Electric vehicle

Abstract

To provide an electric vehicle which can improve degree of freedom in installation of a mechano-electric integral unit and suppress deterioration of cooling performance.SOLUTION: An engine is installed on a first wall surface that is a wall surface on a side where the engine is connected with an input shaft of a power transmission device. A first electric component case and a second component case are separately arranged at two wall surfaces among 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 an electric vehicle. The first electric component case and the second electric component case are arranged at a position apart from the engine so that a first electric apparatus and a second electric apparatus are suppressed from heat receiving from the engine. Therefore, degree of freedom in installation of a mechano-electric integral unit can be improved and deterioration of cooling performance can be suppressed.SELECTED DRAWING: Figure 6

Description

Technical Field

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

Background Art

[0002] An electric 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 an example. 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 this 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] By the way, when an electromechanical unit having a laminated structure is mounted on a vehicle, depending on the mounting space or the components of the electromechanical unit, the degree of freedom in mounting the electromechanical unit may be reduced. On the other hand, it is conceivable to arrange one of the first electrical case and the second electrical case above the drive case in the vertical direction and the other electrical case in the horizontal direction of the drive case. However, depending on the arrangement positions of the two electrical cases, the first electrical device and / or the second electrical device may receive heat from a main power source such as an engine or an electric motor, and the cooling performance of the electromechanical unit may be deteriorated.

[0005] The present invention has been made against the background of the above circumstances, and an object thereof is to provide an electric vehicle that can suppress deterioration of cooling performance while increasing the degree of freedom in mounting a mechatronic unit.

Means for Solving the Problems

[0006] The gist of the first invention is as follows: (a) 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 having a mechatronic unit in which the drive case, the first electrical case, and the second electrical case are integrally arranged, (b) the electric vehicle further includes an engine connected to the power transmission device so as to be capable of power transmission, (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 engine is arranged on the first wall surface which is the wall surface on the side where the engine and the input shaft of the power transmission device are connected, and (e) the first electrical case and the second electrical case are separately arranged on two of the second wall surface, the third wall surface, the fourth wall surface, the fifth wall surface, and the sixth wall surface.

[0007] Further, in the second invention, in the electric vehicle according to the first invention, the engine is arranged in a horizontal direction with respect to the drive case in the mounted state of the electric vehicle, and one of the first electrical case and the second electrical case is arranged on the side opposite to the engine with respect to the drive case in the mounted state of the electric vehicle, and 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 electric vehicle.

[0008] Further, the gist of the third invention is as follows: (a) an electric vehicle having an electromechanical integrated unit in which an electric motor, a power transmission device connected to the electric motor in a power-transmittable manner, a first electrical device, a second electrical device, a drive case housing a drive device including the electric motor and the power transmission device, a first electrical case housing the first electrical device, and a second electrical case housing the second electrical device are integrally arranged, (b) 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, (c) one of the first electrical case and the second electrical case is arranged on the first wall surface which is a wall surface on the opposite side of the power transmission device from the electric motor, and (d) the other of the first electrical case and the second electrical case is arranged on any one of the four wall surfaces other than the second wall surface among the second wall surface, the third wall surface, the fourth wall surface, the fifth wall surface, and the sixth wall surface, which is a wall surface on the same side of the power transmission device as the electric motor.

[0009] Further, the fourth invention is the electric vehicle according to the third invention, wherein the one electrical case is arranged horizontally with respect to the drive case in the mounted state of the electric vehicle, and the other electrical case is arranged vertically above the drive case in the mounted state of the electric vehicle.

[0010] Further, the fifth invention is the electric vehicle according to any one of the first to fourth inventions, wherein the electric 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.

[0011] Further, a sixth invention is an electric vehicle according to the fifth 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.

[0012] Further, a seventh invention is an electric vehicle according to the fifth invention, wherein the electric vehicle further includes a charger that charges the high-voltage battery with power supplied from an external power source, and the charger is housed in one of the first electrical case and the second electrical case.

[0013] Further, an eighth invention is an electric vehicle according to the fifth invention, wherein the first electrical device further includes a motor control device that controls the inverter, and the electric vehicle further includes a current sensor that detects a current of the motor and supplies a detection signal to the motor control device, and the current sensor is housed in the first electrical case.

[0014] Further, a ninth invention is an electric vehicle according to the fifth invention, wherein the first electrical device further includes a motor control device that controls the inverter, and the electric vehicle further includes a resolver that detects a rotational speed of the motor and supplies a detection signal to the motor control device, the resolver is disposed on the motor in the drive case, and the wiring electrically connecting the motor control device and the resolver is disposed only in the drive case and the first electrical case.

[0015] Moreover, the tenth invention is an electric vehicle according to the fifth invention, wherein the first electric device further includes an electric motor control device for controlling the inverter, and the electric vehicle includes a current sensor housed in the first electric case for detecting the current of the electric motor and supplying a detection signal to the electric motor control device, and a resolver disposed on the electric motor in the drive case for detecting the rotational speed of the electric motor and supplying a detection signal to the electric motor control device. The resolver is disposed on one side in a direction parallel to the rotational axis of the electric motor with respect to the electric motor, and the current sensor is disposed on the other side in a direction parallel to the rotational axis of the electric motor with respect to the electric motor.

Advantages of the Invention

[0016] According to the first invention, the engine is disposed on the first wall surface which is the wall surface on the side where the engine and the input shaft of the power transmission device are connected. Further, the first electric case and the second electric case are separately disposed on two of the wall surfaces among 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 disposed separately, it is facilitated to mount the mechatronic unit on the electric vehicle. Further, since the first electric case and the second electric case are disposed at positions away from the engine, the first electric device and the second electric device are suppressed from receiving heat from the engine. Therefore, it is possible to suppress the deterioration of the cooling performance while increasing the degree of freedom in mounting the mechatronic unit.

[0017] Moreover, according to the second invention, the engine is disposed in a horizontal direction with respect to the drive case in the mounted state in the electric vehicle. Further, one of the first electric case and the second electric case is disposed on the side opposite to the engine with respect to the drive case in the mounted state in the electric vehicle. Further, 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 in the electric vehicle. Thereby, it is facilitated to appropriately mount the mechatronic unit on the electric vehicle. Further, the first electric device and the second electric device are appropriately suppressed from receiving heat from the engine.

[0018] Further, according to the third invention, one of the first electric case and the second electric case is disposed on a first wall surface which is a wall surface on the side opposite to the electric motor with respect to the power transmission device. Also, the other electric case of the first electric case and the second electric case is disposed on any one of the four wall surfaces other than the second wall surface among the second wall surface, the third wall surface, the fourth wall surface, the fifth wall surface, and the sixth wall surface, which is a wall surface on the same side as the electric motor with respect to the power transmission device. Thereby, since the first electric case and the second electric case are separately disposed, it is easier for the mechatronic unit to be mounted on the electric vehicle. Also, since the first electric case and the second electric case are disposed at positions away from the electric motor, heat reception of the first electric device and the second electric device from the electric motor is suppressed. Therefore, while increasing the degree of freedom of mounting of the mechatronic unit, deterioration of the cooling performance can be suppressed.

[0019] Also, according to the fourth invention, in the mounted state in the electric vehicle, one of the first electric case and the second electric case is disposed in the horizontal direction with respect to the drive case, and the other electric case is disposed vertically above the drive case. Thereby, it is easier for the mechatronic unit to be appropriately mounted on the electric vehicle. Also, heat reception of the first electric device and the second electric device from the electric motor is appropriately suppressed.

[0020] Also, according to the fifth invention, the first electric device includes an inverter that converts DC power from a high-voltage battery into AC power and supplies it to the electric motor, and the second electric device includes a DCDC converter that steps down the voltage of the high-voltage battery to charge a low-voltage battery. Thereby, since the inverter and the DCDC converter are separately disposed, it is easier for the electric motor and the inverter to be connected, and the maintenance performance of the DCDC converter is improved.

[0021] Further, according to the sixth invention, the second electric device further includes a reactor included in a boost converter that boosts DC power from a high-voltage battery and supplies it to an inverter. Thereby, since the inverter and the reactor are arranged separately, the maintenance performance of the reactor is improved.

[0022] Further, according to the seventh invention, a charger that charges a high-voltage battery with power supplied from an external power source is housed in either the first electric case or the second electric case. Thereby, the mounting space can be effectively utilized.

[0023] Further, according to the eighth invention, the first electric device further includes an electric motor control device that controls an inverter, and a current sensor that detects the current of the electric motor and supplies a detection signal to the electric motor control device is housed in the first electric case. Thereby, the current sensor and the electric motor control device can be directly connected, and the current sensor and the electric motor can be directly connected, so that a terminal block can be eliminated and the cost of the mechatronic unit can be suppressed.

[0024] Further, according to the ninth invention, the first electric device further includes an electric motor control device that controls an inverter, and a resolver that detects the rotational speed of the electric motor and supplies a detection signal to the electric motor control device is disposed on the electric motor in the drive case. In addition, the wiring that electrically connects the electric motor control device and the resolver is arranged only in the drive case and the first electric case. Thereby, the length of the wiring can be shortened compared with the case where the wiring for sending the detection signal from the resolver is once led out of the drive case, so that the cost of the mechatronic unit can be suppressed.

[0025] Further, according to the tenth invention, the first electric device further includes an electric motor control device that controls an inverter. Also, a current sensor that detects the current of the electric motor and supplies a detection signal to the electric motor control device is housed in the first electric case, and a resolver that detects the rotational speed of the electric motor and supplies a detection signal to the electric motor control device is disposed on the electric motor within the drive case. Also, the resolver is disposed on one side in a direction parallel to the rotational axis of the electric motor with respect to the electric motor, and the current sensor is disposed on the other side in a direction parallel to the rotational axis of the electric motor with respect to the electric motor. Thereby, the current sensor and the electric motor control device can be directly connected, and the current sensor and the electric motor can be directly connected. Also, the wiring for electrically connecting the electric motor control device and the resolver is easily disposed only within the drive case and the first electric case.

Brief Description of the Drawings

[0026]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Figure 11

Figure 12

Figure 13

Mode for Carrying Out the Invention

[0027] In an embodiment of the present invention, the electromechanical unit broadly means that a case storing the drive device including the electric motor and the power transmission device and a case storing the power control device are aggregated, that is, they are arranged closely. For example, the electromechanical unit has a configuration in which the case of the power control device and the case of the drive device are fixed with bolts or brackets, and a configuration in which the power control device is housed in the case of the drive device. Specifically, the electromechanical unit has a configuration in which a case storing the power control device and a case storing the drive device are separate bodies and are fastened with brackets or bolts. Or, the electromechanical unit has 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.

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

Examples

[0029] FIG. 1 is a diagram for explaining an example of the 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.

[0030] The engine 12 is a known internal combustion engine. The power transmission device 16 is provided in the power transmission path between the engine 12 and the drive wheels 14 and in the power transmission path between the second electric motor MG2 and the drive wheels 14. The engine 12 is a power source, for example, a main power source, that is connected to the power transmission device 16 so as to be able to transmit power. The second electric motor MG2 is an electric motor that functions as a power source, for example, an auxiliary power source, that is connected to the power transmission device 16 so as to be able to transmit power.

[0031] The first electric motor MG1 and the second electric motor MG2 are known rotary electric machines each having a function as an engine that generates mechanical power from electric power and a function as a generator that generates electric power from mechanical power, that is, a so-called motor generator. The first electric motor MG1 and the second electric motor MG2 are provided in a non-rotating case 18 that is a non-rotating member attached to the vehicle body.

[0032] 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. in the case 18. Further, the power transmission device 16 includes a pair of drive shafts 38 etc. connected to the differential gear 34.

[0033] 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 or the like. 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 in a non-rotatable relative manner. 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.

[0034] 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 section 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 also 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 so as to be able to transmit power to the drive wheels 14.

[0035] The transmission section 24 includes the first electric 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 electric motor MG1, and the first electric motor MG1 is connected so as to be able to transmit power. The carrier CA is connected to the input shaft 22, and the engine 12 is connected so as 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.

[0036] The differential mechanism 40 functions as a differential mechanism that produces 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.

[0037] The power transmission device 16 has a first axis CL1, a second axis CL2, a third axis CL3, and a fourth axis CL4. These four axes CL1, CL2, CL3, and CL4 are parallel to each other. The first axis CL1 is the axis of the input shaft 22 and the rotor shaft of the first electric motor MG1, and is the rotation axis of the 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.

[0038] 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.

[0039] 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.

[0040] 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, etc.

[0041] 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 stored power 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.

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

[0043] The DC-DC converter 62 is connected to the high-voltage battery 50. The DC-DC converter 62 functions as a charging device that steps down the voltage of the high-voltage battery 50 to 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 auxiliary equipment provided in the electric vehicle 10 and the motor control device 64, etc.

[0044] 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.

[0045] The inverter 68 includes an MG1 power module 76, an MG2 power module 78, etc. The MG1 power module 76 and the MG2 power module 78 each include switching elements 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.

[0046] 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 requirement 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.

[0047] FIG. 3, FIG. 4, and FIG. 5 are diagrams for explaining an example of the schematic configuration of the electromechanical unit 90. FIGS. 3 and 4 are side views from the left side of the electric vehicle 10. FIG. 5 is a view when seen from the rear of the electric vehicle 10, and is a schematic diagram showing an example of the arrangement of each part constituting the electromechanical unit 90. In the drawings, the vertical direction, the forward and backward direction, and the vehicle width direction (horizontal direction) 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.

[0048] In FIGS. 3 - 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 into a first electric device 60a and a second electric device 60b and arranged. The first electric device 60a includes, for example, a motor control device 64 (see "MG_ECU" in FIG. 5) and an inverter 68. The second electric device 60b includes, for example, a DCDC converter 62 and a reactor 70.

[0049] 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 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.

[0050] The electric vehicle 10 includes a DCDC plate 94 on which the second electric device 60b is fixedly installed. 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.

[0051] The drive device 92 is accommodated 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 accommodated 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 accommodated in the DCDC space Sdc in the cover 18c in the mounted state in the electric vehicle 10.

[0052] 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 movement direction of the electric vehicle 10. Further, in the mounted state in the electric vehicle 10, the positions of the respective 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 respective 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.

[0053] A part of the power control unit 60, that is, the first electric device 60a, is mounted in the space created by reducing the vertical size of the drive device 92. Another part of the power control unit 60, that is, the second electric device 60b, 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 electric device 60a and the second electric device 60b and mounted, the vertical size of the mechatronic unit 90 is reduced.

[0054] In FIG. 5, the electric vehicle 10 further includes a first resolver 80, a second resolver 82, a current sensor 84, a first wiring 86, and a second wiring 88. The first resolver 80 is provided on the first electric motor MG1 in the motor chamber Rm (see FIG. 1). The first wiring 86 is a wiring that electrically connects the motor control device 64 and the first resolver 80. The first resolver 80 is a resolver that detects the rotational speed of the first electric motor MG1 and supplies a detection signal to the motor control device 64. The second resolver 82 is provided on the second electric motor MG2 in the motor chamber Rm (see FIG. 1). The second wiring 88 is a wiring that electrically connects the motor control device 64 and the second resolver 82. The second resolver 82 is a resolver that detects the rotational speed of the second electric motor MG2 and supplies a detection signal to the motor control device 64. The current sensor 84 detects the current of each of the first electric motor MG1 and the second electric motor MG2, and supplies each detection signal to the motor control device 64.

[0055] FIG. 6 is a diagram for explaining an example of the arrangement of the electromechanical integrated unit 90 in terms of cases. FIG. 6 is a view when looking at the electric vehicle 10 from the rear. In FIG. 6, the electric vehicle 10 includes a drive case 100, a first electric case 102, and a second electric case 104.

[0056] 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.

[0057] 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 main 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 main body 18b and the housing 18a, and is the wall surface facing the fifth wall surface 100e.

[0058] 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.

[0059] The first electric case 102 and the second electric case 104 are separately disposed on two of the wall surfaces of the second wall surface 100b, the third wall surface 100c, the fourth wall surface 100d, the fifth wall surface 100e, and the sixth wall surface 100f. For example, the first electric case 102 is disposed on the fifth wall surface 100e. That is, the first electric case 102 is disposed adjacent to the drive case 100 above it in the vertical direction in the mounted state in the electric vehicle 10. Also, the second electric case 104 is disposed on the second wall surface 100b. That is, the second electric case 104 is disposed adjacent to the drive case 100 on the side opposite to the engine 12 in the mounted state in the electric vehicle 10.

[0060] The first resolver 80 is disposed in the drive case 100 on the first electric motor MG1. The second resolver 82 is disposed in the drive case 100 on the second electric motor MG2. The current sensor 84 is housed in the first electric case 102. The first wiring 86 and the second wiring 88 are disposed only in the drive case 100 and the first electric case 102, respectively. The first resolver 80 is disposed on one side in a direction parallel to the first axis CL1 with respect to the first electric motor MG1, and the current sensor 84 is disposed on the other side in a direction parallel to the first axis CL1 with respect to the first electric motor MG1. The second resolver 82 is disposed on one side in a direction parallel to the third axis CL3 with respect to the second electric motor MG2, and the current sensor 84 is disposed on the other side in a direction parallel to the third axis CL3 with respect to the second electric motor MG2.

[0061] FIG. 7 is a view when viewed from the rear of the electric vehicle 10, and is a schematic view showing an example of the arrangement of each part constituting the electromechanical unit 90. FIG. 7 is a view showing another example different from FIG. 5. The arrangement of each part in FIG. 7 is different from the arrangement of each part in FIG. 5 in the arrangement of the second electrical device 60b. In FIG. 5, 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. On the other hand, the DCDC converter 62 and the reactor 70 in FIG. 7 are arranged horizontally side by side in the DCDC space Sdc.

[0062] FIG. 8 is a view for explaining an example of a state in which the electromechanical unit 90 is mounted on the electric vehicle 10. In FIG. 8, the electromechanical unit 90 is housed in the engine room 96. The engine room 96 is synonymous with the engine compartment and is a power source chamber for housing the power source. In the engine room 96, for example, an auxiliary battery 52, an air cleaner 98, etc. are also housed. Below the interior space of the electric vehicle 10, a high-voltage battery 50 is disposed.

[0063] As described above, according to this embodiment, the engine 12 is disposed on the first wall surface 100a. Further, the first electric case 102 and the second electric case 104 are separately disposed on two of the second wall surface 100b, the third wall surface 100c, the fourth wall surface 100d, the fifth wall surface 100e, and the sixth wall surface 100f. Thereby, since the first electric case 102 and the second electric case 104 are separately disposed, it is facilitated to mount the mechatronic unit 90 on the electric vehicle 10. Further, since the first electric case 102 and the second electric case 104 are disposed at positions away from the engine 12, heat reception of the first electric device 60a and the second electric device 60b from the engine 12 is suppressed. Therefore, it is possible to suppress deterioration of the cooling performance while increasing the degree of freedom in mounting the mechatronic unit 90.

[0064] Further, according to this embodiment, the engine 12 is disposed adjacent to the drive case 100 in the horizontal direction in the mounted state in the electric vehicle 10. Further, the first electric case 102 is disposed above the drive case 100 in the vertical direction in the mounted state in the electric vehicle 10. Further, the second electric case 104 is disposed on the side opposite to the engine 12 with respect to the drive case 100 in the mounted state in the electric vehicle 10. Thereby, it is facilitated to appropriately mount the mechatronic unit 90 on the electric vehicle 10. Further, heat reception of the first electric device 60a and the second electric device 60b from the engine 12 is appropriately suppressed.

[0065] Further, according to this embodiment, the first electric device 60a includes an inverter 68, and the second electric device 60b includes a DCDC converter 62. Thereby, since the inverter 68 and the DCDC converter 62 are separately disposed, it is facilitated to connect each of the first electric motor MG1 and the second electric motor MG2 to the inverter 68, and the maintenance performance of the DCDC converter 62 is improved.

[0066] Further, according to this embodiment, the second electric device 60b further includes a reactor 70. Thereby, since the inverter 68 and the reactor 70 are separately disposed, the maintenance performance of the reactor 70 is improved.

[0067] Further, according to the present embodiment, the first electric device 60a further includes a motor control device 64, and the current sensor 84 is housed in the first electric case 102. Thereby, the current sensor 84 and the motor control device 64 can be directly connected, and the current sensor 84 and each of the first motor MG1 and the second motor MG2 can be directly connected. Thus, the terminal block can be eliminated, and the cost of the mechatronic unit 90 is suppressed.

[0068] Further, according to the present embodiment, the first electric device 60a further includes a motor control device 64. Also, the first resolver 80 is disposed on the first motor MG1 in the drive case 100, and the second resolver 82 is disposed on the second motor MG2 in the drive case 100. In addition, the first wiring 86 and the second wiring 88 are disposed only in the drive case 100 and the first electric case 102, respectively. Thereby, the length of the wiring can be shortened as compared with the case where each of the first wiring 86 and the second wiring 88 is once taken out of the drive case 100, and the cost of the mechatronic unit 90 is suppressed.

[0069] Also, according to this embodiment, the first electric device 60a further includes an electric motor control device 64. Further, the current sensor 84 is housed in the first electric case 102. The first resolver 80 is disposed on the first electric motor MG1 in the drive case 100, and the second resolver 82 is disposed on the second electric motor MG2 in the drive case 100. The first resolver 80 is disposed on one side in a direction parallel to the first axis CL1 with respect to the first electric motor MG1, and the current sensor 84 is disposed on the other side in a direction parallel to the first axis CL1 with respect to the first electric motor MG1. The second resolver 82 is disposed on one side in a direction parallel to the third axis CL3 with respect to the second electric motor MG2, and the current sensor 84 is disposed on the other side in a direction parallel to the third axis CL3 with respect to the second electric motor MG2. Thereby, the current sensor 84 and the electric motor control device 64 can be directly connected, and the current sensor 84 and each of the first electric motor MG1 and the second electric motor MG2 can be directly connected. Further, each of the first wiring 86 and the second wiring 88 is easily disposed only in the drive case 100 and the first electric case 102.

[0070] Next, another embodiment of the present invention will be described. In the following description, parts common to the embodiments are denoted by the same reference numerals and description thereof is omitted.

Embodiment

[0071] In the foregoing first embodiment, 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 is illustrated. In this embodiment, as the electric vehicle, an electric vehicle including an electric motor is illustrated.

[0072] FIG. 9 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. 9, 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 Embodiment 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 able to transmit power. The electric motor MG is a power source, for example, a main power source. The electric motor MG and the power transmission device 202 are provided in a case 204.

[0073] FIG. 10 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. 10, 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, etc.

[0074] 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.

[0075] 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.

[0076] The power control unit 220 includes a DC-DC converter 222, an electric motor control device 224, an inverter 226, and the like. The power control unit 220 is a power control device that controls the power exchanged between the high-voltage battery 210 and the electric motor MG.

[0077] The DCDC converter 222 is connected to the high-voltage battery 210. The DCDC 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 to charge the auxiliary battery 212. The auxiliary battery 212 is a low-voltage battery that supplies power for operating auxiliary equipment provided in the electric vehicle 200 and the motor control device 224 and the like.

[0078] The inverter 226 includes an MG power module 228 and the like. The MG power module 228 includes switching elements and the like. The inverter 226 converts 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 a DC current. The motor control device 224 controls the inverter 226 and controls the motor MG.

[0079] FIG. 11 is a diagram for explaining an example of the arrangement of the mechatronic unit 250 in terms of cases. FIG. 11 is a view when seen from the rear of the electric vehicle 200. In FIG. 11, the mechatronic unit 250 is a unit in which the drive device 252 and the power control unit 220 are integrally arranged. The drive device 252 is a transaxle including a power transmission device 202 (28, 32, 34a, 36, etc.) and the motor MG. The power control unit 220 is 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 (see "MG_ECU" in FIG. 11) and the inverter 226. The second electrical device 220b includes, for example, the DCDC converter 222.

[0080] The electric vehicle 200 further includes a resolver 240, a current sensor 242, and a wiring 244. The resolver 240 detects the rotational speed of the motor MG and supplies a detection signal to the motor control device 224. The current sensor 242 detects the current of the motor MG and supplies a detection signal to the motor control device 224. The wiring 244 electrically connects the motor control device 224 and the resolver 240.

[0081] 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 having the drive case 260, the first electric case 262, and the second electric case 264 integrally arranged.

[0082] 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.

[0083] The second electric case 264 is arranged on the first wall surface 260a, which is the wall surface opposite to the electric motor MG with respect to the power transmission device 202. In the mounted state of the electric vehicle 200, the second electric case 264 is on the side opposite to the electric motor MG with respect to the power transmission device 202 and is arranged adjacent to the drive case 260 in the horizontal direction.

[0084] The first electric case 262 is disposed on any one of the four walls other than the second wall 260b among the second wall 260b, the third wall 260c, the fourth wall 260d, the fifth wall 260e, and the sixth wall 260f, which is the wall on the same side as the motor MG with respect to the power transmission device 202. For example, the first electric case 262 is disposed on the fifth wall 260e. That is, the first electric case 262 is disposed adjacent to the drive case 260 vertically above in the mounted state in the electric vehicle 200.

[0085] The AC charger 230 is housed in either the first electric case 262 or the second electric case 264. For example, the AC charger 230 is housed in the second electric case 264. Alternatively, the AC charger 230 may be housed in the first electric case 262. Or, the AC charger 230 may be disposed vertically above the first electric case 262.

[0086] The resolver 240 is disposed on the motor MG in the drive case 260. The current sensor 242 is housed in the first electric case 262. The wiring 244 is disposed only in the drive case 260 and the first electric case 262. The resolver 240 is disposed on one side in a direction parallel to the third axis CL3 with respect to the motor MG, and the current sensor 242 is disposed on the other side in a direction parallel to the third axis CL3 with respect to the motor MG.

[0087] FIG. 12 is a view when viewed from the rear of the electric vehicle 200, and is a view for explaining an example of the arrangement of the electromechanical integrated unit 250 in terms of cases. FIG. 12 shows an example different from FIG. 11. The arrangement of each part in FIG. 12 is different from the arrangement of each part in FIG. 11 in that the AC charger 230 is not housed in the second electric case 264. For example, when the power control unit 220 includes a boost converter (not shown) having a reactor 270 or the like, similar to the power control unit 60, the reactor 270 is housed in the second electric case 264. The reactor 270 is included in the second electric device 220b. In this case, the AC charger 230 is arranged, for example, vertically above the first electric case 262.

[0088] As described above, according to the present embodiment, the second electric case 264 is arranged on the first wall surface 260a which is the wall surface on the side opposite to the electric motor MG with respect to the power transmission device 202. Further, the first electric case 262 is arranged on any one of the four wall surfaces other than the second wall surface 260b which is the wall surface on the same side as the electric motor MG with respect to the power transmission device 202 among the second wall surface 260b, the third wall surface 260c, the fourth wall surface 260d, the fifth wall surface 260e, and the sixth wall surface 260f. Thereby, since the first electric case 262 and the second electric case 264 are arranged separately, it is easier for the electromechanical integrated unit 250 to be mounted on the electric vehicle 200. Further, since the first electric case 262 and the second electric case 264 are arranged at positions away from the electric motor MG, heat reception from the electric motor MG by the first electric device 220a and the second electric device 220b is suppressed. Therefore, it is possible to suppress deterioration of the cooling performance while increasing the degree of freedom in mounting the electromechanical integrated unit 250.

[0089] Also, according to the present embodiment, in the mounted state in the electric vehicle, the second electric case 264 is arranged horizontally with respect to the drive case 260, and the first electric case 262 is arranged vertically above the drive case 260. Thereby, it is easier for the electromechanical integrated unit 250 to be appropriately mounted on the electric vehicle 200. Further, heat reception from the electric motor MG by the first electric device 220a and the second electric device 220b is appropriately suppressed.

[0090] Further, according to the present embodiment, the first electric device 220a includes an inverter 226, and the second electric device 220b includes a DC-DC converter 222. As a result, since the inverter 226 and the DC-DC converter 222 are separately arranged, it is easier to connect the electric motor MG and the inverter 226, and the maintenance performance of the DC-DC converter 222 is improved.

[0091] Further, according to the present embodiment, the second electric device 220b further includes a reactor 270. As a result, since the inverter 226 and the reactor 270 are separately arranged, the maintenance performance of the reactor 270 is improved.

[0092] Further, according to the present embodiment, the AC charger 230 is housed in either the first electric case 262 or the second electric case 264. Thereby, the mounting space can be effectively utilized.

[0093] Further, according to the present embodiment, the first electric device 220a further includes a motor control device 224, and the current sensor 242 is housed in the first electric case 262. As a result, the current sensor 242 and the motor control device 224 can be directly connected, and the current sensor 242 and the electric motor MG can be directly connected, so that the terminal block can be eliminated and the cost of the mechatronic unit 250 is suppressed.

[0094] Further, according to the present embodiment, the first electric device 220a further includes a motor control device 224, and the resolver 240 is disposed on the electric motor MG in the drive case 260. In addition, the wiring 244 is arranged only in the drive case 260 and the first electric case 262. As a result, the length of the wiring can be shortened compared to the case where the wiring 244 is once taken out of the drive case 260, so that the cost of the mechatronic unit 250 is suppressed.

[0095] Further, according to this embodiment, the first electrical device 220a further includes a motor control device 224. Also, the current sensor 242 is housed in the first electrical case 262, and the resolver 240 is disposed on the motor MG in the drive case 260. Also, the resolver 240 is disposed on one side in a direction parallel to the third axis line CL3 with respect to the motor MG, and the current sensor 242 is disposed on the other side in a direction parallel to the third axis line CL3 with respect to the motor MG. Thereby, the current sensor 242 and the motor control device 224 can be directly connected, and the current sensor 242 and the motor MG can be directly connected. Also, the wiring 244 is easily disposed only in the drive case 260 and the first electrical case 262.

Embodiment

[0096] In the foregoing first embodiment, as the electric vehicle, the electric vehicle 10 which is a hybrid vehicle including the engine 12, the first motor MG1, and the second motor MG2 is 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. 13 is a diagram for explaining an example of an electric vehicle 300 to which the present invention is applied. FIG. 13 is a diagram for explaining an example of the arrangement of the mechatronics unit 330 in terms of cases. FIG. 13 is a view when looking at the electric vehicle 300 from the rear.

[0098] In FIG. 13, the electric vehicle 300 includes an engine 302, an assist motor MGA, and a power transmission device 304. The power transmission device 304 is connected to the assist motor MGA so that power can be transmitted. The engine 302 is a power source, for example, a main power source, which is connected to the power transmission device 304 so that power can be transmitted. The assist motor MGA is an electric motor that functions as a power source, for example, a sub-power source, which is connected to the power transmission device 304 so that power can be transmitted. The assist motor MGA and the power transmission device 304 are provided in the case 306.

[0099] The electric vehicle 300 has an electrical configuration related to the control of the assist motor MGA, etc., similar to the electric vehicle 10. The electric vehicle 300 further includes a power control unit 310, etc. The power control unit 310 includes a DCDC converter 312, a motor control device 314 (see "MG_ECU" in Fig. 13), a reactor 316 of a booster converter (not shown), an inverter 318, etc.

[0100] The mechatronic unit 330 is a unit in which the drive device 332 and the power control unit 310 are integrally arranged. The drive device 332 is a transaxle including a power transmission device 304 and an assist motor MGA. The power control unit 310 is divided into a first electrical device 310a and a second electrical device 310b and arranged separately. 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 DCDC converter 312 and a reactor 316.

[0101] The electric vehicle 300 further includes a resolver 320, a current sensor 322, and a wiring 324. The resolver 320 detects the rotational speed of the assist motor MGA and supplies a detection signal to the motor control device 314. The current sensor 322 detects the current of the assist motor MGA and supplies a detection signal to the motor control device 314. The wiring 324 electrically connects the motor control device 314 and the resolver 320.

[0102] 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 mechatronic 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.

[0103] 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 housing the drive device 332. The first wall surface 340a is the wall surface on the right side in the vehicle width direction and is the wall surface on the side where the engine 302 and the input shaft 308 of the power transmission device 304 are connected. The second wall surface 340b is the wall surface on the left side in the vehicle width direction and is the wall surface facing the first wall surface 340a. The third wall surface 340c is the wall surface on the rear side in the forward and backward movement direction. The fourth wall surface 340d is the wall surface on the front side in the forward and backward movement direction and is the wall surface facing the third wall surface 340c. The fifth wall surface 340e is the wall surface on the upper side in the vertical direction. The sixth wall surface 340f is the wall surface on the lower side in the vertical direction and is the wall surface facing the fifth wall surface 340e.

[0104] 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.

[0105] The first electric case 342 and the second electric case 344 are separately disposed on two of the wall surfaces among the second wall surface 340b, the third wall surface 340c, the fourth wall surface 340d, the fifth wall surface 340e, and the sixth wall surface 340f. For example, the first 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 above it in the vertical direction 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.

[0106] The resolver 320 is disposed in the drive case 340 on the assist motor MGA. The current sensor 322 is housed in the first electric case 342. The wiring 324 is arranged only within the drive case 340 and the first electric case 342. The resolver 320 is disposed on one side of the assist motor MGA in a direction parallel to the rotation axis CLA of the assist motor MGA, and the current sensor 322 is disposed on the other side of the assist motor MGA in a direction parallel to the rotation axis CLA.

[0107] As described above, according to this embodiment, the same effects as those of the previous embodiment 1 can be obtained.

[0108] As described above, the embodiments of the present invention have been described in detail with reference to the drawings, but the present invention is also applicable to other aspects.

[0109] For example, in the previous embodiment 1, the second wall surface 100b and the fifth wall surface 100e are 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 second wall surface 100b, the third wall surface 100c, the fourth wall surface 100d, the fifth wall surface 100e, and the sixth wall surface 100f. Therefore, 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 previous embodiment 3.

[0110] In the above-described Example 2, the second electric case 264 is arranged on the first wall surface 260a, and the fifth wall surface 260e is exemplified as the wall surface on which the first electric case 262 is arranged. However, the present invention is not limited to this aspect. The first electric case 262 may be arranged on any one of the four wall surfaces other than the second wall surface 260b among the second wall surface 260b, the third wall surface 260c, the fourth wall surface 260d, the fifth wall surface 260e, and the sixth wall surface 260f. Alternatively, the first electric case 262 may be arranged on the first wall surface 260a. In this case, the second electric case 264 may be arranged on any one of the four wall surfaces other than the second wall surface 260b among the second wall surface 260b, the third wall surface 260c, the fourth wall surface 260d, the fifth wall surface 260e, and the sixth wall surface 260f. Therefore, the first electric case 262 may be arranged on the first wall surface 260a, and the second electric case 264 may be arranged on the fifth wall surface 260e.

[0111] 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 arranged 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.

[0112] In the above-described Example 1, the first resolver 80 may be arranged on the side opposite to the power transmission device 16 with respect to the first electric motor MG1. Also, the second resolver 82 may be arranged on the side opposite to the power transmission device 16 with respect to the second electric motor MG2. The same applies to the above-described Examples 2 and 3.

[0113] Further, in the aforementioned Example 1, the DCDC plate 94 to which the second electric device 60b was fixed was attached to the cover 18c, but the present invention is not limited to this embodiment. For example, the second electric 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, and a DCDC space Sdc is formed in the cover 18c.

[0114] Further, 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 able to transmit power 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, for example, a main power source. Also, 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.

[0115] Further, in the aforementioned 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 may be wall surfaces that form a space for accommodating 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 aforementioned 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 aforementioned Example 3.

[0116] Also, in the aforementioned Embodiment 1, the current sensor 84 was housed in the first electrical case 102 having a space for housing the first electrical device 60a including the motor control device 64, but it is not limited to this aspect. For example, the current sensor 84 may be housed in a case separate from the motor control device 64, for example, it may be housed in the second electrical case 104. That is, the current sensor 84 may be housed in the first electrical case 102 or the second electrical case 104. The same applies to the aforementioned Embodiments 2 and 3.

[0117] 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

[0118] 10: Electric vehicle 12: Engine 16: Power transmission device 22: Input shaft 50: High-voltage battery 52: Auxiliary battery (low-voltage battery) 60a: First electrical device 60b: Second electrical device 62: DCDC converter 64: Motor control device 66: Boost converter 68: Inverter 70: Reactor 80: First resolver 82: Second resolver 84: Current sensor 86: First wiring 88: Second wiring 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 CL1: First axis (rotation axis of the motor) CL3: Third axis (rotation axis of the motor) MG1: First motor (motor) MG2: Second motor (motor) 200: Electric vehicle 202: Power transmission device 210: High-voltage battery 212: Auxiliary battery (low-voltage battery) 220a: First electrical device 220b: Second electrical device 222: DCDC converter 224: Motor control device 226: Inverter 230: AC charger 240: Resolver 242: Current sensor 244: Wiring 250: Mechatronic unit 252: Drive device 260: Drive case 260a: First wall surface 260b: Second wall surface 260c: Third wall surface 260d: Fourth wall surface 260e: Fifth wall surface 260f: Sixth wall surface 262: First electrical case 264: Second electrical case 270: Reactor 280: External power source MG: Motor 300: Electric vehicle 302: Engine 304: Power transmission device 308: Input shaft 310a: First electrical device 310b: Second electrical device 312: DCDC converter 314: Motor control device 316: Reactor 318: Inverter 320: Resolver 322: Current sensor 324: Wiring 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 CLA: Rotation axis (rotation axis of the motor) MGA: Assist motor (motor)

Claims

1. An electric vehicle having an electromechanical integrated unit in which a drive case that houses a drive device including a motor, a power transmission device power-transmissibly connected to the motor, a first electrical device, a second electrical 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, wherein the electric vehicle further includes an engine power-transmissibly connected to the power transmission device, 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 engine is disposed on the first wall surface which is a wall surface on the side where the engine and the input shaft of the power transmission device are connected, and the first electrical case and the second electrical case are separately disposed on two of the second wall surface, the third wall surface, the fourth wall surface, the fifth wall surface, and the sixth wall surface.

2. The engine is disposed horizontally with respect to the drive case in the mounted state of the electric vehicle, one of the first electrical case and the second electrical case is disposed on the side opposite to the engine with respect to the drive case in the mounted state of the electric vehicle, and the other electrical case of the first electrical case and the second electrical case is disposed above the drive case in the vertical direction in the mounted state of the electric vehicle. The electric vehicle according to Claim 1.

3. An electric vehicle having an electromechanical integrated unit in which a drive case that houses a drive device including a motor, a power transmission device power-transmissibly connected to the motor, a first electrical device, a second electrical 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, wherein 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. One of the first electric case and the second electric case is disposed on the first wall surface which is a wall surface on the side opposite to the electric motor with respect to the power transmission device. The other of the first electric case and the second electric case is disposed on any one of the four wall surfaces other than the second wall surface among the second wall surface, the third wall surface, the fourth wall surface, the fifth wall surface, and the sixth wall surface, which is a wall surface on the same side as the electric motor with respect to the power transmission device. The electric vehicle is characterized by this.

4. The one electric case is disposed horizontally with respect to the drive case in the mounted state of the electric vehicle. The electric vehicle according to claim 3, wherein the other electric case is disposed vertically above the drive case in the mounted state of the electric vehicle.

5. The electric 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 electric vehicle according to any one of claims 1 to 4, 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.

6. The electric vehicle according to claim 5, 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.

7. The electric vehicle further includes a charger that charges the high-voltage battery with power supplied from an external power source. The electric vehicle according to claim 5, wherein the charger is housed in any one of the first electric case and the second electric case.

8. The first electric device further includes an electric motor control device that controls the inverter. The electric vehicle further includes a current sensor that detects the current of the electric motor and supplies a detection signal to the electric motor control device. The electric vehicle according to claim 5, wherein the current sensor is housed in the first electric case.

9. The first electric device further includes an electric motor control device that controls the inverter. The electric vehicle further includes a resolver that detects the rotational speed of the electric motor and supplies a detection signal to the electric motor control device. The resolver is disposed on the electric motor within the drive case. The electric vehicle according to claim 5, wherein the wiring electrically connecting the electric motor control device and the resolver is disposed only within the drive case and within the first electric case. **Claim 10** The first electrical device further includes an electric motor control device that controls the inverter. The electric vehicle further includes a current sensor that is housed within the first electric case, detects the current of the electric motor, and supplies a detection signal to the electric motor control device, and a resolver that is disposed on the electric motor within the drive case, detects the rotational speed of the electric motor, and supplies a detection signal to the electric motor control device. The electric vehicle according to claim 5, wherein the resolver is disposed on one side of the electric motor in a direction parallel to the rotational axis of the electric motor, and the current sensor is disposed on the other side of the electric motor in a direction parallel to the rotational axis of the electric motor.

Images