in the mounted state in a hybrid vehicle, is disposed above the power control device in the vertical direction. Thereby, the electric compressor is disposed in the space created above the electromechanical integrated unit in the vertical direction due to miniaturization by integration, and is made less likely to be damaged by a frontal collision. In addition, the wiring connecting the electric compressor and the branch portion is shortened, and the cost can be reduced.

[0019] Further, according to the fifth invention, a first electric device which is a part of the power control device and a second electric device which is the other part of the power control device are separately disposed on the outer periphery of the drive device. Also, in the mounted state in a hybrid vehicle, one of the first electric device and the second electric device is disposed above the drive device in the vertical direction, and the outdoor heat exchanger is disposed above the one electric device in the vertical direction. Thereby, the outdoor heat exchanger is disposed in the space created above the electromechanical integrated unit in the vertical direction due to miniaturization by integration and the divided arrangement of the power control device, and is made less likely to be damaged by a frontal collision.

[0020] Further, according to the sixth invention, the electric compressor is connected to the battery at a branch portion provided in one of the electric devices, and is disposed vertically above the one electric device in the mounted state in the hybrid vehicle. As a result, the electric compressor is disposed in the space created vertically above the mechatronics unit by miniaturization through integration and split arrangement of the power control device, and is made less likely to be damaged by a frontal collision. In addition, the wiring connecting the electric compressor and the branch portion is shortened, and the cost can be reduced.

[0021] Further, according to the seventh invention, the outdoor heat exchanger is cooled by the cooling water that cools the power control device. As a result, the outdoor heat exchanger is appropriately cooled without providing a dedicated water cooling device for cooling the outdoor heat exchanger.

[0022] Further, according to the eighth invention, the air conditioner has a refrigerant circuit using a combustible gas as the refrigerant circulated through the electric compressor and the outdoor heat exchanger. As a result, with respect to the problem of damage to the air conditioner during a frontal collision, since the outdoor heat exchanger is disposed vertically above the mechatronics unit, the air conditioner is made less likely to be damaged by a frontal collision. Therefore, leakage of the combustible gas can be prevented or suppressed.

[0023] Further, according to the ninth invention, the air conditioner further has a second refrigerant circuit using a non-combustible refrigerant as the refrigerant circulated through the electric pump and the indoor heat exchanger, and a refrigerant heat exchanger that performs heat exchange between the combustible gas and the non-combustible refrigerant. Also, the refrigerant heat exchanger is disposed vertically above the mechatronics unit in the mounted state in the hybrid vehicle. As a result, the air conditioner is made less likely to be damaged by a frontal collision. Therefore, leakage of the combustible gas can be prevented or suppressed. In addition, even if the air conditioner is damaged, leakage of the combustible gas into the passenger compartment can be avoided.

Brief Description of the Drawings

[0024]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Figure 11

Figure 12

Embodiments for Carrying Out the Invention

[0025] In an embodiment of the present invention, the electromechanical 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 integrated, that is, arranged in proximity to each other. For example, the electromechanical 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 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 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.

[0026] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

Embodiment

[0027] 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. Further, the electric vehicle 10 includes drive wheels 14 and a power transmission device 16.

[0028] 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 and the second electric motor MG2 each function as a power source. The second electric motor MG2 is an electric motor connected to the power transmission device 16 so as to be able to transmit power.

[0029] 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, that is, 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.

[0030] The power transmission device 16 includes a damper 20, an input shaft 22, a transmission section 24, a compound gear 26, a driven gear 28, a driven shaft 30, a final gear 32, a differential gear 34, a reduction gear 36, etc. inside the case 18. Also, the power transmission device 16 includes a pair of drive shafts 38 etc. connected to the differential gear 34.

[0031] 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 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 transmission section 24 is connected to the input shaft 22. The compound gear 26 is a rotating body on the output side of the transmission section 24. A drive gear 26a is formed on a part of the outer peripheral surface of the compound gear 26. The drive gear 26a is an output rotating member of the transmission section 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.

[0032] The power transmission device 16 configured as described above is suitably used for 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 electric motor MG2 to the driven gear 28 via the reduction gear 36. The power transmission device 16 transmits the power transmitted to the driven gear 28 to the drive wheels 14 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 electric 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 electric motor MG2 to the drive wheels 14. The drive shaft 38 transmits the power from the differential gear 34 to the drive wheels 14. The second electric motor MG2 is connected to be able to transmit power to the drive wheels 14.

[0033] The transmission unit 24 includes the first electric motor MG1 and a differential mechanism 40. The differential mechanism 40 is a known single - pinion type planetary gear device including a sun gear S, a carrier CA, and a ring gear R. The sun gear S is connected to the rotor shaft of the first electric motor MG1, and the first electric 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.

[0034] The differential mechanism 40 functions as a differential mechanism that causes 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.

[0035] 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.

[0036] The case 18 includes a housing 18a, a case body 18b, and a cover 18c. The housing 18a is connected to the engine block 12b of the engine 12 at the opened 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 opened portion on the side opposite to the engine 12 of the housing 18a and the opened 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 opened portion on the side opposite to the engine 12 of the case body 18b is closed by the cover 18c.

[0037] 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.

[0038] 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 auxiliary battery 52, a power control unit 60, and the like.

[0039] The high-voltage battery 50 is a rechargeable DC power source, which is a secondary battery such as a nickel-metal hydride secondary battery or a lithium-ion battery, for example. The high-voltage battery 50 is connected to the power control unit 60. The power stored in 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.

[0040] The power control unit 60 includes a DC-DC converter 62, an electric motor control device 64, a boost converter 66, an inverter 68, and the like. 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.

[0041] 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 auxiliary battery 52 to charge the auxiliary battery 52. The auxiliary battery 52 is a low-voltage battery that supplies power for operating the auxiliary equipment provided in the electric vehicle 10 and the electric motor control device 64, etc.

[0042] 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 direct current by the inverter 68 and supplying it to the high-voltage battery 50. Thus, the boost converter 66 boosts the direct-current power from the high-voltage battery 50 and supplies it to the inverter 68.

[0043] 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 direct-current current from the boost converter 66 into an alternating-current current for driving the first electric motor MG1 and the second electric motor MG2. Thus, the inverter 68 converts the direct-current power from the high-voltage battery 50 boosted by the boost converter 66 into alternating-current power and supplies it to the first electric motor MG1 and the second electric motor MG2. The inverter 68 converts the alternating-current current generated by the first electric motor MG1 by the power of the engine 12 and the alternating-current current generated by the second electric motor MG2 by the regenerative brake into a direct-current current. The inverter 68 supplies the alternating-current current generated by the first electric motor MG1 as driving power for the second electric motor MG2 according to the traveling state.

[0044] The motor control device 64 controls the boost converter 66 and the inverter 68, and controls the first electric motor MG1 and the second electric motor MG2. For example, the motor control device 64 converts the direct-current current from the high-voltage battery 50 into an alternating-current current used for the first electric motor MG1 and the second electric motor MG2 respectively. The motor control device 64 drives the first electric motor MG1 to ensure the amount of power generation required for power supply to the second electric motor MG2 and charging of the high-voltage battery 50. The motor control device 64 drives the second electric motor MG2 based on an output required value corresponding to the required torque of the driver. The motor control device 64 causes the second electric motor MG2 to function as a generator according to the required amount of regenerative brake.

[0045] The electric vehicle 10 further includes an electric compressor 82 (see "A / C" in the figure), etc. The electric compressor 82 is connected to the high-voltage battery 50. The electric compressor 82 is a compressor used for an air conditioner 80 described later provided in the electric vehicle 10.

[0046] FIG. 3 is a diagram for explaining an example of the schematic configuration of the electromechanical integrated unit 90. FIG. 3 is a side view from the left side of the electric vehicle 10. Further, FIG. 4 is a diagram for explaining an example of the arrangement of the electromechanical integrated unit 90 in terms of cases. FIG. 4 is a view when seen from the rear of the electric vehicle 10. Note that the vertical direction, the forward and backward direction, and the vehicle width direction (horizontal direction) in the figure indicate the directions in the mounted state 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 direction of the electric vehicle 10.

[0047] In FIGS. 3 and 4, the electromechanical integrated 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. 4) and an inverter 68. The second electrical device 60b includes, for example, a DCDC converter 62 and a reactor 70.

[0048] In FIG. 3, the case 18 further includes a protection plate 18d in addition to the housing 18a, the case body 18b, and the cover 18c described above. 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 directions, and the upper part in the vertical direction is open. The protection plate 18d is a plate-like 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 (see FIG. 4) that divides the internal space into two spaces, a lower space Slp that is a lower space in the vertical direction and an upper space Sup that is an upper space in the vertical direction.

[0049] 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 the opening on the side of the case body 18b opposite to the cover 18c. As a result, a DCDC space Sdc (see FIG. 4) is formed in the cover 18c.

[0050] In the mounted state of the electric vehicle 10, the drive device 92 is housed in the lower space Slp of the case body 18b and the internal space Sip (see FIG. 4) of the housing 18a. In the mounted state of the electric vehicle 10, the first electric device 60a is housed in the upper space Sup of the case body 18b. In the mounted state of the electric vehicle 10, the second electric device 60b is housed in the DCDC space Sdc of the cover 18c.

[0051] 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 the horizontal direction perpendicular to the forward and backward movement direction of the electric vehicle 10. Also, 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 movement direction. Thereby, while appropriately securing the axial distance between the axes, the vertical size of the drive device 92 is reduced. Therefore, an upper space Sup is created above the drive device 92 in the vertical direction.

[0052] A first electrical device 60a, which is a part of the power control unit 60, is mounted in the space created by reducing the vertical size of the drive device 92. A second electrical device 60b, which is the other part of the power control unit 60, is mounted in a DCDC space Sdc provided in the horizontal direction of the drive device 92. Since the power control unit 60 is divided and mounted into the first electrical device 60a and the second electrical device 60b, the vertical size of the mechatronic unit 90 is reduced.

[0053] In FIG. 4, the electric vehicle 10 includes a drive case 100, a first electric case 102, and a second electric case 104. In FIG. 4, 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 inner space Sip of the housing 18a. The first electric case 102 is a case having a space for accommodating the first electric device 60a, that is, the upper space Sup of the case body 18b. The second electric case 104 is a case having a space for accommodating the second electric device 60b, that is, the DCDC space Sdc of the cover 18c. The electromechanical integrated unit 90 is a unit in which the drive case 100, the first electric case 102, and the second electric case 104 are integrally arranged. The case 18 can be regarded as one in which the drive case 100, the first electric case 102, and the second electric case 104 are integrally arranged.

[0054] 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. 3), 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 a wall surface on the right side in the vehicle width direction, and is a 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 a wall surface on the left side in the vehicle width direction, and is a wall surface to which the cover 18c of the case body 18b is connected, and is a wall surface facing the first wall surface 100a. The third wall surface 100c is a wall surface on the rear side in the forward and backward direction. The fourth wall surface 100d is a wall surface on the front side in the forward and backward direction (see FIG. 3), and is a wall surface facing the third wall surface 100c. The fifth wall surface 100e is a wall surface on the upper side in the vertical direction, and is a wall surface corresponding to the partition wall 18b2. The sixth wall surface 100f is a wall surface on the lower side in the vertical direction, and is a wall surface corresponding to the bottom wall of the case body 18b or the housing 18a, and is a wall surface facing the fifth wall surface 100e.

[0055] The engine 12 is arranged on the first wall surface 100a. In the mounted state of the electric vehicle 10, the engine 12 is arranged adjacent to the drive case 100, that is, the drive device 92, in the horizontal direction.

[0056] The first electrical case 102 and the second electrical case 104 are separately arranged on two of the second wall surface 100b, the third wall surface 100c, the fourth wall surface 100d, the fifth wall surface 100e, and the sixth wall surface 100f. That is, the first electrical device 60a and the second electrical device 60b are separately arranged on the outer periphery of the drive device 92. For example, the first electrical case 102 is arranged on the fifth wall surface 100e. The first electrical case 102 is arranged adjacent to the drive case 100 in the vertical upward direction in the mounted state in the electric vehicle 10. That is, one of the first electrical device 60a and the second electrical device 60b, for example, the first electrical device 60a, is arranged adjacent to the drive device 92 in the vertical upward direction in the mounted state in the electric vehicle 10. Also, the second electrical case 104 is arranged on the second wall surface 100b. The second electrical case 104 is arranged adjacent to the drive case 100 on the side opposite to the engine 12 in the mounted state in the electric vehicle 10. That is, the second electrical device 60b is arranged adjacent to the drive device 92 on the side opposite to the engine 12 in the mounted state in the electric vehicle 10. The second electrical device 60b is arranged adjacent to the drive device 92 in the horizontal direction in the mounted state in the electric vehicle 10.

[0057] In FIG. 4, the DCDC converter 62 and the reactor 70 in the second electrical device 60b are arranged vertically side by side in the DCDC space Sdc of the cover 18c, but it is not limited to this mode. For example, the DCDC converter 62 and the reactor 70 may be arranged horizontally side by side in the DCDC space Sdc.

[0058] FIG. 5 is a diagram for explaining an example of a thermal control circuit diagram (= thermal management circuit diagram). In FIG. 5, the electric vehicle 10 includes a high-temperature cooling circuit 110, a low-temperature cooling circuit 120, a refrigerant circuit 81, etc. The high-temperature cooling circuit 110 is a cooling system that circulates the cooling water of the engine 12. The low-temperature cooling circuit 120 is a water-cooled cooling system that cools the power control unit 60. "R / T" in the figure is a reserve tank, "MG O / C" is an oil cooler that cools the first electric motor MG1 and the second electric motor MG2, and "PCU" is the power control unit 60. Note that "MG O / C" may be incorporated in the low-temperature cooling circuit 120.

[0059] The refrigerant circuit 81 includes the aforementioned electric compressor 82, water-cooled condenser 84, expansion valve 86, evaporator 88, refrigerant piping 89, etc., and constitutes a part of the air conditioner 80. The air conditioner 80 includes the refrigerant circuit 81, a blower motor (not shown), a temperature sensor (not shown), etc., and is an air conditioning system that controls the indoor temperature of the electric vehicle 10.

[0060] In the refrigerant circuit 81, when the electric compressor 82 is driven, the refrigerant G in the refrigerant piping 89 is sucked and compressed, and the refrigerant G that has become high-temperature and high-pressure is discharged to the water-cooled condenser 84. The water-cooled condenser 84 cools and liquefies the refrigerant G discharged from the electric compressor 82. The water-cooled condenser 84 is a water-cooled outdoor heat exchanger that is cooled by the cooling water W that cools the power control unit 60. The expansion valve 86 rapidly expands the refrigerant G liquefied by the water-cooled condenser 84 into a mist-like low-temperature and low-pressure mist-like refrigerant G. The evaporator 88 is provided in a duct (not shown) and is an indoor heat exchanger that absorbs the heat of the air introduced by a blower motor (not shown) to cool the air. The mist-like refrigerant G in the evaporator 88 becomes a low-temperature and low-pressure gaseous refrigerant G by absorbing heat and is refluxed to the electric compressor 82.

[0061] FIG. 6 is a diagram for explaining an example of a state in which the electromechanical unit 90 and the refrigerant circuit 81 are mounted on the electric vehicle 10. FIG. 6 is an external view of the electric vehicle 10 from the left side. In FIG. 6, the electromechanical unit 90 is disposed in the front compartment 96. The front compartment 96 is a power source chamber that houses a power source. Since the electric vehicle 10 is equipped with the engine 12 as a power source, the front compartment 96 is synonymous with the engine compartment. The front compartment 96 is provided adjacent to the driver's seat compartment 98 in which the driver's seat 97 is disposed. The front compartment 96 is provided in front of the driver's seat compartment 98 in the longitudinal direction of the electric vehicle 10. The driver's seat compartment 98 is synonymous with the passenger compartment.

[0062] The high-voltage battery 50 is disposed on the front compartment 96 side vertically below the driver's seat compartment 98. Further, the high-voltage battery 50 is provided with a power input / output port 50a on the front compartment 96 side. Thereby, the path length of the wiring (see the first wiring WH1 described later) connecting the power control unit 60 and the high-voltage battery 50 can be shortened.

[0063] The electric vehicle 10 includes a first wiring WH1 that connects the input / output port 50a of the high-voltage battery 50 and the power control unit 60. Further, the electric vehicle 10 includes a second wiring WH2 that connects the power control unit 60 and the electric compressor 82. The first wiring WH1 and the second wiring WH2 are connected at the power control unit 60. That is, a branch portion 54 that branches the electrical path from the high-voltage battery 50 to the power control unit 60, particularly to the first electrical device 60a, is provided in the power control unit 60 (see FIG. 2). The branch portion 54 is connected to the power control unit 60 side of the first wiring WH1 and the power control unit 60 side of the second wiring WH2, respectively. The electric compressor 82 is connected to the high-voltage battery 50 at the branch portion 54 (see FIG. 2). The DC / DC converter 62 is connected to the high-voltage battery 50 at the branch portion 54 (see FIG. 2).

[0064] The water-cooled condenser 84 is arranged vertically above the mechatronic unit 90 in the mounted state in the electric vehicle 10. For example, the water-cooled condenser 84 is arranged vertically above the first electrical device 60a in the mounted state in the electric vehicle 10.

[0065] The electric compressor 82 is arranged vertically above the mechatronic unit 90 in the mounted state in the electric vehicle 10. For example, the electric compressor 82 is arranged vertically above the first electrical device 60a in the mounted state in the electric vehicle 10.

[0066] As described above, according to this embodiment, the water-cooled condenser 84 is arranged vertically above the mechatronic unit 90 in the mounted state in the electric vehicle 10. Thereby, the degree of freedom in arrangement of the water-cooled condenser 84 is improved as compared with an air-cooled outdoor heat exchanger. The water-cooled condenser 84 arranged vertically above the mechatronic unit 90 is less likely to be damaged by a frontal collision than the air-cooled outdoor heat exchanger arranged in the front in the front compartment 96. Therefore, damage to the air conditioner 80, particularly to the refrigerant circuit 81, can be prevented or suppressed during a frontal collision.

[0067] Also, according to this embodiment, the electric compressor 82 is arranged vertically above the mechatronic unit 90 in the mounted state in the electric vehicle 10. Thereby, the electric compressor 82 is less likely to be damaged by a frontal collision than when it is arranged in the front in the front compartment 96. Therefore, damage to the air conditioner 80 can be prevented or suppressed during a frontal collision.

[0068] Further, according to this embodiment, the first electrical device 60a and the second electrical device 60b are separately arranged on the outer periphery of the drive device 92. Also, in the mounted state in the electric vehicle 10, the first electrical device 60a is arranged above the drive device 92 in the vertical direction, and the water-cooled capacitor 84 is arranged above the first electrical device 60a in the vertical direction. Thereby, the water-cooled capacitor 84 is arranged in the space created above the mechatronic unit 90 in the vertical direction by miniaturization by integration and the divided arrangement of the power control unit 60, and it is made difficult to be damaged by a frontal collision.

[0069] Further, according to this embodiment, the electric compressor 82 is connected to the high-voltage battery 50 at the branch portion 54, and in the mounted state in the electric vehicle 10, it is arranged above the first electrical device 60a in the vertical direction. Thereby, the electric compressor 82 is arranged in the space created above the mechatronic unit 90 in the vertical direction by miniaturization by integration and the divided arrangement of the power control unit 60, and it is made difficult to be damaged by a frontal collision. In addition, the second wiring WH2 connecting the electric compressor 82 and the branch portion 54 is shortened, and the cost can be reduced.

[0070] Further, according to this embodiment, the water-cooled capacitor 84 is cooled by the cooling water W that cools the power control unit 60. Thereby, the water-cooled capacitor 84 is appropriately cooled without providing a dedicated water-cooling device for cooling the water-cooled capacitor 84.

[0071] Also, in the case of an air-cooled outdoor heat exchanger, for example, a radiator is arranged at the rear, but by adopting the water-cooled capacitor 84 arranged above the mechatronic unit 90 in the vertical direction, the cooling performance of the radiator can be improved.

[0072] 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 will be omitted.

Embodiment

[0073] A case will be described where the air conditioner 160 has a refrigerant circuit 170 that circulates a refrigerant G, for example, a flammable gas, through an electric compressor 82 and a water-cooled condenser 84 (see FIG. 7 described later). In this case, damage to the air conditioner 160 during a frontal collision becomes an issue. For example, leakage of the flammable gas becomes a problem. In particular, leakage of the flammable gas into the driver's cab 98 becomes a problem. To avoid leakage of the refrigerant G into the driver's cab 98, a secondary loop is formed and a non-flammable refrigerant L is circulated into the driver's cab 98.

[0074] FIG. 7 is a diagram for explaining an example of a thermal control circuit diagram and is a different embodiment from FIG. 5. In FIG. 7, the electric vehicle 150 includes a high-temperature cooling circuit 110, a low-temperature cooling circuit 120, a refrigerant circuit 170, a second refrigerant circuit 180, and the like. The refrigerant circuit 170 and the second refrigerant circuit 180 form part of the air conditioner 160.

[0075] The main difference between the refrigerant circuit 170 and the refrigerant circuit 81 in FIG. 5 is that the evaporator 88 is replaced by a chiller 172. The chiller 172 is a refrigerant heat exchanger that performs heat exchange between the refrigerant G (flammable gas) and the non-flammable refrigerant L. The second refrigerant circuit 180 includes an electric pump 182, a cooler core 184, a reserve tank 186, a water pipe 188, and the like, and uses a non-flammable refrigerant L as the refrigerant. The non-flammable refrigerant L is, for example, cooling water. In the second refrigerant circuit 180, when the electric pump 182 is driven, the non-flammable refrigerant L is discharged to the cooler core 184. The cooler core 184 is an indoor heat exchanger provided in a duct (not shown) and absorbs the heat of the air introduced by a blower motor (not shown) to cool the air.

[0076] FIG. 8 is a diagram for explaining an example of a state in which the electromechanical unit 90 and the refrigerant circuit 170 are mounted on the electric vehicle 150, and is an embodiment different from the electric vehicle 10 of FIG. 1. FIG. 8 is an external view of the electric vehicle 150 from the left side. In FIG. 8, the chiller 172 is disposed vertically above the electromechanical unit 90 in the mounted state in the electric vehicle 150. For example, the chiller 172 is disposed vertically above the first electric device 60a in the mounted state in the electric vehicle 150. For example, the chiller 172 and the water-cooled condenser 84 are arranged side by side in the horizontal direction.

[0077] As described above, according to this embodiment, the same effects as those of the aforementioned Embodiment 1 can be obtained.

[0078] Further, according to this embodiment, the air conditioner 160 has a refrigerant circuit 170 that uses a combustible gas as the refrigerant G circulated through the electric compressor 82 and the water-cooled condenser 84. Thereby, with respect to the problem of damage to the air conditioner 160 during a frontal collision, since the water-cooled condenser 84 is disposed vertically above the electromechanical unit 90, the air conditioner 160 is made less likely to be damaged by a frontal collision. Therefore, leakage of the combustible gas can be prevented or suppressed.

[0079] Further, according to this embodiment, the air conditioner 160 further has a second refrigerant circuit 180 and a chiller 172. Also, the chiller 172 is disposed vertically above the electromechanical unit 90 in the mounted state in the electric vehicle 150. Thereby, the air conditioner 160 is made less likely to be damaged by a frontal collision. Therefore, leakage of the combustible gas can be prevented or suppressed. In addition, even if the air conditioner 160 is damaged, leakage of the combustible gas into the driver's seat compartment 98 can be avoided.

Embodiment

[0080] In the aforementioned Embodiments 1 and 2, the power control unit 60 is divided into a first electric device 60a and a second electric device 60b and is disposed on the outer periphery of the drive device 92. In the electric vehicle 190 of this embodiment, an example of an embodiment in which the power control unit 60 is disposed on the outer periphery of the drive device 92 without being divided will be described.

[0081] FIG. 9 is a diagram for explaining an example of the schematic configuration of the electromechanical integrated unit 90, which is a different embodiment from FIG. 3. In FIG. 9, since the power control unit 60 of the electric vehicle 190 is not divided, the DCDC plate 94 in the electric vehicle 10 of the aforementioned Embodiment 1 is not provided. The power control unit 60 is housed in the upper space Sup in the case body 18b in the mounted state in the electric vehicle 190.

[0082] Referring to FIG. 9, the power control unit 60 is mounted in the space created by reducing the vertical size of the drive device 92. The power control unit 60 is disposed adjacent to the drive device 92 in the vertical upward direction in the mounted state in the electric vehicle 190. The water-cooled capacitor 84 is disposed in the vertical upward direction with respect to the power control unit 60 in the mounted state in the electric vehicle 190. The electric compressor 82 is disposed in the vertical upward direction with respect to the power control unit 60 in the mounted state in the electric vehicle 190.

[0083] In the electric vehicle 190, the air conditioner 160 may be used instead of the air conditioner 80. In this case, the chiller 172 is disposed in the vertical upward direction with respect to the power control unit 60 in the mounted state in the electric vehicle 190. For example, the chiller 172 and the water-cooled capacitor 84 are arranged side by side in the horizontal direction.

[0084] As described above, according to this embodiment, similar to the aforementioned Embodiments 1 and 2, damage to the air conditioner 80 or the air conditioner 160 can be prevented or suppressed during a frontal collision.

[0085] Also, according to this embodiment, in the mounted state in the electric vehicle 190, the power control unit 60 is disposed above the drive device 92 in the vertical direction, and the water-cooled capacitor 84 is disposed above the power control unit 60 in the vertical direction. Thereby, the water-cooled capacitor 84 is disposed in the space created above the mechatronics unit 90 due to miniaturization by integration, and it is made difficult to be damaged by a frontal collision.

[0086] Also, according to this embodiment, the electric compressor 82 is connected to the high-voltage battery 50 at the branch portion 54 provided in the power control unit 60, and in the mounted state in the electric vehicle 190, it is disposed above the power control unit 60 in the vertical direction. Thereby, the electric compressor 82 is disposed in the space created above the mechatronics unit 90 due to miniaturization by integration, and it is made difficult to be damaged by a frontal collision. In addition, the second wiring WH2 connecting the electric compressor 82 and the branch portion 54 is shortened, and the cost can be reduced.

[0087] Also, according to this embodiment, when the air conditioner 160 is used, leakage of combustible gas can be prevented or suppressed. In addition, even if the air conditioner 160 is damaged, leakage of combustible gas into the driver's cab 98 can be avoided.

Embodiment

[0088] In the above-described Examples 1-3, 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 exemplified. In this embodiment, as the electric vehicle, an electric vehicle including an electric motor is exemplified.

[0089] FIG. 10 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. 10, 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 aforementioned Example 1 is that it does not include an engine 12 and a transmission unit 24 including a first electric motor MG1. Also, 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 capable of power transmission. The electric motor MG functions as a power source. The electric motor MG and the power transmission device 202 are provided in a case 204.

[0090] FIG. 11 is a diagram for explaining an example of the arrangement of the electromechanical integrated unit 210 and the refrigerant circuit 81. FIG. 11 is a view when looking at the electric vehicle 200 from the rear. In FIG. 11, the electric vehicle 200 includes a power control unit 220 which is a power control device that controls the power exchanged between a high-voltage battery (not shown) and the electric motor MG. The electromechanical integrated unit 210 is a unit in which a drive device 212 and the power control unit 220 are integrally arranged. The drive device 212 is a transaxle including the power transmission device 202 (28, 32, 34a, 36, etc.) and the electric motor MG. The power control unit 220 is divided into a first electrical device 220a and a second electrical device 220b and arranged separately.

[0091] The first electrical device 220a and the second electrical device 220b are separately arranged on the outer periphery of the drive device 212. For example, in the mounted state of the electric vehicle 200, the first electrical device 220a is arranged adjacent to the drive device 212 above it in the vertical direction. Also, in the mounted state of the electric vehicle 200, the second electrical device 220b is arranged adjacent to the drive device 212 in the horizontal direction.

[0092] The water-cooled condenser 84 is arranged above the first electrical device 220a in the vertical direction in the mounted state of the electric vehicle 200. The electric compressor 82 is arranged above the first electrical device 220a in the vertical direction in the mounted state of the electric vehicle 200.

[0093] In the electric vehicle 200, the power control unit 220 may be arranged on the outer periphery of the drive device 212 without being divided. For example, in the mounted state in the electric vehicle 200, the power control unit 220 may be arranged adjacent to the drive device 212 above it in the vertical direction.

[0094] In the electric vehicle 200, the air conditioner 160 may be used instead of the air conditioner 80. In this case, in the mounted state in the electric vehicle 200, the chiller 172 is arranged above the first electrical equipment 220a or the power control unit 220 in the vertical direction. For example, the chiller 172 and the water-cooled condenser 84 are arranged side by side in the horizontal direction. Note that since the electric vehicle 200 does not include the engine 12, the high-temperature cooling circuit 110 in the thermal control circuit diagram is not provided.

[0095] As described above, according to this embodiment, the same effects as those of the aforementioned Embodiments 1-3 can be obtained.

Embodiment

[0096] In the aforementioned Embodiment 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 exemplified. In this embodiment, as the electric vehicle, a parallel hybrid vehicle including an engine, a power transmission device that transmits the power from the engine to the drive wheels, and an electric motor to which the power is transmitted to the drive wheels via the power transmission device is exemplified.

[0097] FIG. 12 is a diagram for explaining an example of an electric vehicle 300 to which the present invention is applied. FIG. 12 is a diagram for explaining an example of the arrangement of the mechatronics unit 310 and the refrigerant circuit 81. FIG. 12 is a view when looking at the electric vehicle 300 from the rear.

[0098] In FIG. 12, the electric vehicle 300 is a hybrid vehicle including an engine 302, an assist motor MGA, a power transmission device 304, etc. The power transmission device 304 has the assist motor MGA connected thereto in a power transmissible manner. The engine 302 and the assist motor MGA each function as a power source. The assist motor MGA is a motor connected to the power transmission device 304 in a power transmissible manner. The assist motor MGA and the power transmission device 304 are provided in a case 306.

[0099] Similar to the electric vehicle 10, the electric vehicle 300 has an electrical configuration related to the control of the assist motor MGA and the like. The electric vehicle 300 includes a power control unit 320 which is a power control device that controls the power exchanged between a high-voltage battery (not shown) and the assist motor MGA. The mechatronics unit 310 is a unit in which a drive device 312 and the power control unit 320 are integrally arranged. The drive device 312 is a transaxle including the power transmission device 304 and the assist motor MGA. The power control unit 320 is separately arranged into a first electrical device 320a and a second electrical device 320b.

[0100] The engine 302 is arranged adjacent to the drive device 312 in the horizontal direction in the mounted state in the electric vehicle 300.

[0101] The first electrical device 320a and the second electrical device 320b are separately arranged on the outer periphery of the drive device 312. For example, in the mounted state in the electric vehicle 300, the first electrical device 320a is arranged adjacent to the drive device 312 above it in the vertical direction. Also, in the mounted state in the electric vehicle 300, the second electrical device 320b is arranged adjacent to the drive device 312 on the side opposite to the engine 302. The second electrical device 320b is arranged adjacent to the drive device 312 in the horizontal direction in the mounted state in the electric vehicle 300.

[0102] The water-cooled condenser 84 is arranged vertically above the first electrical device 320a in the mounted state in the electric vehicle 300. The electric compressor 82 is arranged vertically above the first electrical device 320a in the mounted state in the electric vehicle 300.

[0103] In the electric vehicle 300, the power control unit 320 may be arranged on the outer periphery of the drive device 312 without being divided. For example, the power control unit 320 may be arranged adjacent to the drive device 312 vertically above it in the mounted state in the electric vehicle 300.

[0104] In the electric vehicle 300, the air conditioner 160 may be used instead of the air conditioner 80. In this case, the chiller 172 is arranged vertically above the first electrical device 320a or the power control unit 320 in the mounted state in the electric vehicle 300. For example, the chiller 172 and the water-cooled condenser 84 are arranged side by side horizontally.

[0105] As described above, according to this embodiment, the same effects as those of the foregoing Embodiments 1-3 can be obtained.

[0106] 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.

[0107] For example, in the foregoing Embodiment 1, the first electrical device 60a was arranged vertically above the drive device 92, and the second electrical device 60b was arranged horizontally with respect to the drive device 92, but it is not limited to this aspect. The first electrical device 60a and the second electrical device 60b may be separately arranged on the outer periphery of the drive device 92. Therefore, the second electrical device 60b may be arranged vertically above the drive device 92, and the first electrical device 60a may be arranged horizontally with respect to the drive device 92. The same applies to the foregoing Embodiments 2, 4, and 5.

[0108] Further, 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 provided in the electric vehicle 10 may be arranged side by side in the horizontal direction with, for example, a water-cooled capacitor 84 or the like. The same applies to the above-described Examples 2, 3, and 5.

[0109] Further, 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 aspect. For example, the second electrical device 60b may be fixed to the case body 18b side of the cover 18c. In this case, when the cover 18c is connected to the case body 18b, a DCDC space Sdc is formed in the cover 18c.

[0110] Further, the electric vehicle to which the present invention is applied may be a series hybrid vehicle including an engine, a drive motor that functions as a power source, and a power supply motor that is connected to the engine so as to be able to transmit power and generates electric power by the power of the engine. In such a series hybrid vehicle, since the drive 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.

[0111] Further, 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 accommodating the drive device 92, and may have a structure including, for example, concave portions or convex portions.

[0112] 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 Symbols

[0113] 10: Electric vehicle (hybrid vehicle) 16: Power transmission device 50: High-voltage battery (battery) 54: Branch section 60: Power control unit (power control device) 60a: First electrical equipment 60b: Second electrical equipment 80: Air conditioner 81: Refrigerant circuit 82: Electric compressor 84: Water-cooled condenser (outdoor heat exchanger) 90: Mechatronics unit 92: Drive device MG1: First electric motor (electric motor) MG2: Second electric motor (electric motor) G: Refrigerant W: Cooling water 150: Electric vehicle (hybrid vehicle) 160: Air conditioner 170: Refrigerant circuit 172: Chiller (refrigerant heat exchanger) 180: Second refrigerant circuit 182: Electric pump 184: Cooler core (indoor heat exchanger) G: Refrigerant (flammable gas) L: Non-flammable refrigerant 190: Electric vehicle (hybrid vehicle) 300: Electric vehicle (hybrid vehicle) 304: Power transmission device 310: Mechatronics unit 312: Drive device 320: Power control unit (power control device) 320a: First electrical equipment 320b: Second electrical equipment MGA: Assist electric motor (electric motor)

Claims

1. A hybrid vehicle having an electric motor, a power transmission device connected to the electric motor so as to be capable of power transmission, a driving battery, a power control device for controlling power transmitted between the battery and the electric motor, and an air conditioner including an electric compressor and an outdoor heat exchanger, the hybrid vehicle having an electromechanical integrated unit in which a driving device including the electric motor and the power transmission device and the power control device are integrally arranged, wherein the outdoor heat exchanger is a water-cooled type and is arranged vertically above the electromechanical integrated unit in the mounted state in the hybrid vehicle.

2. The hybrid vehicle according to claim 1, wherein the electric compressor is arranged vertically above the electromechanical integrated unit in the mounted state in the hybrid vehicle.

3. The power control device is arranged vertically above the driving device in the mounted state in the hybrid vehicle, and the outdoor heat exchanger is arranged vertically above the power control device in the mounted state in the hybrid vehicle according to claim 1.

4. The hybrid vehicle according to claim 3, wherein the electric compressor is connected to the battery at a branch portion provided in the power control device for branching an electric path from the battery to the power control device, and is arranged vertically above the power control device in the mounted state in the hybrid vehicle.

5. A part of the power control device is a first electrical device, another part of the power control device is a second electrical device, the first electrical device and the second electrical device are separately arranged on the outer periphery of the driving device, one of the first electrical device and the second electrical device is arranged vertically above the driving device in the mounted state in the hybrid vehicle, and the outdoor heat exchanger is arranged vertically above the one electrical device in the mounted state in the hybrid vehicle according to claim 1.

6. The electric compressor is connected to the battery at a branching portion provided in the one electric device and branching an electric path from the battery to the one electric device, and is disposed above the one electric device in the vertical direction in a mounted state in the hybrid vehicle. The hybrid vehicle according to claim 5, characterized in that.

7. The outdoor heat exchanger is cooled by cooling water for cooling the power control device. The hybrid vehicle according to claim 1, characterized in that.

8. The air conditioner has a refrigerant circuit using a combustible gas as a refrigerant circulated through the electric compressor and the outdoor heat exchanger. The hybrid vehicle according to any one of claims 1 to 7, characterized in that.

9. The air conditioner includes an electric pump and an indoor heat exchanger, and further includes a second refrigerant circuit using a non-combustible refrigerant as a refrigerant, and a refrigerant heat exchanger that performs heat exchange between the combustible gas and the non-combustible refrigerant. The refrigerant heat exchanger is disposed above the electromechanical unit in the vertical direction in a mounted state in the hybrid vehicle. The hybrid vehicle according to claim 8, characterized in that.

Images