Engine room structure of vehicle

Abstract

To promote heat radiation of a cable for supplying electric power to an electric heating type catalyst device.SOLUTION: The vehicle includes the engine 20 located in the engine room 110, the EHC50 that defines the flow passage of the exhaust gas together with the exhaust gas pipe 40 in the engine room 110 and supports the catalytic converter on the catalytic converter support that generates heat by being energized, and the third EHC50 cable 82 that connects the power supply device 70 for supplying power to the EHC50 and the 2EHC, and at least a part of the third 2EHC cable 82 is located on the upward direction side with respect to the 28A of the upper end surface of the head cover 28 of the engine 20.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to an engine room structure for a vehicle. [Background technology]

[0002] The engine exhaust pipe disclosed in Patent Document 1 is equipped with an electrically heated catalytic device. The electrically heated catalytic device includes a catalyst carrier and a pair of terminals. The catalyst carrier supports a catalyst. The pair of terminals are attached to the catalyst carrier. The pair of terminals are connected to a battery via a cable. When electricity is applied to the catalyst carrier via the cable and thus the pair of terminals, the catalyst carrier generates heat. Note that the portion of the cable near the terminals is made of a material with a larger heat capacity than other portions to prevent that portion from becoming too hot. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 9-32533 Summary of the Invention [Problem to be solved by the invention]

[0004] In the technology disclosed in Patent Document 1, when current is applied to the catalyst carrier, the entire cable, from the connection point with the battery to the connection point with the terminal, tends to become hot. However, depending on the layout of the engine room, it may not be possible to promote heat dissipation throughout the entire cable. As a result, the temperature of the entire cable may become excessively high. Patent Document 1 takes into consideration preventing the portion of the cable near the terminal from becoming too hot, but does not consider preventing the portion of the cable other than the vicinity of the terminal from becoming too hot. [Means for solving the problem]

[0005] The vehicle engine room structure for solving the above problem comprises an engine located in the engine room of the vehicle, an exhaust pipe extending from the engine and through which exhaust from the engine flows, an electrically heated catalytic device which defines an exhaust flow passage in the engine room together with the exhaust pipe and which carries a catalyst on a catalyst carrier that generates heat when electricity is applied, a power supply device for supplying power to the electrically heated catalytic device, and a cable connecting the electrically heated catalytic device, wherein at least a portion of the cable is located above the upper end surface of a head cover that covers the cylinder head of the engine. [Effects of the Invention]

[0006] The above technical concept can promote heat dissipation from the cable that supplies power to the electrically heated catalytic converter. [Brief explanation of the drawings]

[0007] [Figure 1] FIG. 1 is a plan view that schematically shows the arrangement of each member when the engine room is viewed from the left side. [Figure 2] FIG. 2 is a plan view that schematically shows the arrangement of each member when the engine compartment is viewed from the rear side. [Figure 3] FIG. 3 is a plan view that schematically shows the arrangement of each member when the engine room is viewed from above. DETAILED DESCRIPTION OF THE INVENTION

[0008] Hereinafter, an embodiment of a vehicle engine room structure will be described using an example in which the vehicle engine room structure is applied to a plug-in hybrid vehicle. In this embodiment, up, down, left, right, front, and rear are defined based on the vehicle. That is, the front direction is the direction in front of a driver sitting in the driver's seat of the vehicle. Note that the drawings are schematic representations for easy understanding of the vehicle engine room structure, and the dimensional relationships and detailed shapes of each component do not necessarily correspond to the actual components or those shown in other drawings. Also, the drawings may show components enlarged for easier understanding.

[0009] As shown in FIG. 1, the vehicle 100 includes an engine compartment 110. The engine compartment 110 is a space defined in a front portion of the vehicle 100. Although not shown, the engine compartment 110 is a space defined by a dash panel, a fender panel, and the like. The dash panel separates the passenger compartment of the vehicle 100 from the engine compartment 110. The fender panels form the left and right outer walls in the front portion of the vehicle 100.

[0010] The vehicle 100 is equipped with an engine hood 120. The engine hood 120 covers the engine compartment 110 from above. The engine hood 120 is, for example, in the shape of a rectangular plate. The engine hood 120 can open and close an upper opening of the engine compartment 110. In Figs. 1 and 2, the engine hood 120 is indicated by dots.

[0011] <Engine> As shown in FIG. 1, the vehicle 100 includes an engine 20. The engine 20 is located in an engine compartment 110. The engine 20 includes an oil pan 22, a cylinder block 24, a cylinder head 26, a head cover 28, and a crankshaft 20A. The oil pan 22, the cylinder block 24, the cylinder head 26, and the head cover 28 are stacked in this order from bottom to top. The crankshaft 20A is sandwiched between the oil pan 22 and the cylinder block 24. The engine 20 is tilted slightly vertically relative to the vehicle 100 so that the upper portion of the engine 20 is positioned more rearward.

[0012] The oil pan 22 is generally box-shaped and is open upward. The oil pan 22 stores lubricating oil. The cylinder block 24 has a rectangular parallelepiped shape overall. When viewed from the left-right direction, the lower portion of the cylinder block 24 flares outward. As shown in FIG. 2, the cylinder block 24 defines a plurality of cylinders 24A. Each cylinder 24A is a space for burning fuel. The number of cylinders 24A is, for example, four. The plurality of cylinders 24A are aligned in the left-right direction. As shown in FIG. 3, a crankshaft 20A extends in the left-right direction in association with the alignment of the plurality of cylinders 24A. The crankshaft 20A rotates in response to the combustion of fuel in the cylinders 24A.

[0013] The cylinder head 26 has a rectangular parallelepiped shape as a whole. The cylinder head 26 defines intake ports 26A for introducing intake air into each cylinder 24A and exhaust ports 26B for discharging exhaust gas from each cylinder 24A. That is, an intake port 26A is provided for each cylinder 24A. Similarly, an exhaust port 26B is provided for each cylinder 24A.

[0014] As shown in FIG. 1 , the head cover 28 covers the cylinder head 26 from above. The head cover 28 is box-shaped overall. The head cover 28 is open downward. Although not shown, an ignition device is attached to the head cover 28 for each cylinder 24A. The ignition device ignites the air-fuel mixture in the cylinder 24A. Also, although not shown, an injector is attached to the head cover 28 for each cylinder 24A. The injector supplies fuel to the cylinder 24A. The injector may be attached to the cylinder head 26 instead of the head cover 28. Note that the upper end surface 28A of the head cover 28 constitutes the uppermost end of the head cover 28 and therefore the engine 20. Strictly speaking, because the engine 20 is inclined, the foremost portion of the upper end surface 28A of the head cover 28 constitutes the uppermost end of the head cover 28 and therefore the uppermost end of the engine 20. In this manner, in this embodiment, the uppermost end of the engine 20 is not the uppermost end of the various parts attached to the engine 20, but the uppermost end of the head cover 28.

[0015] <Intake pipe> As shown in FIG. 1, the vehicle 100 includes an intake pipe 30. The intake pipe 30 is located forward of the engine 20. As shown in FIG. 3, the intake pipe 30 includes an intake manifold 34 and an upstream pipe 32. The intake manifold 34 is fixed to the front surface of the cylinder head 26. Intake air is introduced into the intake manifold 34 from the upstream pipe 32. The intake manifold 34 distributes the intake air introduced from the upstream pipe 32 to each intake port 26A. The intake air distributed to each intake port 26A reaches each cylinder 24A. That is, the intake pipe 30 introduces the intake air into each cylinder 24A.

[0016] <Exhaust pipe and electrically heated catalytic converter> As shown in Fig. 1, the vehicle 100 includes an exhaust pipe 40 and an electrically heated catalytic converter (hereinafter referred to as EHC) 50. The exhaust pipe 40 is located rearward of the engine 20. The exhaust pipe 40 extends rearward and downward from the engine 20 as a whole. The exhaust pipe 40 includes an exhaust manifold 42 and a downstream pipe 44.

[0017] As shown in Figure 3, the exhaust manifold 42 is fixed to the rear surface of the cylinder head 26. The exhaust manifold 42 joins together exhaust gases from each cylinder 24A and therefore from each exhaust port 26B. The downstream pipe 44 is connected to the exhaust manifold 42 via the EHC 50, which will be described later. The downstream pipe 44 is cylindrical overall. The downstream pipe 44 extends rearward from the point where it is connected to the EHC 50. The downstream side of the middle portion of the downstream pipe 44 reaches outside the engine compartment 110.

[0018] As shown in FIG. 3, the EHC 50 is located in the engine compartment 110. The EHC 50, together with the exhaust pipe 40, defines an exhaust flow passage in the engine compartment 110. Therefore, exhaust gas from the engine 20 flows through the exhaust pipe 40 and the EHC 50. The EHC 50 is connected to the end of the exhaust manifold 42 opposite the cylinder head 26. The EHC 50 is cylindrical overall. The EHC 50 extends rearward from the point where it is connected to the exhaust manifold 42. The rear end of the EHC 50 is connected to the downstream pipe 44. The EHC 50 is located near the center of the engine 20 in the left-right direction.

[0019] The EHC50 will be described in detail. As shown in FIG. 3, the EHC50 includes a case 52, a catalyst carrier 54, and a pair of electrodes 56. The case 52 is cylindrical. The case 52 forms the outer contour of the EHC50. The catalyst carrier 54 is located within the case 52. The catalyst carrier 54 is formed of a material that generates heat due to electrical resistance when energized. For example, silicon carbide can be used as such a material. The outer shape of the catalyst carrier 54 is cylindrical. The interior of the catalyst carrier 54 has a honeycomb-shaped passage. The catalyst carrier 54 supports a catalyst such as platinum, palladium, and rhodium. The pair of electrodes 56 are connected to the outer peripheral surface of the catalyst carrier 54 and protrude outside the case 52. Power is supplied to the pair of electrodes 56 from a power supply device 70 described later. When the pair of electrodes 56 are energized in response to this power supply, the catalyst carrier 54 generates heat. When the catalyst carrier 54 generates heat, the catalyst is heated. At the same time, the catalyst is activated.

[0020] <EGR pipe> As shown in FIG. 1, the vehicle 100 includes an EGR pipe 35. The EGR pipe 35 includes an upstream portion 35A, an intermediate portion 35B, and a downstream portion 35C. The upstream portion 35A is a cylindrical pipe. The intermediate portion 35B is a passage defined by the cylinder head 26. As shown in FIG. 3, the intermediate portion 35B is located at the left end of the cylinder head 26. The intermediate portion 35B penetrates the cylinder head 26 from front to rear. The downstream portion 35C is also a cylindrical pipe. As shown in FIG. 3, a first end of the upstream portion 35A is connected to a downstream portion of the EHC 50. The upstream portion 35A extends leftward from the first end and bends forward midway. A second end of the upstream portion 35A is connected to an opening of the intermediate portion 35B at the rear surface of the cylinder head 26. In this manner, the upstream portion 35A extends from the EHC 50 and is connected to the intermediate portion 35B. A first end of the downstream portion 35C is connected to an opening of the intermediate portion 35B on the front surface of the cylinder head 26. The downstream portion 35C extends forward from the first end and bends to the right midway. A second end of the downstream portion 35C is connected to the intake manifold 34. In this way, the downstream portion 35C is connected to the intake pipe 30 on the opposite side of the cylinder head 26 from the EHC 50. The EGR pipe 35 described above recirculates exhaust gas flowing through the exhaust pipe 40 and the EHC 50 back to the intake pipe 30. Although not shown, a valve is provided midway in the EGR pipe 35 to adjust the amount of exhaust gas recirculated to the intake pipe 30.

[0021] <Drive unit> As shown in Fig. 2, the vehicle 100 includes a drive unit 60. The drive unit 60 is located in the engine compartment 110. The drive unit 60 includes a motor case 62, a first motor generator (hereinafter referred to as the first MG) 64, and a second motor generator (hereinafter referred to as the second MG) 66.

[0022] The motor case 62 is located to the left of the engine 20. The motor case 62 is adjacent to the engine 20 without any other members intervening. In other words, the motor case 62 is located adjacent to the engine 20. The motor case 62 has a rectangular parallelepiped shape as a whole. An upper end surface 62A of the motor case 62 forms the uppermost end of the motor case 62. The upper end surface 62A of the motor case 62 is located above the upper end surface 28A of the head cover 28, which is the uppermost end of the engine 20. As shown in Figures 1 and 3, for example, the rear end surface of the motor case 62 is located rearward of the rear end of the engine 20.

[0023] As shown in FIG. 2 , the motor case 62 houses the first MG 64 and the second MG 66. Although not shown, the motor case 62 also houses a power transmission mechanism that transmits the power of the first MG 64 and the second MG 66. The first MG 64 is a three-phase AC motor. The first MG 64 functions as both an electric motor and a generator. Like the first MG 64, the second MG 66 is a three-phase AC motor. Like the first MG 64, the second MG 66 functions as both an electric motor and a generator. The first MG 64 and the second MG 66 are drive sources for the vehicle 100. The first MG 64 and the second MG 66 exchange power with an on-board battery 74, which will be described later. The first MG 64 and the second MG 66 apply torque to the drive wheels of the vehicle 100 using the power stored in the on-board battery 74. The first MG 64 and the second MG 66 are traction motors that contribute to the running of the vehicle 100.

[0024] <Power-related equipment> As shown in FIG. 3, the vehicle 100 includes a connection device 76, an on-board battery 74, a power supply device 70, and a motor power device 72.

[0025] The connection device 76 is attached to, for example, the body of the vehicle 100. The position of the connection device 76 in Figure 3 is for convenience's sake. An external power source 200 can be connected to the connection device 76. The external power source 200 is an AC power source located outside the vehicle 100.

[0026] The vehicle battery 74 is located, for example, under the floor of the passenger compartment of the vehicle 100. The position of the vehicle battery 74 in Fig. 3 is for convenience's sake. The vehicle battery 74 is a DC power supply within the vehicle 100. The vehicle battery 74 is a high-voltage battery. The rated voltage of the vehicle battery 74 is, for example, about 200 [V] to 250 [V].

[0027] As shown in FIG. 2, the power supply device 70 is located in the engine compartment 110. The power supply device 70 is located above the upper end surface 62A of the motor case 62. As shown in FIG. 3, the power supply device 70 is located within the range of the head cover 28 of the engine 20 in the front-to-rear direction. Although not shown, the power supply device 70 includes a main body and a plurality of connectors. The main body has a rectangular parallelepiped shape as a whole. The main body is attached to the upper end surface 62A of the motor case 62 using a bracket or the like. The function of the main body will be described in detail later. The multiple connectors are located on the top surface of the main body. The connectors are connection ports for cables. The power supply device 70 is sometimes referred to as an OBC (On Board Charger).

[0028] As shown in FIG. 3, the motor power device 72 is located in the engine compartment 110. Like the power supply device 70, the motor power device 72 is located above the upper end surface 62A of the motor case 62. The motor power device 72 is located rearward relative to the power supply device 70. The motor power device 72 includes a main body and a plurality of connectors. The main body is generally rectangular parallelepiped-shaped. The main body is attached to the upper end surface 62A of the motor case 62 using a bracket or the like. The function of the main body will be described in detail later. The multiple connectors are located on the top surface of the main body. The connectors are cable connection ports. The motor power device 72 is sometimes referred to as a PCU (Power Control Unit). Note that the motor power device 72 is not shown in FIG. 2.

[0029] <Power path related to the motor> As shown in FIG. 3, the vehicle 100 includes a first motor cable 91, a second motor cable 92, a third motor cable 93, and a fourth motor cable 94.

[0030] The first motor cable 91 and the second motor cable 92 constitute a first power path leading from the on-board battery 74 to the first MG 64. Specifically, the first motor cable 91 electrically connects the on-board battery 74 and the motor power device 72. The second motor cable 92 electrically connects the motor power device 72 and the first MG 64. The motor power device 72 converts the power stored in the on-board battery 74 and supplies the power to the first MG 64, and also converts the power generated by the first MG 64 and supplies the power to the on-board battery 74. The conversion of power here includes both DC / AC conversion and step-up / step-down conversion of DC voltage.

[0031] The third motor cable 93 and the fourth motor cable 94 form a second power path extending from the vehicle battery 74 to the second MG 66. Specifically, the third motor cable 93 electrically connects the vehicle battery 74 and the motor power device 72. The fourth motor cable 94 electrically connects the motor power device 72 and the second MG 66. As described in relation to the first MG 64, the motor power device 72 converts DC to AC between the vehicle battery 74 and the second MG 66 and converts the magnitude of the DC voltage.

[0032] <Power paths for external charging and EHC> As shown in FIG. 3, the vehicle 100 includes a first charging cable 83, a second charging cable 84, a first EHC cable 81, and a second EHC cable 82.

[0033] The first charging cable 83 and the second charging cable 84 constitute a third power path leading from the connection device 76 to the in-vehicle battery 74. Specifically, the first charging cable 83 electrically connects the connection device 76 to the power supply device 70. The second charging cable 84 electrically connects the power supply device 70 to the in-vehicle battery 74. In the third power path, the power supply device 70 converts AC voltage from the external power source 200 to DC voltage and outputs it to the in-vehicle battery 74. The in-vehicle battery 74 is charged by receiving power supplied from the power supply device 70. In this way, the in-vehicle battery 74 can also be charged by power from the external power source 200.

[0034] The first EHC cable 81 and the second EHC cable 82 configure a fourth power path leading from the vehicle battery 74 to the EHC 50. Specifically, the first EHC cable 81 electrically connects the vehicle battery 74 to the power supply device 70. The second EHC cable 82 electrically connects the power supply device 70 to the electrodes 56 of the EHC 50. In the fourth power path, the power supply device 70 converts the output voltage from the vehicle battery 74 and supplies the converted voltage to the EHC 50. Specifically, the power supply device 70 converts the magnitude of the DC voltage from the vehicle battery 74 and outputs the converted voltage to the EHC 50. Note that, in addition to converting the magnitude of the DC voltage, the power supply device 70 may also convert the DC voltage from the vehicle battery 74 to an AC voltage and output the AC voltage to the EHC 50. Both the conversion of the DC voltage magnitude and the conversion of DC to AC are included in the voltage conversion.

[0035] <Cable layout> The arrangement of the second EHC cable 82 will be described in detail. As already described, as shown in FIG. 2 , the upper end surface 62A of the motor case 62 is located above the upper end surface 28A of the head cover 28, which is the uppermost end of the engine 20. Therefore, the power supply device 70 attached to the upper end surface 62A of the motor case 62 is located above the uppermost end of the engine 20. Meanwhile, the exhaust manifold 42 attached to the engine 20, and therefore the EHC 50, extends obliquely downward from the cylinder head 26. Therefore, the EHC 50 is located below the uppermost end of the engine 20. Due to this positional relationship between the EHC 50 and the power supply device 70, the second EHC cable 82 connecting the electrode 56 of the EHC 50 and the power supply device 70 extends upward from the EHC 50. The portion of the second EHC cable 82 near the power supply device 70 is located above the uppermost end of the engine 20. The tip portion of the second EHC cable 82 is connected to the power supply device 70 above the top end of the engine 20. Thus, the second EHC cable 82 has a specific portion 82A located above the top end of the engine 20. If the portion of the second EHC cable 82 other than the specific portion 82A is referred to as the other portion 82B, the specific portion 82A and the other portion 82B are arranged in detail as follows. Because the EHC 50 is located rearward relative to the engine 20, the other portion 82B is located rearward relative to the engine 20. As shown in FIG. 3 , the other portion 82B extends leftward from the EHC 50 and reaches near the left end of the head cover 28 in the left-right direction. Furthermore, as shown in FIG. 2 , the other portion 82B also extends upward from the EHC 50 and reaches above the upper end surface 28A of the head cover 28 in the up-down direction. As shown in FIG. 3, the specific portion 82A of the second EHC cable 82 passes directly above the upper end surface 28A of the head cover 28 toward the front side and reaches the power supply device 70.

[0036] The surrounding environment of the specific portion 82A of the second EHC cable 82 will be described. As shown in FIG. 2, the area between the upper end surface 62A of the motor case 62 and the engine hood 120 is referred to as a first area 110A. Furthermore, the area between the upper end surface 28A of the head cover 28 of the engine 20 and the engine hood 120 is referred to as a second area 110B. In the vehicle 100, the layout of the engine compartment 110 is designed so that various components are not disposed in the first area 110A or the second area 110B. Essentially, the first area 110A is free of components other than the power supply device 70, the motor power device 72, and the cables connected thereto. Similarly, the second area 110B is free of components other than the cables. As a result of adopting this layout, the engine hood 120 is located above the specific portion 82A of the second EHC cable 82 without any intervening components.

[0037] <Regarding the tidy state of wiring> As shown in FIG. 3 , like the power supply device 70, the motor power device 72 is attached to the upper end surface 62A of the motor case 62. Therefore, multiple cables connected to the power supply device 70 and the motor power device 72 are arranged to converge near the upper end surface 62A of the motor case 62. Among these multiple cables, cables that are routed in close proximity to each other in relation to their connection destinations are bundled together using a binder. For example, the second EHC cable 82, the second motor cable 92, and the fourth motor cable 94 are bundled together using a first binder 98. Furthermore, the second charging cable 84, the first EHC cable 81, the first motor cable 91, and the third motor cable 93 are bundled together using a second binder 99. The first binder 98 and the second binder 99 are fixed to the motor case 62, for example. 3 schematically shows how the cables are bundled together using a first binder 98 and a second binder 99. An example of the first binder 98 and the second binder 99 is a metal fitting.

[0038] <Operation of the embodiment> As shown by arrow V in FIG. 1 , when the vehicle 100 is traveling forward, wind flows through the upper portion of the engine compartment 110. As described above, there are almost no components blocking the wind in the first region 110A, which is located above the upper end surface 62A of the motor case 62, and the second region 110B, which is located above the upper end surface 28A of the head cover 28 of the engine 20. Therefore, the flow of wind is promoted in the first region 110A and the second region 110B as the vehicle 100 travels forward. Therefore, heat dissipation is promoted by the wind from the specific portion 82A of the second EHC cable 82 located in the first region 110A and the second region 110B. Furthermore, when the flow of wind is promoted in the first region 110A and the second region 110B, the wind is more likely to reach the areas around the first region 110A and the second region 110B as a whole. Therefore, not only the specific portion 82A of the second EHC cable 82 but also many portions of the second EHC cable 82 are exposed to the traveling wind. Therefore, heat dissipation is promoted for the second EHC cable 82 as a whole. Furthermore, a similar heat dissipation effect is achieved not only for the second EHC cable 82 but also for the first EHC cable 81 connecting the power supply device 70 and the on-board battery 74. In other words, when the flow of traveling wind is promoted in the first region 110A and the second region 110B, the portion of the first EHC cable 81 near the power supply device 70 is also exposed to the traveling wind. Therefore, heat dissipation is promoted for the first EHC cable 81 as well.

[0039] <Effects of the embodiment> (1) In the present embodiment, the power supply device 70, which relays the supply of power between the on-board battery 74 and the EHC 50, is disposed in an upper position in the engine compartment 110. This allows the second EHC cable 82 to be routed upward relative to the EHC 50. This allows the second EHC cable 82 to be disposed in an area where the wind generated by traveling is likely to reach the entire cable. From a similar perspective, in the present embodiment, a portion of the first EHC cable 81 can be disposed in an upper area where the wind generated by traveling is likely to reach the entire cable. By adopting such an arrangement, in the present embodiment, many portions of the cables 81, 82 that supply power to the EHC 50 can be cooled by the wind generated by traveling. Therefore, in the present embodiment, the cables 81, 82 that supply power to the EHC 50 can dissipate heat efficiently as a whole.

[0040] (2) In the present embodiment, the motor case 62 to which the power supply device 70 is attached is adjacent to the engine 20. If the power supply device 70 is attached to the motor case 62 adjacent to the engine 20, the distance from the engine 20 and, therefore, from the EHC 50 to the power supply device 70 is short, and therefore, the second EHC cable 82 connecting the EHC 50 and the power supply device 70 can be made as short as possible. In other words, in the present embodiment, in which the power supply device 70 is attached to the upper end surface 62A of the motor case 62, the second EHC cable 82 can be routed upward, while preventing the second EHC cable 82 from becoming too long.

[0041] (3) As described above, in this embodiment, the power supply device 70 is attached to the upper end surface 62A of the motor case 62. Attaching the power supply device 70 to the upper end surface 62A of the motor case 62 offers the following advantages in the process of connecting the second EHC cable 82 to the power supply device 70 at the assembly plant of the vehicle 100. Below, as a premise for explaining these advantages, the process of connecting the second EHC cable 82 to the power supply device 70 will be explained. Here, explanations of the attachment of cables other than the second EHC cable 82 and the attachment of the motor power device 72 will be omitted.

[0042] First, the worker prepares the power transmission unit outside the engine compartment 110 and the vehicle 100. The power transmission unit is an integrated unit including the drive device 60, the engine 20, the exhaust pipe 40, the EHC 50, the intake pipe 30, and the EGR pipe 35. After preparing the power transmission unit, the worker attaches the second EHC cable 82, which has been prepared in advance, to the power transmission unit. Specifically, the worker connects a first end of the second EHC cable 82 to the electrode 56 of the EHC 50. Meanwhile, the worker temporarily fastens a second end of the second EHC cable 82 to the head cover 28 of the engine 20. Thereafter, the worker places the power transmission unit together with the second EHC cable 82 in the engine compartment 110. Thereafter, the worker attaches the power supply device 70, which has been prepared in advance, to the upper end surface 62A of the motor case 62. Thereafter, the worker removes the second end of the second EHC cable 82, which has been temporarily fastened to the head cover 28 of the engine 20, from the head cover 28. Then, the worker connects the second end of the second EHC cable 82 to the power supply device 70. Through the above series of steps, the worker can attach the second EHC cable 82 to the power supply device 70.

[0043] Consider a comparative example in which the power supply device 70 is attached to a lower position in the engine room 110, separately from the power transmission unit. In this comparative example, depending on the location of the power supply device 70, it is possible that an operator cannot visually check the position of the connector of the power supply device 70 when the power transmission unit is housed in the engine room 110. Furthermore, if the power supply device 70 is located at a lower position in the engine room 110, the operator needs to reach under the bottom of the engine room 110 to connect the second end of the second EHC cable 82 to the power supply device 70. In this case, various components present in the engine room 110 may get in the way of the operator's work. Therefore, in the comparative example, the operator cannot easily connect the second EHC cable 82 to the power supply device 70.

[0044] In this regard, when the power supply device 70 is attached to the upper end surface 62A of the motor case 62 as in this embodiment, the power supply device 70 is exposed to the worker when connecting the second EHC cable 82. Therefore, the worker can connect the second EHC cable 82 to the power supply device 70 while visually checking the position of the connector of the power supply device 70. Furthermore, because the power supply device 70 is located at the top of the engine room 110, other components in the engine room 110 do not get in the way of the worker when connecting the second EHC cable 82 to the power supply device 70. Overall, the configuration of this embodiment improves the ease of operation when connecting the second EHC cable 82 to the power supply device 70.

[0045] (4) In this embodiment, both the power supply device 70 and the motor power device 72 are attached to the upper end surface 62A of the motor case 62. In this case, the cables connected to the power supply device 70 and the cables connected to the motor power device 72 are located close to each other. Therefore, the cables of different systems connected to the power supply device 70 and the motor power device 72 can be bundled together. If the cables of different systems can be bundled together in this way, the structure of the engine room 110 is less likely to become complicated.

[0046] (5) In this embodiment, no other members exist between the specific portion 82A of the second EHC cable 82 and the engine hood 120. Therefore, in this embodiment, the airflow generated by running is particularly likely to flow between the specific portion 82A and the engine hood 120. In this embodiment, heat dissipation from the specific portion 82A and its surroundings can be more effectively promoted.

[0047] (6) In the present embodiment, the power supply device 70 has both a voltage conversion function for charging the in-vehicle battery 74 and a voltage conversion function for supplying power to the EHC 50. Therefore, the number of parts to be mounted on the vehicle 100 can be reduced compared to the case where the vehicle 100 is equipped with separate devices each having these two functions.

[0048] (7) Exhaust gas flows through the EGR pipe 35. Therefore, the EGR pipe 35 becomes hot. Here, the EHC 50, to which the EGR pipe 35 is connected, and the intake pipe 30 are located on opposite sides of the engine 20. Therefore, if the EGR pipe 35 were connected from the EHC 50 to the intake pipe 30 outside the engine 20, the EGR pipe 35 would be routed around the outside of the engine 20, and the EGR pipe 35 would become longer. If the EGR pipe 35 becomes longer, the area in which the EGR pipe 35 is present would become wider, increasing the possibility that the second EHC cable 82 would be located near the EGR pipe 35. If the second EHC cable 82 were located near the EGR pipe 35, the heat of the EGR pipe 35 could reach the second EHC cable 82.

[0049] In this regard, the EGR pipe 35 of this embodiment passes through the engine 20. That is, the EGR pipe 35 extends from the EHC 50 to the intake pipe 30 via as short a route as possible. This shortens the length of the EGR pipe 35 that is located outside the engine 20. This makes it possible to arrange the second EHC cable 82 at a position away from the periphery of the EGR pipe 35 in this embodiment.

[0050] <Example of change> The above embodiment can be modified as follows: The above embodiment and the following modifications can be combined with each other within the scope of technical compatibility.

[0051] The configuration of the EGR pipe 35 is not limited to the example of the above embodiment. The EGR pipe 35 only needs to connect the exhaust flow passage formed by the exhaust pipe 40 and the EHC 50 to the intake pipe 30. For example, the middle section 35B of the EGR pipe 35 may pass through the right end of the cylinder head 26 from front to rear. In this case, the arrangement of the upstream section 35A and the downstream section 35C can be changed from the example of the above embodiment to match the arrangement of the middle section 35B. Note that, as described in the above embodiment, it is not essential that the entire EGR pipe 35 be configured as a cylindrical pipe. The entire EGR pipe 35 only needs to be a continuous passage.

[0052] The connection point of the EGR pipe 35 with the exhaust flow passage is not limited to the example in the above embodiment. For example, the upstream portion 35A of the EGR pipe 35 may be connected to the downstream pipe 44 of the exhaust pipe 40. The connection point of the EGR pipe 35 with the intake pipe 30 is also not limited to the example in the above embodiment.

[0053] The EGR pipe 35 does not have to pass through the inside of the engine 20. That is, the EGR pipe 35 may be located entirely outside the engine 20. When the EGR pipe 35 is located entirely outside the engine 20, the EGR pipe 35 and the cables may be located at positions separated from each other.

[0054] The EGR pipe 35 may be eliminated. Depending on the configuration of the engine 20, exhaust gas recirculation may not be necessary. In addition to the power supply device 70 that converts voltage between the on-board battery 74 and the EHC 50, the vehicle 100 may be equipped with a charging voltage conversion device that converts voltage between the external power supply 200 and the on-board battery 74. In this case, if the charging voltage conversion device is disposed under the floor of the passenger compartment of the vehicle 100 rather than in the engine compartment 110, an increase in the number of parts in the engine compartment 110 can be avoided.

[0055] The charging function using the external power supply 200 may be eliminated from the vehicle 100. In this case, the devices related to this charging function may be eliminated from the vehicle 100. In other words, the vehicle 100 is not limited to a so-called plug-in hybrid vehicle.

[0056] Other members may be present between the specific portion 82A of the second EHC cable 82 and the engine hood 120. Here, there are not many objects blocking the wind generated by running in the upper portion of the engine compartment 110. Therefore, the wind flows easily through the upper portion of the engine compartment 110. Therefore, even if some member is present between the specific portion 82A of the second EHC cable 82 and the engine hood 120, heat dissipation from the specific portion 82A is likely to be promoted.

[0057] The arrangement of components in the first region 110A and the second region 110B is not limited to the example of the above embodiment. Components other than the power supply device 70, the motor power device 72, and the cables connected thereto may be present in the first region 110A and the second region 110B. Even in this case, as described in the above modified example, the upper portion of the engine compartment 110 is prone to airflow during running. Therefore, if at least a portion of the second EHC cable 82 is positioned above the upper end surface 28A of the head cover 28, heat dissipation from the second EHC cable 82 can be promoted.

[0058] The routing of each cable is not limited to the example in the above embodiment. Each cable may be routed as appropriate so that the required power can be provided to the supply destination. At least a portion of the second EHC cable 82 needs to be located above the upper end surface 28A of the head cover 28. Here, being located above the upper end surface 28A of the head cover 28 does not necessarily mean being located above the entire upper end surface 28A of the head cover 28. In other words, it is sufficient that at least a portion of the second EHC cable 82 is located above the lowermost part of the upper end surface 28A of the head cover 28.

[0059] The location of the motor power device 72 is not limited to the example in the above embodiment. For example, the motor power device 72 may be located in a location in the engine compartment 110 other than the upper end surface 62A of the motor case 62. Furthermore, the motor power device 72 may be located outside the engine compartment 110, such as in a portion of the vehicle 100 rearward of the engine compartment 110. Note that if the motor power device 72 is located near the motor case 62, the cable connecting the motor power device 72 and the traction motor can be shortened.

[0060] The location of the power supply device 70 is not limited to the example of the above embodiment. For example, the power supply device 70 may be located in a location in the engine compartment 110 other than the upper end surface 62A of the motor case 62. Furthermore, the power supply device 70 may be located outside the engine compartment 110, such as in a portion of the vehicle 100 rearward of the engine compartment 110. Even when the location of the power supply device 70 is changed from the example of the above embodiment, it is only necessary to appropriately adjust the routing of the cable connecting the power supply device 70 and the EHC 50 so that at least a portion of the portion of the cable connecting the power supply device 70 and the EHC 50 that is located in the engine compartment 110 is located above the upper end surface 28A of the head cover 28.

[0061] The configuration of the motor case 62 is not limited to the example of the above embodiment. The motor case 62 may be configured to accommodate one or more traction motors. For example, the shape of the motor case 62 may be changed from that of the above embodiment. Even if the shape of the motor case 62 is changed from that of the above embodiment, the uppermost end of the motor case 62 may be determined based on the top and bottom of the vehicle 100.

[0062] The arrangement of the motor case 62 is not limited to the example in the above embodiment. For example, the motor case 62 may be arranged with other members interposed between it and the engine 20. The number of traction motors is not limited to that in the above embodiment. The vehicle 100 may be equipped with as many traction motors as necessary so that the required torque can be applied to the drive wheels.

[0063] The traction motor and therefore the motor case 62 may be eliminated from the vehicle 100. In this case, the motor power device 72 and the cables connected thereto may be eliminated. For example, if the traction motor is eliminated, a low-voltage battery for auxiliary equipment may be used as the in-vehicle battery 74. The rated voltage of such a low-voltage battery is, for example, about 12 V to 48 V.

[0064] Regarding the voltage conversion function of the power supply device 70, the power supply device 70 may simply convert DC to AC and output the converted voltage to the EHC 50 without converting the magnitude of the DC voltage from the vehicle battery 74. Appropriate voltage conversion may be performed according to the magnitude of the output voltage of the vehicle battery 74.

[0065] The power supply device 70 does not necessarily have to have a voltage conversion function. The power supply device 70 only needs to be able to supply power to the EHC 50. The power supply device 70 may be, for example, a battery.

[0066] The arrangement of the engine 20 is not limited to the example of the above embodiment. The engine 20 may be arranged in the engine room 110. For example, the engine 20 may be arranged so that the multiple cylinders 24A are aligned in the fore-and-aft direction of the vehicle 100. For example, the engine 20 may be tilted forward relative to the top and bottom of the vehicle 100, or may be arranged along the top and bottom of the vehicle 100.

[0067] The configuration of the engine 20 is not limited to the example of the above embodiment. For example, the engine 20 may be a so-called V-engine in which two cylinder groups are arranged in a V shape. Depending on the configuration of the engine 20, the configurations of the intake pipe 30 and the exhaust pipe 40 may also change.

[0068] <Additional Notes> The technical ideas that can be understood from the above-described embodiment and modified examples will be described. [1] An engine room structure for a vehicle comprising: an engine located in an engine room of a vehicle; an exhaust pipe extending from the engine and through which exhaust from the engine flows; an electrically heated catalytic device which defines an exhaust flow passage in the engine room together with the exhaust pipe and which carries a catalyst on a catalyst carrier which generates heat when electricity is applied; a power supply device for supplying power to the electrically heated catalytic device; and a cable connecting the electrically heated catalytic device, wherein at least a portion of the cable is located above the upper end surface of a head cover which covers the cylinder head of the engine.

[0069] [2] An engine room structure for a vehicle as described in [1], which is provided with a motor case located adjacent to the engine and housing one or more traction motors, and the power supply device is located above the top end of the motor case and attached to the motor case.

[0070] [3] An engine room structure for a vehicle as described in [2], comprising a motor power device for supplying power to the driving motor, and a motor cable connecting the motor power device and the driving motor, wherein the motor power device is positioned above the top end of the motor case and is attached to the motor case.

[0071] [4] An engine room structure for a vehicle described in any one of [1] to [3], wherein an engine hood is located above the portion of the cable that is located above the top end of the engine, without any other components interposed therebetween.

[0072] [5] The vehicle is a plug-in hybrid vehicle whose on-board battery can be charged by an external power source, and the power supply device has the function of converting AC voltage from the external power source into DC voltage and outputting it to the on-board battery, and the function of converting the output voltage from the on-board battery into voltage and supplying it to the electrically heated catalytic device. An engine room structure for a vehicle described in any one of [1] to [4].

[0073] [6] An engine room structure for a vehicle described in any one of [1] to [5], which is provided with an EGR pipe that recirculates exhaust gas to an intake pipe that introduces intake air into the engine, and the EGR pipe extends from the exhaust flow passage and passes through the engine, and is connected to the intake pipe on the opposite side of the engine from the exhaust flow passage. [Explanation of symbols]

[0074] 20...Engine 30...intake pipe 35...EGR pipe 40...Exhaust pipe 50...Electrically heated catalytic converter (EHC) 62...Motor case 64...First motor generator (first MG) 64...Second motor generator (second MG) 70…Power supply device 72...Motor power device 74...Automotive battery 82...Cable for second EHC 92...Second motor cable 94...4th motor cable 100...Vehicle 110...Engine room 120...Engine hood 200...External power supply

Claims

1. an engine located in an engine compartment of the vehicle; an exhaust pipe extending from the engine and through which exhaust gas from the engine flows; an electrically heated catalyst device that defines an exhaust flow passage together with the exhaust pipe in the engine compartment and that supports a catalyst on a catalyst carrier that generates heat when energized; a power supply device for supplying power to the electrically heated catalytic converter and a cable connecting the electrically heated catalytic converter; At least a portion of the cable is located above an upper end surface of a head cover that covers a cylinder head of the engine. Engine room structure of a vehicle.

2. a motor case located adjacent to the engine and housing one or more traction motors; The power supply device is located above the uppermost end of the motor case and is attached to the motor case. The engine room structure of a vehicle according to claim 1.

3. a motor power device for supplying power to the traction motor; a motor cable connecting the motor power device and the traction motor, The motor power device is located above the uppermost end of the motor case and is attached to the motor case. The engine room structure of a vehicle according to claim 2.

4. An engine hood is located above a portion of the cable that is located above the uppermost end of the engine, without any other member interposed therebetween.

3. The engine room structure of a vehicle according to claim 1 or 2.

5. the vehicle is a plug-in hybrid vehicle whose on-board battery can be charged by an external power source, The power supply device has a function of converting AC voltage from the external power supply into DC voltage and outputting the DC voltage to the vehicle battery, and a function of converting the output voltage from the vehicle battery into a voltage and supplying the voltage to the electrically heated catalyst device.

3. The engine room structure of a vehicle according to claim 1 or 2.

6. an EGR pipe for recirculating exhaust gas into an intake pipe for introducing intake air into the engine; The EGR pipe extends from the exhaust flow passage and passes through the engine, and is connected to the intake pipe on the opposite side of the engine from the exhaust flow passage.

3. The engine room structure of a vehicle according to claim 1 or 2.

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