Drive unit for vehicle

Abstract

To provide a drive unit for a vehicle capable of suppressing an increase in the number of components when electric equipment is dividedly arranged.SOLUTION: In the vehicle drive unit, the drive chamber, the first electric chamber, and the second electric chamber are integrally disposed such that each of the first electric chamber and the second electric chamber is adjacent to the drive chamber. The vehicle drive unit includes a first opening formed in a first wall surface of the first electric chamber, and a second opening connected to the first opening and formed in a second wall surface of the second electric chamber in contact with the first wall surface. The vehicle drive unit includes an electric device power line that passes through the first opening and the second opening, is disposed in the first electric chamber and the second electric chamber, and electrically connects the first electric device and the second electric device. Thus, the first electric device and the second electric device can be electrically connected to each other not through the drive chamber, and hence a terminal strip required for electrical connection through the drive chamber can be reduced.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a vehicle drive unit in which a drive chamber, a first electric chamber, and a second electric chamber are integrally arranged. [Background technology]

[0002] A well-known vehicle drive unit includes an electric motor, a gear unit to which the electric motor is connected so as to transmit power, a first electric device that is a part of the electric device, a second electric device that is another part of the electric device, a drive chamber that houses a drive unit including the electric motor and the gear unit, a first electric chamber that houses the first electric device, and a second electric chamber that houses the second electric device, the drive chamber, the first electric chamber, and the second electric chamber being integrally arranged so that the first electric chamber and the second electric chamber are adjacent to the drive chamber. For example, Patent Document 1 discloses a drive device for an electric vehicle. Patent Document 1 discloses a case that houses an inverter and is disposed around the outer periphery of a body of the electric motor, and a case that houses a converter and is disposed axially of the electric motor. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] International Publication No. 2013 / 069774 Summary of the Invention [Problem to be solved by the invention]

[0004] However, when an electrical device is divided into a first electrical device and a second electrical device, the first electrical device and the second electrical device must be electrically connected. For example, since the first electrical chamber and the second electrical chamber are adjacent to the drive chamber, it is possible to electrically connect the first electrical device and the second electrical device via the drive chamber. On the other hand, if the drive unit is lubricated with oil, the drive chamber must be sealed to prevent oil leakage. Therefore, in order to route power lines between the first electrical chamber and the second electrical chamber and the drive chamber, terminal blocks must be installed that function to seal the drive chamber by blocking the holes through which the power lines pass. This may increase the number of parts.

[0005] The present invention has been made against the background of the above circumstances, and its purpose is to provide a vehicle drive unit that can suppress an increase in the number of parts when electrical equipment is divided and arranged. [Means for solving the problem]

[0006] The gist of a first aspect of the present invention is a vehicle drive unit comprising: (a) an electric motor; a gear section to which the electric motor is connected so as to be capable of transmitting power; a first electric device that is a part of electric devices; a second electric device that is another part of the electric devices; a drive chamber that houses a drive section including the electric motor and the gear section; a first electric chamber that houses the first electric device; and a second electric chamber that houses the second electric device, wherein the drive chamber, the first electric chamber, and the second electric chamber are integrally arranged so that the first electric chamber and the second electric chamber are each adjacent to the drive chamber; (c) a first wall surface constituting a part of the wall surface forming the first electrical chamber; (d) a second wall surface abutting the first wall surface constituting a part of the wall surface forming the second electrical chamber; (d) a first opening formed in the first wall surface; (e) a second opening formed in the second wall surface at a position opposite to the first opening and connected to the first opening; and (f) electrical equipment power lines passing through the first opening and the second opening and electrically connecting the first electrical equipment and the second electrical equipment arranged in the first electrical chamber and the second electrical chamber. [Effects of the Invention]

[0007] According to the first aspect of the present invention, the vehicle drive unit includes a drive chamber, a first electric chamber, and a second electric chamber integrally arranged so that the first electric chamber and the second electric chamber are adjacent to the drive chamber. The vehicle drive unit includes a first opening formed in a first wall surface of the first electric chamber and a second opening connected to the first opening formed in a second wall surface of the second electric chamber abutting the first wall surface. The vehicle drive unit includes electrical equipment power lines that pass through the first opening and the second opening and electrically connect the first and second electrical equipment arranged in the first and second electric chambers. This allows the first and second electrical equipment to be electrically connected without going through the drive chamber, thereby reducing the number of terminal blocks required for electrical connection via the drive chamber. Therefore, when the electrical equipment is arranged separately, an increase in the number of parts can be suppressed. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a diagram illustrating an example of a schematic configuration of a vehicle to which the present invention is applied; [Figure 2] FIG. 2 is a diagram illustrating an example of an electrical configuration related to control of a first electric motor and a second electric motor. [Figure 3] 1 is a diagram illustrating an example of a schematic configuration of a vehicle drive unit; [Figure 4] 10 is a diagram illustrating an example of a configuration in which the first electric chamber and the second electric chamber are combined into one air chamber. FIG. [Figure 5] 10 is a diagram illustrating an example of a configuration in which the first electric chamber and the second electric chamber are combined into one air chamber. FIG. [Figure 6] FIG. 4 is a diagram illustrating an example of electrical connections in a drive unit. [Figure 7] FIG. 2 is a diagram illustrating an example of a schematic configuration of a vehicle drive unit according to a comparative example. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. [Example]

[0010] Fig. 1 is a diagram illustrating an example of the schematic configuration of a vehicle 10 to which the present invention is applied. In Fig. 1, the vehicle 10 is an electric vehicle, particularly a hybrid vehicle, equipped with an engine 12, a first electric motor MG1, and a second electric motor MG2. The vehicle 10 also includes drive wheels 14 and a power transmission device 16.

[0011] The engine 12 is a known internal combustion engine. The drive wheels 14 are left and right wheels in the forward direction of the vehicle 10. The power transmission device 16 is provided on a power transmission path between the engine 12 and the drive wheels 14, and on a power transmission path between the second electric motor MG2 and the drive wheels 14.

[0012] The first electric motor MG1 and the second electric motor MG2 are each a known rotating electric machine, a so-called motor generator. The first electric motor MG1 and the second electric motor MG2 are provided in a case 18, which is a non-rotating member attached to the vehicle body. The first electric motor MG1 and the second electric motor MG2 are each connected to a power transmission device 16 so as to be able to transmit power.

[0013] The power transmission device 16 includes, within a case 18, a damper 20, an input shaft 22, a differential mechanism 24, a compound gear 26, a driven gear 28, a driven shaft 30, a final gear 32, a differential gear 34, and a reduction gear 36. The power transmission device 16 also includes, among other components, a pair of drive shafts 38 connected to the differential gear 34. A portion of the drive shafts 38 is housed within the case 18.

[0014] The transmission unit 40 includes the first electric motor MG1 and the differential mechanism 24. The damper 20 is connected to the crankshaft 12a of the engine 12. The input shaft 22 is connected to the damper 20. The transmission unit 40 is connected to the input shaft 22. The compound gear 26 is a rotating body on the output side of the transmission unit 40. The compound gear 26 has a drive gear 26a formed on part of its outer circumferential surface. The driven gear 28 is meshed with the drive gear 26a. The driven shaft 30 fixedly mounts the driven gear 28 and the final gear 32 so that they cannot rotate relative to each other. The final gear 32 has a smaller diameter than the driven gear 28 and meshes with a 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. A rotor shaft of a second electric motor MG2 is connected to the reduction gear 36 so that the second electric motor MG2 is connected to the reduction gear 36 in a power transmitting manner.

[0015] The differential mechanism 24 is a known single-pinion planetary gear device including a sun gear S, a carrier CA, and a ring gear R. A rotor shaft of a first electric motor MG1 is connected to the sun gear S, and the first electric motor MG1 is connected to the sun gear S in a power transmissible manner. The carrier CA is connected to the input shaft 22. The engine 12 is connected to the carrier CA via the input shaft 22 and the like in a power transmissible manner. The ring gear R is formed on a part of the inner circumferential surface of the compound gear 26, and is connected integrally to the drive gear 26a.

[0016] The differential mechanism 24 is connected to the engine 12 so as to transmit power and functions as a differential mechanism that generates a differential action. The differential mechanism 24 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 40 is a known electric transmission mechanism in which the differential state of the differential mechanism 24 is controlled by controlling the operating state of the first electric motor MG1.

[0017] The power transmission device 16 is a gear unit to which electric motors (first electric motor MG1, second electric motor MG2) are connected so as to be able to transmit power, excluding the damper 20. Power output from the engine 12 is transmitted to the driven gear 28 via a transmission unit 40. Power output from the second electric motor MG2 is transmitted to the driven gear 28 via a reduction gear 36. The power transmitted to the driven gear 28 is transmitted to the drive wheels 14 sequentially via the driven shaft 30, final gear 32, differential gear 34, drive shaft 38, etc.

[0018] In the power transmission device 16, the first axis CL1, the second axis CL2, the third axis CL3, and the fourth axis CL4 are parallel to one another. 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 40 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.

[0019] 2 is a diagram illustrating 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 auxiliary battery 52, and a power control unit 60.

[0020] The high-voltage battery 50 is a chargeable and dischargeable DC power supply, such as a secondary battery such as a nickel-metal hydride secondary battery or a lithium-ion battery. The high-voltage battery 50 is connected to a power control unit 60. Stored power is supplied from the high-voltage battery 50 to, for example, the second electric motor MG2 via the power control unit 60. In addition, power resulting from power generation control of the first electric motor MG1 and power resulting from 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 drive battery.

[0021] The power control unit 60 is an electric device including a DC-DC converter 62, a motor control device (MG_ECU) 64, a boost converter 66, and an inverter 68. 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.

[0022] The DC-DC converter 62 is connected to the high-voltage battery 50. The DC-DC converter 62 functions as a charging device that reduces the voltage of the high-voltage battery 50 to a voltage equivalent to that of the auxiliary battery 52 and charges the auxiliary battery 52. ​​The auxiliary battery 52 is a low-voltage battery that supplies power to operate the auxiliary devices provided in the vehicle 10, the motor control device 64, etc.

[0023] The boost converter 66 includes a reactor 70 and two switching elements 72, 74. The boost converter 66 is a step-up / step-down circuit that has the function of boosting the voltage of the high-voltage battery 50 and supplying it to the inverter 68, and the function of reducing the voltage converted to DC by the inverter 68 and supplying it to the high-voltage battery 50.

[0024] The inverter 68 includes an MG1 power module 76 and an MG2 power module 78. The MG1 power module 76 and the MG2 power module 78 include switching elements similar to the switching elements 72, 74, respectively. The inverter 68 converts DC power from the high-voltage battery 50, which has been boosted by the boost converter 66, into AC power and supplies it to the first electric motor MG1 and the second electric motor MG2. The inverter 68 is a power supply unit that supplies power to the electric motors (first electric motor MG1, second electric motor MG2).

[0025] The motor control device 64 controls the boost converter 66 and the inverter 68, and controls the first motor MG1 and the second motor MG2. For example, the motor control device 64 converts a direct current from the high-voltage battery 50 into an alternating current used by each of the first motor MG1 and the second motor MG2.

[0026] FIG. 3 is a diagram illustrating an example of the schematic configuration of a vehicle drive unit 80 (hereinafter referred to as drive unit 80). FIG. 3(a) is a diagram viewed from the front left side of the vehicle 10, and is a perspective view showing an example of the appearance of the drive unit 80. FIG. 3(b) is a diagram viewed from the front of the vehicle 10, and is a schematic diagram showing an example of the arrangement of each part that makes up the drive unit 80. Note that the vertical direction, forward / rearward direction, and vehicle width direction (horizontal direction) in the diagram indicate directions in the mounted state on the vehicle 10. The vehicle width direction is the direction of axes such as the first axis CL1. The left and right in the vehicle width direction are left and right relative to the forward direction of the vehicle 10.

[0027] 3, the drive unit 80 includes a case 18. The case 18 includes a housing 18a, a case main body 18b, a rear cover 18c, a side cover 18d, and an upper cover 18e.

[0028] The engine block 12b of the engine 12 is connected to the housing 18a at an open portion on the engine 12 side (see FIG. 1). The housing 18a and the case main body 18b are integrally connected with fasteners such as bolts so that the open portion of the housing 18a on the opposite side of the engine 12 and the open portion of the case main body 18b on the engine 12 side are aligned (see FIG. 1). The case main body 18b and the rear cover 18c are integrally connected with fasteners so that the open portion of the case main body 18b on the opposite side of the engine 12 is closed by the rear cover 18c (see FIG. 1). The side cover 18d is connected to the rear cover 18c with fasteners so as to close the open portion of the rear cover 18c on the opposite side of the engine 12 (see FIG. 1). The upper cover 18e is connected to the case main body 18b with fasteners so as to close the open portion at the vertical upper part of the case main body 18b.

[0029] The case body 18b is a case including a first partition wall 18bp1 that separates the gear chamber Rg and the motor chamber Rm (see FIG. 1). The gear chamber Rg is a space that houses the gear portion (the power transmission device 16 excluding the damper 20). The motor chamber Rm is a space that houses the electric motors (first electric motor MG1, second electric motor MG2). The case body 18b forms the gear chamber Rg between the first partition wall 18bp1 and the housing 18a. The case body 18b forms the motor chamber Rm between the first partition wall 18bp1 and the rear cover 18c.

[0030] The drive unit 80 includes a power control unit 60 and a transaxle 82. The transaxle 82 is a drive section that includes the power transmission device 16, a first electric motor MG1, and a second electric motor MG2. The gear chamber Rg and the motor chamber Rm form a drive chamber Rta that houses the transaxle 82. The drive chamber Rta functions as an oil chamber that is sealed to prevent leakage of oil FLD that lubricates the transaxle 82. The oil FLD lubricates the transaxle 82 by being scooped up by, for example, the differential ring gear 34a or supplied via an oil passage.

[0031] The power control unit 60 is divided into a first electric device 60f that is a part of the power control unit 60 and a second electric device 60s that is the other part of the power control unit 60. The first electric device 60f includes, for example, a motor control device 64 (see "MG_ECU" in FIG. 3), an inverter 68, a current sensor, etc. The current sensor is a sensor that 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. The second electric device 60s includes, for example, a DC-DC converter 62, a reactor 70, etc.

[0032] The case body 18b has a bottom wall and side walls extending vertically upward from the outer periphery of the bottom wall on the front and rear sides in the forward / rearward travel direction, and is open at the top in the vertical direction. The upper cover 18e is a plate-shaped member that closes the opening at the top in the vertical direction of the case body 18b. The case body 18b is a case that includes a second partition wall 18bp2 that separates a drive chamber Rta, which is a space at the bottom in the vertical direction, from a first electric chamber Ref, which is a space at the top in the vertical direction. The case body 18b forms a first electric chamber Ref that houses a first electric device 60f between the second partition wall 18bp2 and the upper cover 18e. The first electric chamber Ref is an air chamber.

[0033] The side cover 18d is a plate-shaped member that closes an opening in the rear cover 18c on the side opposite the engine 12. The rear cover 18c defines a second electric chamber Res that houses the second electric device 60s by closing the opening on the side opposite the engine 12 with the side cover 18d. The second electric chamber Res is an air chamber.

[0034] The drive unit 80 is an integrated unit in which the transaxle 82 and the power control unit 60 are integrally arranged, i.e., an electromechanical integrated unit. The drive unit 80 is an integrated unit in which the drive chamber Rta, the first electric chamber Ref, and the second electric chamber Res are integrally arranged so that the first electric chamber Ref and the second electric chamber Res are each adjacent to the drive chamber Rta.

[0035] When the power control unit 60 is divided into a first electric device 60f and a second electric device 60s, the first electric device 60f and the second electric device 60s must be electrically connected. In a vehicle drive unit 100 of a comparative example shown in FIG. 7, the first electric device 60f and the second electric device 60s are electrically connected via the drive chamber Rta. The case 110 of the vehicle drive unit 100 includes a housing 110a, a case main body 110b, a rear cover 110c, side covers 110d, and an upper cover 110e, similar to the case 18. The case main body 110b has a hole 110bh through which a bus bar 120, which is a power line arranged between the first electric chamber Ref and the drive chamber Rta, passes. The rear cover 110c has a hole 110ch through which a bus bar 130, which is a power line arranged between the first electric chamber Ref and the second electric chamber Res, passes via the drive chamber Rta. The drive chamber Rta must be sealed to prevent oil FLD leakage. Therefore, when the bus bars 120 and 130 are installed, a terminal block 140 must be installed, which has the function of sealing the drive chamber Rta by closing the hole 110bh. Additionally, when the bus bar 130 is installed, a terminal block 150 must be installed, which has the function of sealing the drive chamber Rta by closing the hole 110ch. Furthermore, in the vehicle drive unit 100, service holes 160 and 170 must be formed in the case 18 to allow the bus bars 120 and 130 to be connected to the terminal block 140. Therefore, service hole covers 180 and 190 must be provided to close the service holes 160 and 170, respectively. Therefore, the vehicle drive unit 100 requires two terminal blocks 140 and 150 and two service hole covers 180 and 190, which may increase the number of parts. 7(a) is a perspective view showing an example of the appearance of the vehicle drive unit 100 as viewed from the front left. FIG. 7(b) is a schematic view showing an example of the arrangement of the components constituting the vehicle drive unit 100 as viewed from the front. FIG. 7(c) is a perspective view showing an example of the appearance of the case main body 110b as viewed from the front left. FIG. 7(d) is a perspective view showing an example of the appearance of the rear cover 110c as viewed from the front right.The thick dashed line Lsb in FIG. 7(c) and the thick dashed line Lsc in FIG. 7(d) indicate the seal line that seals the drive chamber Rta (oil chamber), and correspond to the mating surface between the case main body 110b and the rear cover 110c.

[0036] In the drive unit 80, in order to suppress an increase in the number of parts, the first electric chamber Ref and the second electric chamber Res are connected to form a single air chamber, thereby electrically connecting the first electric device 60f and the second electric device 60s without passing through the drive chamber Rta.

[0037] 4 and 5 are diagrams illustrating an example of a configuration in which the first electric chamber Ref and the second electric chamber Res are combined into one air chamber. FIG. 4(a) is a perspective view showing an example of the appearance of the case main body 18b when viewed from the front left side. FIG. 4(b) is a perspective view showing an example of the appearance of the rear cover 18c when viewed from the front right side. FIG. 5(a) is a perspective view showing an example of the appearance of the drive unit 80 when the side cover 18d is not attached when viewed from the front left side. FIG. 5(b) is a perspective view showing an example of the appearance of the rear cover 18c when viewed from the front left side.

[0038] 3, 4, and 5, the drive unit 80 includes a first wall surface 18bw that constitutes a portion of the wall surface that defines the first electric chamber Ref, and a first opening 18bwo formed in the first wall surface 18bw. The drive unit 80 includes a second wall surface 18cw that constitutes a portion of the wall surface that defines the second electric chamber Res, and a second opening 18cwo formed in the second wall surface 18cw. The second wall surface 18cw abuts against the first wall surface 18bw. The second opening 18cwo is formed in the second wall surface 18cw at a position opposite the first opening 18bwo. The second opening 18cwo is connected to the first opening 18bwo. The first wall surface 18bw is a wall surface that constitutes a portion of the case main body 18b. The second wall surface 18cw is a wall surface that constitutes a portion of the rear cover 18c. The second wall surface 18cw constitutes a portion of the wall surface that defines the drive chamber Rta.

[0039] The first electric chamber Ref and the second electric chamber Res are connected through the first opening 18bwo and the second opening 18cwo. The first electric chamber Ref and the second electric chamber Res form a single air chamber. The drive unit 80 includes a PCU bus bar 84 that passes through the first opening 18bwo and the second opening 18cwo and is disposed in the first electric chamber Ref and the second electric chamber Res. The PCU bus bar 84 is an electric device power line that electrically connects the first electric device 60f and the second electric device 60s. The PCU bus bar 84 is formed by electrically connecting a second PCU bus bar 84s extending from the second electric device 60s to a terminal portion of a first PCU bus bar 84f connected to the first electric device 60f with a bolt (see portion A in FIG. 3(b)) or the like.

[0040] The thick dashed line Lbsf in Fig. 4(a) and the thick dashed line Lcsf in Fig. 4(b) indicate the seal line that seals the drive chamber Rta (oil chamber). The thick dashed line Lbsa in Fig. 4(a) and the thick dashed line Lcsa in Fig. 4(b) indicate the seal line that seals the single air chamber formed by the first electric chamber Ref and the second electric chamber Res. The seal line of the thick dashed lines Lbsf and Lcsf and the seal line of the thick dashed lines Lbsa and Lcsa both correspond to the mating surfaces between case main body 18b and rear cover 18c.

[0041] The oil chamber seal line and the air chamber seal line are provided on the mating surface between the case body 18b and the rear cover 18c, connecting the first electric chamber Ref and the second electric chamber Res as a single air chamber, which simplifies the electrical connection of the divided power control unit 60 (the first electric device 60f and the second electric device 60s).

[0042] The first electric chamber Ref is disposed adjacent to and vertically above the drive chamber Rta when mounted in the vehicle 10. The second electric chamber Res is disposed adjacent to both the drive chamber Rta and the first electric chamber Ref in the horizontal direction when mounted in the vehicle 10.

[0043] The side cover 18d is a third wall surface opposed to the second wall surface 18cw and constituting a part of the wall surface forming the second electric chamber Res. The drive unit 80 has a fourth wall surface 18cwv that constitutes a part of the wall surface forming the second electric chamber Res. The fourth wall surface 18cwv extends perpendicularly from the end of the second wall surface 18cw toward the side cover 18d. The side cover 18d is a cover member connected to the end of the fourth wall surface 18cwv opposite the second wall surface 18cw. The fourth wall surface 18cwv is a wall surface that constitutes a part of the rear cover 18c. The fourth wall surface 18cwv constitutes a part of the wall surface forming the second electric chamber Res. The second partition wall 18bp2 of the case body 18b is a fifth wall surface that constitutes a part of the wall surfaces forming the drive chamber Rta and the first electric chamber Ref and separates the drive chamber Rta from the first electric chamber Ref.

[0044] The drive unit 80 includes a terminal block 86. The terminal block 86 includes a relay bus bar 88 and a terminal block main body 90. The relay bus bar 88 is a relay power line to which the electric motors (first electric motor MG1, second electric motor MG2) are electrically connected at one end and to which the first electric device 60f is electrically connected at the other end. The terminal block main body 90 is the main body of the terminal block 86 to which the relay bus bar 88 is integrally fixed.

[0045] The second partition wall 18bp2 of the case body 18b has a hole 92 formed therein, which fits the shape of the terminal block body 90 and into which the terminal block body 90 is fitted. By fitting the terminal block body 90 into the hole 92, the drive chamber Rta prevents leakage of the oil FLD from the hole 92.

[0046] The relay bus bar 88 has a terminal portion at one end electrically connected to an MG side bus bar 94 extending from the electric motors (first electric motor MG1, second electric motor MG2) by a bolt (see part B in FIG. 3(b)) or the like. The relay bus bar 88 has a terminal portion at the other end electrically connected to a terminal portion of a PCU side bus bar 96 coupled to the first electric device 60f by a bolt (see part A in FIG. 3(b)) or the like.

[0047] In the drive unit 80, the rear cover 18c is attached to the case main body 18b after the MG-side bus bar 94 is connected to the terminal portion at one end of the relay bus bar 88 and the other end of the relay bus bar 88 is connected to the terminal portion of the PCU-side bus bar 96. Additionally, in the drive unit 80, the second PCU bus bar 84s can be connected to the terminal portion of the first PCU bus bar 84f before the side cover 18d is attached to the rear cover 18c. This eliminates the need for a service hole for this work in the drive unit 80, making it possible to do away with a service hole cover.

[0048] FIG. 6 is a diagram illustrating an example of electrical connections in the drive unit 80. FIG. 6(a) shows the electrical connections in this embodiment. FIG. 6(b) shows the electrical connections in a comparative example. In the vehicle drive unit 100 of the comparative example shown in FIG. 6(b), the first electric device 60f and the second electric device 60s are electrically connected via the drive chamber Rta. The vehicle drive unit 100 is provided with two terminal blocks 140, 150 to seal the drive chamber Rta to prevent leakage of the oil FLD. Furthermore, in the vehicle drive unit 100, the bus bar 130 from the second electric chamber Res is joined to the terminal block 140 from the drive chamber Rta, which results in a large size of the terminal block 140 connecting the drive chamber Rta and the first electric chamber Ref. In contrast, in the drive unit 80 of this embodiment shown in Fig. 6(a), the first electric chamber Ref and the second electric chamber Res are combined into a single air chamber, and a PCU bus bar 84 is disposed within this air chamber. As a result, the drive unit 80 does not require a terminal block between the second electric chamber Res and the drive chamber Rta, which allows for fewer terminal blocks than the comparative example and is expected to result in cost reduction. Furthermore, in the drive unit 80, the number of bus bars in the terminal block 86 between the drive chamber Rta and the first electric chamber Ref is reduced compared to the comparative example, allowing for a reduction in the size of the terminal block 86.

[0049] As described above, according to this embodiment, the drive unit 80 includes a first opening 18bwo formed in the first wall surface 18bw of the first electric chamber Ref and a second opening 18cwo formed in the second wall surface 18cw of the second electric chamber Res. The second wall surface 18cw abuts against the first wall surface 18bw. The second opening 18cwo is connected to the first opening 18bwo. The drive unit 80 includes a PCU bus bar 84 that passes through the first opening 18bwo and the second opening 18cwo and is disposed in the first electric chamber Ref and the second electric chamber Res. This allows the first electric device 60f and the second electric device 60s to be electrically connected without passing through the drive chamber Rta, thereby reducing the number of terminal blocks required for electrical connection via the drive chamber Rta. Therefore, when the power control unit 60 is divided and arranged, an increase in the number of parts can be suppressed.

[0050] Furthermore, according to this embodiment, the first electric chamber Ref is disposed adjacent to the drive chamber Rta in the vertical direction when mounted on the vehicle 10. The second electric chamber Res is disposed adjacent to both the drive chamber Rta and the first electric chamber Ref in the horizontal direction when mounted on the vehicle 10. As a result, the power control unit 60 is mounted separately as the first electric device 60f and the second electric device 60s, thereby reducing the vertical size of the drive unit 80.

[0051] Furthermore, according to this embodiment, the side cover 18d is a lid member connected to the end of the fourth wall surface 18cwv opposite to the second wall surface 18cw, which allows the first electrical device 60f and the second electrical device 60s to be electrically connected before the side cover 18d is attached to the rear cover 18c, eliminating the need for a service hole cover.

[0052] Furthermore, according to this embodiment, the second partition wall 18bp2 of the case body 18b is formed with a hole 92 into which the terminal block body 90 is fitted, the hole 92 being shaped to match the shape of the terminal block body 90. This prevents the oil FLD in the drive chamber Rta from leaking from the hole 92 when the terminal block body 90 is fitted in the hole 92.

[0053] Furthermore, according to this embodiment, the second wall surface 18cw constitutes a part of the wall surface that forms the drive chamber Rta, thereby ensuring that the drive chamber Rta functions as an oil chamber.

[0054] Although the embodiments of the present invention have been described in detail above with reference to the drawings, the present invention can also be applied to other embodiments.

[0055] For example, in the above-described embodiment, the electromechanical integrated unit described using the drive unit 80 as an example is, in a broad sense, a case that houses the transaxle 82 and a case that houses the power control unit 60, which are integrated together, i.e., arranged closely together. For example, some electromechanical integrated units have a configuration in which the case that houses the power control unit 60 and the case that houses the transaxle 82 are separate and fastened together with bolts or the like. Alternatively, some electromechanical integrated units have a configuration in which the case that houses the transaxle 82 also houses part of the power control unit 60.

[0056] In the above-described embodiment, for example, the first electric device 60f may include a DC-DC converter 62, and the second electric device 60s may include an inverter 68 or the like. Either the first electric device 60f or the second electric device 60s is electrically connected to an electric motor (first electric motor MG1, second electric motor MG2) via a terminal block. Note that if the power control unit 60 does not include a boost converter 66, neither the first electric device 60f nor the second electric device 60s includes a reactor 70.

[0057] Furthermore, in the above-described embodiment, the first electric chamber Ref may be disposed adjacent to and vertically below the drive chamber Rta when mounted in the vehicle 10. Alternatively, for example, when mounted in the vehicle 10, the second electric chamber Res may be disposed vertically relative to the drive chamber Rta, and the first electric chamber Ref may be disposed horizontally relative to the drive chamber Rta and the second electric chamber Res.

[0058] Furthermore, in the above-described embodiments, the vehicle 10 may be a parallel hybrid vehicle equipped with an engine, a power transmission device that transmits power from the engine to drive wheels, and an electric motor that transmits power to the drive wheels via the power transmission device. Alternatively, the vehicle 10 may be a series hybrid vehicle equipped with an engine, a drive electric motor that functions as a power source, and an electric motor that is connected to the engine so as to be able to transmit power and that generates power using the engine's power. Alternatively, the vehicle 10 may be a so-called plug-in hybrid vehicle that can charge the high-voltage battery 50 with power supplied from an external power source. Alternatively, the vehicle 10 may be an electric vehicle equipped with an electric motor.

[0059] It should be noted that the above is merely one embodiment, and the present invention can be embodied in various forms with various modifications and improvements based on the knowledge of those skilled in the art. [Explanation of symbols]

[0060] 10: Vehicle 16: Power transmission device (gear section) 18bp2: Second bulkhead (fifth wall) 18bw: First wall 18bwo: First opening 18cw: Second wall 18cwo: Second opening 18cwv: Fourth wall 18d: Side cover (third wall, lid member) 60: Power control unit (electrical equipment) 60f: First electrical equipment 60s: Second electrical equipment 68: Inverter (power supply section) 80: Vehicle drive unit 82: Transaxle (drive section) 84: PCU bus bar (electrical equipment power line) 86: Terminal block 88: Relay bus bar (relay power line) 90: Terminal block main body (main body) 92: Hole FLD: Oil MG1: First electric motor (electric motor) MG2: Second electric motor (electric motor) Ref: First electrical room Res: Second electrical room Rta: Drive room (oil room)

Claims

1. a drive unit for a vehicle comprising: an electric motor; a gear section to which the electric motor is connected so as to be able to transmit power; a first electric device that is a part of electric devices; a second electric device that is another part of the electric devices; a drive chamber that accommodates a drive section including the electric motor and the gear section; a first electric chamber that accommodates the first electric device; and a second electric chamber that accommodates the second electric device, wherein the drive chamber, the first electric chamber, and the second electric chamber are integrally arranged so that the first electric chamber and the second electric chamber are each adjacent to the drive chamber, a first wall surface constituting a part of a wall surface that forms the first electric chamber; a second wall surface that forms a part of a wall surface that defines the second electric chamber and is in contact with the first wall surface; a first opening formed in the first wall surface; a second opening formed in the second wall surface at a position opposite to the first opening and connected to the first opening; an electric device power line that is passed through the first opening and the second opening and is disposed in the first electric chamber and the second electric chamber, and electrically connects the first electric device and the second electric device; A vehicle drive unit comprising:

2. the first electric chamber is disposed in a vertical direction relative to the drive chamber when the electric motor is mounted on the vehicle, 2. The vehicle drive unit according to claim 1, wherein the second electric chamber is disposed horizontally relative to the drive chamber and the first electric chamber when the drive unit is mounted on the vehicle.

3. The electric chamber further includes a third wall surface that faces the second wall surface and that constitutes a part of the wall surface that forms the second electric chamber, and a fourth wall surface that extends perpendicularly from an end of the second wall surface toward the third wall surface and that constitutes a part of the wall surface that forms the second electric chamber, 3. The vehicle drive unit according to claim 2, wherein the third wall is a cover member connected to an end of the fourth wall opposite to the second wall.

4. the first electric device includes a power supply unit that supplies power to the electric motor, the power supply further includes a terminal block having a main body to which a relay power line is electrically connected at one end and to which the first electric device is electrically connected at the other end, and the relay power line is integrally fixed; and a fifth wall surface that separates the drive chamber and the first electric chamber and that constitutes a part of the wall surfaces that respectively define the drive chamber and the first electric chamber, The drive chamber functions as an oil chamber that is sealed to prevent leakage of oil that lubricates the drive unit, 4. The vehicle drive unit according to claim 3, wherein the fifth wall surface is formed with a hole that matches the shape of the main body and into which the main body is fitted.

5. 5. The vehicle drive unit according to claim 4, wherein the second wall surface constitutes a part of a wall surface that defines the drive chamber.

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