Drive device for hybrid vehicle

Abstract

To provide a drive device for a hybrid vehicle, capable of suppressing noise generation without increasing the number of components.SOLUTION: A case 18 of a drive device 90 includes: a "first case" that is fastened to an engine 12 and accommodates a first electric motor MG1, a power distribution mechanism 40, a second electric motor MG2, a driven gear mechanism 28, and a differential gear 34; and a "second case" (rear cover 18c) fastened so as to close an opening of the "first case" opposite to the engine 12. An on-vehicle unit MD that also serves as a vibration suppression member is disposed at a position overlapping a line segment VW connecting a first axis CL1 and a third axis CL3 on the "second case" (rear cover 18c). As a result, vibration of the rear cover 18c is reduced by mass m of the on-vehicle unit MD, so that noise generation can be suppressed without increasing the number of components.SELECTED DRAWING: Figure 4

Description

Technical Field

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

Background Art

[0002] A first electric motor and a power distribution mechanism having an output rotating member provided with a drive gear, which distributes and transmits the power from the engine to the first electric motor and the output rotating member, are arranged on a first axis, and a driven gear mechanism having a driven gear meshing with the drive gear is arranged on a second axis, a second electric motor connected to the driven gear mechanism is arranged on a third axis, a differential gear connected to the driven gear mechanism is arranged on a fourth axis, and a drive device for a hybrid vehicle in which the first electric motor, the power distribution mechanism, the second electric motor, the driven gear mechanism, and the differential gear are housed in a case is well known. For example, the hybrid drive device described in Patent Document 1 is such a device. Patent Document 1 discloses a technique for suppressing the generation of gear noise by fastening an actuator of a parking lock mechanism to the outer surface of a case located on the side opposite to the side where the meshing portion of the drive gear and the driven gear is located with respect to the first axis via a bracket.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Incidentally, the noise of the drive device is generated not only at the meshing portion between the drive gear and the driven gear, but also when vibrations caused by other gears, the electric motor, etc. vibrate the case of the drive device. In the case of the case configuration, flat and wide areas are likely to vibrate due to low rigidity, making it easy to generate noise. When the case of the drive device is composed of a first case that is fastened to the engine and houses the built-in components of the drive device, and a lid-shaped second case that is fastened so as to close the opening on the side opposite to the engine of the first case, the second case has a flat and wide shape, making it easy to generate noise. Then, the vibrations of the first electric motor and the second electric motor are propagated from the respective rotation shaft support portions of the first electric motor and the second electric motor provided on the second case, and a flat and wide area located between the respective rotation shaft support portions, that is, an area that is likely to vibrate, is vibrated greatly, generating noise. For this countermeasure, there has been a problem that the number of parts increases due to the addition of a mass damper, a soundproof cover, etc.

[0005] Also, as an electromechanical integrated device, when a power control unit that controls the power of the electric motor is integrally incorporated in the drive device, the power control unit is disposed, for example, on the upper part of the drive device. Conventionally, when the mounting seat surface of the vehicle body mounting member provided on the upper part of the drive device is provided on the second case in order to secure a maintenance area for the power control unit, vibrations from the vehicle body are transmitted to the second case through the mounting seat surface, and there has also been a problem that noise is more likely to occur.

[0006] The present invention has been made against the background of the above circumstances, and an object thereof is to provide a drive device for a hybrid vehicle that can suppress noise generation without increasing the number of parts.

Means for Solving the Problems

[0007] The gist of the first invention is as follows: (a) A first electric motor and a power distribution mechanism having an output rotating member provided with a drive gear, which distributes and transmits the power from the engine to the first electric motor and the output rotating member, are arranged on a first axis. A driven gear mechanism having a driven gear that meshes with the drive gear is arranged on a second axis. A second electric motor connected to the driven gear mechanism is arranged on a third axis. A differential gear connected to the driven gear mechanism is arranged on a fourth axis. The first electric motor, the power distribution mechanism, the second electric motor, the driven gear mechanism, and the differential gear are a drive device of a hybrid vehicle housed in a case. (b) The case includes a first case that is fastened to the engine and houses the first electric motor, the power distribution mechanism, the second electric motor, the driven gear mechanism, and the differential gear, and a second case that is fastened so as to close an opening on the side of the first case opposite to the engine. (c) An in-vehicle unit also serving as a vibration damping member is arranged at a position on the second case that overlaps a line segment connecting the first axis and the third axis.

Advantages of the Invention

[0008] According to the first invention, the case includes a first case that is fastened to the engine and houses the first electric motor, the power distribution mechanism, the second electric motor, the driven gear mechanism, and the differential gear, and a second case that is fastened so as to close an opening on the side of the first case opposite to the engine. An in-vehicle unit also serving as a vibration damping member is arranged at a position on the second case that overlaps a line segment connecting the first axis and the third axis. As a result, in addition to the original role of the in-vehicle unit, the vibration of the second case propagated and generated from the first electric motor and the second electric motor is reduced by the mass of the in-vehicle unit, so that noise generation can be suppressed without increasing the number of parts.

Brief Description of the Drawings

[0009]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Embodiments for Carrying Out the Invention

[0010] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

Examples

[0011] FIG. 1 is a diagram for explaining an example of the schematic configuration of a hybrid vehicle (hereinafter referred to as a vehicle) 10 to which the present invention is applied. In FIG. 1, the vehicle 10 is a hybrid vehicle including an engine 12 that functions as a power source and a second electric motor MG2 that is an electric motor functioning as a power source. Further, the vehicle 10 includes drive wheels 14, a power transmission device 16, and a first electric motor MG1.

[0012] The engine 12 is a known internal combustion engine. The drive wheels 14 are the left and right wheels of the vehicle 10 in the forward and backward directions. The power transmission device 16 is provided in the power transmission path between the engine 12 and the drive wheels 14 and the power transmission path between the second electric motor MG2 and the drive wheels 14.

[0013] The first electric motor MG1 and the second electric motor MG2 are known rotary electric machines each having a function as a motor that generates mechanical power from electric power and a function as a generator that generates electric power from mechanical power, i.e., so-called motor generators. The first electric motor MG1 and the second electric motor MG2 are provided in a non-rotating case 18 which is a non-rotating member attached to the vehicle body.

[0014] The power transmission device 16 includes a damper 20, an input shaft 22, a transmission unit 24, a compound gear 26, a driven gear mechanism 28, a differential gear 34, a reduction gear 36, etc. inside the case 18. Further, the power transmission device 16 includes a pair of drive shafts 38 etc. connected to the differential gear 34. Also, the driven gear mechanism 28 includes a driven gear 28a, a driven shaft 30, and a final gear 32, and the driven gear 28a and the final gear 32 are fixedly provided on the driven shaft 30 so as not to be relatively rotatable, respectively.

[0015] The damper 20 is connected to the crankshaft 12a of the engine 12. The input shaft 22 functions as an input rotating member of the transmission unit 24. The input shaft 22 is connected to the damper 20 and is connected to the crankshaft 12a via the damper 20 etc. The transmission unit 24 is connected to the input shaft 22. The compound gear 26 is an output rotating member 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 driven gear 28a meshes with the drive gear 26a. The final gear 32 has a smaller diameter than the driven gear 28a and meshes with the differential ring gear 34a. The reduction gear 36 has a smaller diameter than the driven gear 28a and meshes with the driven gear 28a. The rotor shaft of the second electric motor MG2 is connected to the reduction gear 36, and the second electric motor MG2 is connected so as to be power-transmittable.

[0016] The power transmission device 16 configured as described above is suitably used for a vehicle of the FF (front engine - front drive) type or RR (rear engine - rear drive) type. The power transmission device 16 transmits the power output from the engine 12 to the driven gear mechanism 28 via the transmission section 24. Also, the power transmission device 16 connects the second electric motor MG2 and the driven gear mechanism 28 so that power can be transmitted therebetween via the reduction gear 36. Further, the power transmission device 16 connects the driven gear mechanism 28 and the differential gear 34 so that power can be transmitted therebetween, and transmits the power transmitted to the differential gear 34 to the drive wheels 14 via the drive shaft 38 or the like. The driven gear mechanism 28 is a transmission mechanism that transmits the power from the second electric motor MG2 to the differential gear 34, and is a transmission mechanism that transmits the power from the drive gear 26a to the differential gear 34. The differential gear 34 distributes the power from the engine 12 and the second 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 that power can be transmitted to the drive wheels 14.

[0017] The transmission section 24 includes the first electric motor MG1 and the power distribution mechanism 40. The power distribution mechanism 40 is a known single pinion type planetary gear device including a sun gear S, a carrier CA, and a ring gear R. The sun gear S is connected to the rotor shaft of the first electric motor MG1. That is, the power distribution mechanism 40, which is a part of the power transmission device 16, has the first electric motor MG1 as an electric motor connected so that power can be transmitted. The carrier CA is connected to the input shaft 22. That is, the power distribution mechanism 40 has the engine 12 connected so that power can be transmitted via the input shaft 22 or the like. 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. That is, the power distribution mechanism 40 is connected so that power can be transmitted to the drive wheels 14.

[0018] The power split mechanism 40 is a power split mechanism that mechanically splits the power of the engine 12 input to the carrier CA into the first electric motor MG1 and the drive gear 26a. The transmission unit 24 is a known electric transmission mechanism in which the power split state of the power split mechanism 40 is controlled by controlling the operating state of the first electric motor MG1.

[0019] The power transmission device 16 has a first axis CL1, a second axis CL2, a third axis CL3, and a fourth axis CL4. These four axes CL1, CL2, CL3, and CL4 are parallel to each other. The first axis CL1 is the axis of the input shaft 22 and the rotor shaft of the first electric motor MG1. That is, the first axis CL1 is the rotation axis of the first electric motor MG1. The first electric motor MG1 and the power split mechanism 40 are arranged on the first axis CL1. The second axis CL2 is the axis of the driven shaft 30, and the driven gear mechanism 28 is arranged on the second axis CL2. That is, the second axis CL2 is the rotation axis of the driven gear mechanism 28. The third axis CL3 is the axis of the rotor shaft of the second electric motor MG2. That is, the third axis CL3 is the rotation axis of the second electric motor MG2. The second electric motor MG2 and the reduction gear 36 are arranged on the third axis CL3. The fourth axis CL4 is the axis of the drive shaft 38 and the axis of the differential gear 34. That is, the fourth axis CL4 is the rotation axis of the drive shaft 38 and the differential gear 34. The differential gear 34 is arranged on the fourth axis CL4. The second axis CL2 and the fourth axis CL4 are the rotation axes of the power transmission device 16.

[0020] The case 18 includes a housing 18a, a case body 18b, and a rear cover 18c. The housing 18a has an engine block 12b of the engine 12 fastened to an open portion on the engine 12 side. The housing 18a and the case body 18b are integrally fastened by a fastener such as a bolt so that an open portion on the side of the housing 18a opposite to the engine 12 and an open portion on the engine 12 side of the case body 18b are aligned. The case body 18b and the rear cover 18c are integrally fastened by a fastener so that the rear cover 18c closes an open portion on the side of the case body 18b opposite to the engine 12. The case body 18b is a case including a partition wall (not shown) that partitions a gear chamber Rg that houses a power distribution mechanism 40, a driven gear mechanism 28, a differential gear 34, etc., and a motor chamber Rm that houses a first electric motor MG1 and a second electric motor MG2. The case body 18b and the housing 18a form the gear chamber Rg. The case body 18b and the rear cover 18c form the motor chamber Rm. Thus, the case 18 houses the first electric motor MG1, the second electric motor MG2, the power distribution mechanism 40, the driven gear mechanism 28, the differential gear 34, etc. The housing 18a and the case body 18b correspond to the "first case" in the present invention. Also, the rear cover 18c corresponds to the "second case" in the present invention.

[0021] 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, etc. In FIG. 2, the vehicle 10 further includes a high-voltage battery 50, an accessory battery 52, a power control unit 54, etc.

[0022] The high-voltage battery 50 is a rechargeable DC power source, such as a secondary battery like a nickel-metal hydride secondary battery or a lithium-ion battery. The high-voltage battery 50 is connected to the power control unit 54. The stored power from the high-voltage battery 50 is supplied to, for example, the second motor MG2 via the power control unit 54. Also, power generated by the power generation control of the first motor MG1 and power generated by the regeneration control of the second motor MG2 are supplied to the high-voltage battery 50 via the power control unit 54. The high-voltage battery 50 corresponds to the "battery" in the present invention.

[0023] The power control unit 54 includes a DC-DC converter 56, a motor control device 58, a boost converter 60, an inverter 62, and the like. The power control unit 54 is a power control device that controls the power exchanged between the high-voltage battery 50 and the first motor MG1 and the second motor MG2.

[0024] The DC-DC converter 56 is connected to the high-voltage battery 50. The DC-DC converter 56 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 supplies power for operating the auxiliary equipment provided in the vehicle 10, the motor control device 58, the electronic control device 70 described later, and the like.

[0025] The boost converter 60 includes a reactor, a switching element, etc. (not shown). The boost converter 60 is a buck-boost circuit having a function of boosting the voltage of the high-voltage battery 50 and supplying it to the inverter 62, and a function of stepping down the voltage converted to DC by the inverter 62 and supplying it to the high-voltage battery 50.

[0026] The inverter 62 includes an MG1 power module 64, an MG2 power module 66, etc. The MG1 power module 64 includes a plurality of transistors that convert direct current into three-phase alternating current by being driven on and off as switching elements, and constitutes a three-phase bridge circuit for the U-phase, V-phase, and W-phase. The vehicle 10 further includes a bus bar 68, and the first electric motor MG1 is electrically connected to the MG1 power module 64 (i.e., the inverter 62) by the bus bar 68. The bus bar 68 is a power line that electrically connects the first electric motor MG1 and the power control unit 54, and includes a plurality of bus bars 68u, 68v, 68w. The plurality of bus bars 68u, 68v, 68w are three power lines that conduct three-phase alternating current for the U-phase, V-phase, and W-phase. Since the MG2 power module 66 has the same configuration as the MG1 power module 64, the description of the MG2 power module 66 is omitted. The first electric motor MG1 and the second electric motor MG2 are three-phase alternating current synchronous motors driven by the inverter 62, respectively.

[0027] The inverter 62 converts the direct current from the boost converter 60 into alternating current for driving the first electric motor MG1 and the second electric motor MG2. The inverter 62 converts the alternating current generated by the first electric motor MG1 powered by the engine 12 and the alternating current generated by the second electric motor MG2 by regenerative braking into direct current. The inverter 62 supplies the alternating current generated by the first electric motor MG1 as driving power for the second electric motor MG2 according to the driving state.

[0028] The vehicle 10 further includes an electronic control device 70, a communication line 72, etc. The electronic control device 70 transmits and receives signals via the communication line 72 to and from the DCDC converter 56, the motor control device 58, etc. The electronic control device 70 performs various controls of the vehicle 10 based on signals from, for example, sensors (not shown). The communication line 72 is, for example, a known CAN (Controller Area Network) communication line.

[0029] The motor control device 58 controls the boost converter 60 and the inverter 62 based on commands from the electronic control device 70, and controls the first motor MG1 and the second motor MG2. For example, the motor control device 58 converts the direct current from the high-voltage battery 50 into alternating current used for the first motor MG1 and the second motor MG2 respectively. The motor control device 58 drives the first motor MG1 to ensure the amount of power generation necessary for power supply to the second motor MG2 and charging of the high-voltage battery 50. The motor control device 58 drives the second motor MG2 based on an output required value corresponding to the required torque of the driver. The motor control device 58 causes the second motor MG2 to function as a generator according to the required amount of regenerative braking.

[0030] FIG. 3 is a diagram for explaining an example of the schematic configuration of the drive device 90. FIG. 3 is a side view from the left side of the vehicle 10. In FIG. 3, the transaxle 92 and the power control unit 54 are housed in the same case 18 as the drive device 90. The drive device 90 is a device in which the transaxle 92 and the power control unit 54 are integrated, that is, an electromechanical integrated device. The transaxle 92 is a drive device including a power transmission device 16 (20, 28, 34, 36, 40, etc.), the first motor MG1, and the second motor MG2. Note that the vertical direction, the forward and backward direction, and the vehicle width direction (see FIG. 5) in the figure indicate the directions in the mounted state in the vehicle 10. The vehicle width direction is the axial direction of each of the first axis CL1, the second axis CL2, the third axis CL3, and the fourth axis CL4.

[0031] Case 18 further includes a protection plate 18d in addition to the housing 18a, the case body 18b, and the rear cover 18c described above. The case body 18b has a bottom wall and side walls extending vertically upward from the outer peripheral edges of the front and rear of the bottom wall, and the upper part in the vertical direction is open. The protection plate 18d is a plate-like member that closes the opening at the upper part in the vertical direction of the case body 18b. The case body 18b has a partition wall (not shown) inside, and the interior is divided by the partition wall into two spaces: a lower space A that is a space in the lower part in the vertical direction and an upper space B that is a space in the upper part in the vertical direction. In the case of the drive device 90 which is an electromechanical integrated device, the housing 18a, the case body 18b, and the protection plate 18d correspond to the "first case" in the present invention.

[0032] The transaxle 92 is housed in the lower space A in the case body 18b and the housing 18a in the mounted state in the vehicle 10.

[0033] The power control unit 54 is housed in the upper space B in the case body 18b in the mounted state in the vehicle 10. The upper space B includes a surplus space B1 generated by the arrangement of the first electric motor MG1 and the second electric motor MG2, and the uppermost space B2 above the second electric motor MG2 in the vertical direction. The length of the surplus space B1 in the longitudinal direction is shorter than that of the uppermost space B2. The power control unit 54 is arranged adjacent to the first electric motor MG1 above it in the vertical direction in the mounted state in the vehicle 10.

[0034] In the surplus space B1, components such as a DCDC converter 56 and a reactor (not shown) provided in the boost converter 60 are housed in consideration of the fact that they are relatively short components and relatively easy to replace among the components of the power control unit 54.

[0035] Referring to FIG. 3, in the mounted state in the vehicle 10, the transaxle 92 is arranged such that each of the first axis CL1, the second axis CL2, the third axis CL3, and the fourth axis CL4 is parallel to a horizontal direction perpendicular to the longitudinal direction of the vehicle 10. Also, in the mounted state in the vehicle 10, the positions of each of the first axis CL1, the second axis CL2, the third axis CL3, and the fourth axis CL4 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 rear in the longitudinal direction. Focusing on the first electric motor MG1 and the second electric motor MG2, in the mounted state in the vehicle 10, the transaxle 92 is arranged in the order of the third axis CL3 and the first axis CL1 from above to below in the vertical direction. Thereby, while the axial distances between each of the first axis CL1, the second axis CL2, the third axis CL3, and the fourth axis CL4 are appropriately ensured, the vertical size of the transaxle 92 is reduced. Thus, an extra space B1 is created by the arrangement of the first electric motor MG1 and the second electric motor MG2, and the uppermost space B2 is created above the second electric motor MG2 in the vertical direction. The power control unit 54 is mounted in this upper space B (B1 + B2).

[0036] The power control unit 54 is arranged above the transaxle 92 in the vertical direction in the mounted state in the vehicle 10. In addition, in the mounted state in the vehicle 10, the lower portion in the vertical direction of the power control unit 54 is arranged at a position overlapping with the upper portion in the vertical direction of the transaxle 92, particularly the second electric motor MG2, in the horizontal direction, particularly when viewed in the longitudinal direction. In other words, in the mounted state in the vehicle 10, the lower portion in the vertical direction of the power control unit 54 is arranged above the first electric motor MG1 in the vertical direction. The lower portion in the vertical direction of the power control unit 54 is, for example, a component (such as the DCDC converter 56 and the reactor) housed in the extra space B1 of the power control unit 54.

[0037] The power control unit 54 is mounted in the space created by reducing the vertical profile of the transaxle 92, creating space above the drive device 90 in the vertical direction.

[0038] By the way, the noise of the drive device 90, which is the problem to be solved by the present invention, is generated when vibrations caused by internal gears, the first electric motor MG1, the second electric motor MG2, etc. vibrate the case 18 of the drive device 90. In the case structure, flat and wide areas are likely to vibrate due to low rigidity, so noise is likely to be generated. When the case 18 is composed of a "first case" (housing 18a, case body 18b, protection plate 18d) that is fastened to the engine 12 and houses the built-in components of the drive device 90, and a lid-shaped "second case" (rear cover 18c) that is fastened so as to close the opening on the side opposite to the engine 12 of the first case, the rear cover 18c has a flat and wide shape, so noise is likely to be generated. Then, the vibrations of the first electric motor MG1 and the second electric motor MG2 are propagated from the respective rotation shaft support portions of the first electric motor MG1 and the second electric motor MG2 provided on the rear cover 18c, and a flat and wide portion, that is, a portion likely to vibrate, located between the respective rotation shaft support portions is vibrated greatly, generating noise. For this countermeasure, there was a problem that the number of parts increased due to the addition of a mass damper, a soundproof cover, etc.

[0039] Therefore, in the drive device 90 of the present embodiment, as shown in FIG. 4, an in-vehicle unit MD that also serves as a vibration damping member having a mass m is disposed at a location on the rear cover 18c that is prone to vibration and is located between the respective rotation axis support portions of the first electric motor MG1 and the second electric motor MG2, thereby reducing the vibration by making it less likely to vibrate. In FIG. 4, the in-vehicle unit MD having a mass m is disposed at a position overlapping a line segment VW connecting an intersection point V between the surface of the rear cover 18c and the first axis CL1 and an intersection point W between the surface of the rear cover 18c and the third axis CL3. In FIG. 4, the line segment VW is indicated by a dashed line. Thereby, the vibration of the rear cover 18c generated and propagated from the first electric motor MG1 and the second electric motor MG2 is reduced by the arrangement of the in-vehicle unit MD having a mass m.

[0040] The in-vehicle unit MD is, for example, an oil cooler is disposed. Also, for example, an electric oil pump is disposed. Also, for example, a DCDC converter 56 or the like may be relocated and disposed from among those in the power control unit 54. Also, regarding the method of disposing the in-vehicle unit MD on the rear cover 18c, fastening using bolts or the like, fixing via a mounting bracket, etc. are preferably implemented. Also, the rear cover 18c may be preferably formed so as to integrally accommodate the in-vehicle unit MD.

[0041] Also, when the power control unit 54 is disposed above the drive device 90 as an electromechanical integrated device as in the present embodiment, in order to secure a maintenance area for the power control unit 54, a mounting seat surface MZ of a body mount member that was conventionally provided above the drive device 90 is provided on the rear cover 18c. In this case, there has also been a problem that vibration from the vehicle body is propagated to the rear cover 18c via the mounting seat surface MZ, and further noise is likely to occur.

[0042] FIG. 5 is a diagram for explaining an example of the arrangement of in-vehicle unit MD when mounting seat surface MZ for vehicle body mounting member is provided on rear cover 18c. In FIG. 5, rear cover 18c has a mounting seat surface MZ for vehicle body mounting member above the aforementioned line segment VW (dashed-dotted line) in the vertical direction. The portion of rear cover 18c that is likely to vibrate due to the propagation of vehicle body vibration from mounting seat surface MZ is the range directly below mounting seat surface MZ in the vertical direction, that is, the range sandwiched by two-dot chain lines ZL1 and ZL2 shown in FIG. 5. Therefore, in-vehicle unit MD also serving as a vibration damping member with mass m is arranged at a position within the range directly below mounting seat surface MZ in the vertical direction (the range sandwiched by two-dot chain lines ZL1 and ZL2) and overlapping line segment VW. Thereby, the vibration of rear cover 18c propagated and generated from first electric motor MG1 and second electric motor MG2 and the vehicle body is reduced by the arrangement of in-vehicle unit MD having mass m.

[0043] As described above, according to the present embodiment, case 18 is fastened to engine 12 and includes a "first case" (housing 18a, case body 18b, protection plate 18d) that houses first electric motor MG1, power distribution mechanism 40, second electric motor MG2, driven gear mechanism 28, and differential gear 34, and a "second case" (rear cover 18c) that is fastened so as to close the opening on the side opposite to engine 12 of the "first case". An in-vehicle unit MD also serving as a vibration damping member is arranged at a position overlapping line segment VW that connects first axis CL1 and third axis CL3 on the "second case" (rear cover 18c). Thereby, in addition to the original role of in-vehicle unit MD, the vibration of rear cover 18c propagated and generated from first electric motor MG1 and second electric motor MG2 is reduced by the mass m of in-vehicle unit MD, and noise generation can be suppressed without increasing the number of parts.

[0044] Also, according to the present embodiment, the "first case" (housing 18a, case body 18b, protection plate 18d) houses power control unit 54. Thereby, even in drive device 90 that integrally incorporates and houses power control unit 54 as an electromechanical integrated device, noise generation can be suppressed without increasing the number of parts.

[0045] Also, according to this embodiment, the "second case" (rear cover 18c) includes a mounting seat surface MZ for a vehicle body mounting member above the line segment VW in the vertical direction, and an in-vehicle unit MD that also serves as a vibration damping member is arranged in a range directly below the mounting seat surface MZ in the vertical direction. Thereby, in addition to the original role of the in-vehicle unit MD, the vibration of the rear cover 18c propagated and generated from the first electric motor MG1, the second electric motor MG2, and the vehicle body is reduced by the mass m of the in-vehicle unit MD, so that noise generation can be suppressed without increasing the number of parts.

[0046] 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 in other aspects.

[0047] For example, in the above-described embodiment, the power control unit 54 was incorporated in the drive device 90 as an electromechanical integrated device, but the power control unit 54 may be configured as a separate device.

[0048] 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.

Explanation of Reference Numerals

[0049] 10: Vehicle (hybrid vehicle) 12: Engine 18: Case 18a: Housing (first case) 18b: Case body (first case) 18c: Rear cover (second case) 18d: Protection plate (first case) 26: Compound gear (output rotating member) 26a: Drive gear 28: Driven gear mechanism 28a: Driven gear 34: Differential gear 40: Power distribution mechanism 50: High-voltage battery (battery) 54: Power control unit 90: Drive device CL1: First axis CL2: Second axis CL3: Third axis CL4: Fourth axis MD: In-vehicle unit MG1: First electric motor MG2: Second electric motor MZ: Mounting seat surface VW: Line segment

Claims

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

2. The first case further houses a power control unit that controls power transmitted between the first electric motor, the second electric motor, and a battery. The drive device of a hybrid vehicle according to claim 1, characterized by the above.

3. The second case has a mounting seat surface for a vehicle body mounting member above the line segment in the vertical direction, and the in-vehicle unit also serving as the vibration damping member is arranged in a range directly below the mounting seat surface in the vertical direction. The drive device of a hybrid vehicle according to any one of claims 1 to 2, characterized by the above.

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