Electric vehicles

Abstract

To provide an electric vehicle which enables a charger to be placed with an engine, a drive device, and a power control device within an engine compartment.SOLUTION: A drive device including an electric motor and a power transmission device and a power control device are housed in the same case as a mechano-electric integral unit and arranged at a position located adjacent to an engine. The structure generates a space above the mechano-electric integral unit in a vertical direction within an engine compartment. The charger and an intake pipe are disposed above the mechano-electric integral unit in the vertical direction when these components are mounted on an electric vehicle. In other words, the charger and the intake pipe can be disposed in the space generated above the mechano-electric integral unit in the vertical direction within the engine compartment. Thus, the engine, the drive device, the power control device, and the charger can be disposed within the engine compartment.SELECTED DRAWING: Figure 6

Description

Technical Field

[0001] The present invention relates to an electric vehicle equipped with a charger.

Background Art

[0002] An electric vehicle including an engine, an electric motor, a power transmission device that transmits power from the electric motor to drive wheels, a driving battery, and a power control device that controls power transmitted between the battery and the electric motor is well known. For example, the hybrid vehicle described in Patent Document 1 is such an electric vehicle. Patent Document 1 discloses that an engine, a drive device including an electric motor and a power transmission device, and a power control device are arranged in an engine compartment. In the hybrid vehicle described in Patent Document 1, the engine and the drive device are connected so as to be adjacent to each other in the vehicle width direction, and the power control device is fixed to the upper surface of the drive device.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, an electric vehicle equipped with a charger that charges a driving battery with electric power supplied from an external power source is also well known. In such an electric vehicle, it is conceivable to arrange the charger in the engine compartment. On the other hand, when the engine, the drive device, and the power control device are arranged in the engine compartment, the occupancy rate of the engine, the drive device, and the power control device in the engine compartment is large. Therefore, there is a possibility that the charger cannot be arranged in the engine compartment.

[0005] The present invention was made against the above circumstances, and its objective is to provide an electric vehicle in which a charger can be arranged in the engine compartment together with the engine, drive unit, and power control unit. [Means for solving the problem]

[0006] The gist of the first invention is an electric vehicle comprising: (a) an engine, an intake member provided upstream of the intake pipe of the engine, an electric motor, a power transmission device for transmitting power from the electric motor to the drive wheels, a drive battery, a power control device for controlling the power exchanged between the battery and the electric motor, and a charger for charging the battery with power supplied from an external power source, wherein (b) the drive device including the electric motor and the power transmission device and the power control device are housed in the same case as an integrated electromechanical unit and are positioned adjacent to the engine, (c) the charger is positioned vertically above the integrated electromechanical unit when mounted on the electric vehicle, and (d) the intake pipe is positioned vertically above the integrated electromechanical unit when mounted on the electric vehicle. (e) The intake pipe is positioned vertically above the charger when mounted in the electric vehicle. It is the matter.

[0009] Also, the 2 The invention of the above 1 In the electric vehicle described in the invention, the engine is an engine having a supercharger, and the intake pipe, which is downstream of the intake member and upstream of the supercharger, is positioned vertically above the charger when mounted in the electric vehicle.

[0010] Also, the 3 The invention of the first invention is or second invention In the electric vehicle described above, the intake member is positioned relative to the charger on the side of the electric vehicle's width direction that is opposite to the engine.

[0011] Also, the 4The invention of the first invention is or second invention In the electric vehicle described above, the intake member is positioned in front of the charger in the forward and backward direction of the electric vehicle.

[0012] Also, the 5 The invention of the first invention is or second invention In the electric vehicle described above, the power control device is positioned vertically above the drive unit when mounted in the electric vehicle, and the vertically lower portion of the power control device is positioned so as to overlap horizontally with the vertically upper portion of the drive unit. Furthermore, the gist of the sixth invention is an electric vehicle comprising: (a) an engine, an intake member provided upstream of the intake pipe of the engine, an electric motor, a power transmission device for transmitting power from the electric motor to the drive wheels, a drive battery, a power control device for controlling the power exchanged between the battery and the electric motor, and a charger for charging the battery with power supplied from an external power source, wherein (b) the drive device including the electric motor and the power transmission device and the power control device are housed in the same case as an integrated electromechanical unit and are positioned adjacent to the engine, (c) the charger is positioned vertically above the integrated electromechanical unit when mounted on the electric vehicle, (d) the intake pipe is positioned vertically above the integrated electromechanical unit when mounted on the electric vehicle, and (e) the intake member is positioned on the opposite side of the electric vehicle from the engine in the vehicle width direction relative to the charger. Furthermore, the seventh invention is that, in the electric vehicle described in the sixth invention, the engine is an engine having a supercharger, and the intake pipe, which is downstream of the intake member and upstream of the supercharger, is positioned vertically above the mechatronic unit when mounted in the electric vehicle. [Effects of the Invention]

[0013] According to the first invention, a drive unit including an electric motor and a power transmission device, and a power control device are housed in the same case as an integrated electromechanical unit and positioned adjacent to the engine. This creates space vertically above the integrated electromechanical unit within the engine compartment. The charger and intake pipe are positioned vertically above the integrated electromechanical unit when mounted in an electric vehicle. In other words, the charger and intake pipe can be placed in the space vertically above the integrated electromechanical unit within the engine compartment. Therefore, the charger can be placed in the engine compartment together with the engine, drive unit, and power control device.

[0015] Also, the 1 According to this invention, the intake pipe is positioned vertically above the charger when mounted in an electric vehicle. In other words, the charger and intake pipe can be appropriately positioned in the space created vertically above the mechatronic unit within the engine compartment.

[0016] Also, the 2According to the invention, the intake pipe, which is downstream of the intake member and upstream of the supercharger of the engine, is arranged vertically above the charger in the mounted state in the electric vehicle. Therefore, the charger can be appropriately arranged in the engine compartment together with the engine having the supercharger, the drive device, and the power control device.

[0017] Also, according to the 3 invention, the intake member is arranged on the side opposite to the engine in the vehicle width direction of the electric vehicle with respect to the charger. Thereby, in the vehicle width direction collision of the electric vehicle, the intake member is deformed first, so that the charger can be protected from the vehicle width direction collision load.

[0018] Also, according to the 4 invention, the intake member is arranged in front of the charger in the forward and backward direction of the electric vehicle. Thereby, in the frontal collision of the electric vehicle, the intake member is deformed first, so that the charger can be protected from the frontal collision load.

[0019] Also, according to the 5 invention, the power control device is arranged vertically above the drive device in the mounted state in the electric vehicle. In addition, the lower portion in the vertical direction of the power control device is arranged at a position overlapping with the upper portion in the vertical direction of the drive device when viewed in the horizontal direction. Thereby, the vertical physical size of the electromechanical integrated unit is appropriately reduced, and a space is created above the electromechanical integrated unit in the vertical direction in the engine compartment. Furthermore, according to the sixth invention, the drive unit including the electric motor and power transmission device, and the power control device are housed in the same case as an integrated electromechanical unit and are positioned adjacent to the engine. This creates space vertically above the integrated electromechanical unit within the engine compartment. The charger and intake pipe are positioned vertically above the integrated electromechanical unit when mounted in an electric vehicle. In other words, the charger and intake pipe can be placed in the space vertically above the integrated electromechanical unit within the engine compartment. Therefore, the charger can be placed in the engine compartment together with the engine, drive unit, and power control device. Furthermore, according to the sixth invention, the intake member is positioned on the side of the electric vehicle opposite to the engine in the vehicle width direction relative to the charger. This allows the intake member to deform first in the event of a collision in the vehicle width direction of the electric vehicle, thereby protecting the charger from collision loads in that direction. Furthermore, according to the seventh invention, the intake pipe downstream of the intake member and upstream of the engine's supercharger is positioned vertically above the mechatronic unit when mounted in an electric vehicle. Therefore, the charger can be placed in the engine compartment together with the engine having a supercharger, the drive unit, and the power control unit.

Brief Description of Drawings

[0020] [Figure 1] It is a diagram for explaining an example of the schematic configuration of an electric vehicle to which the present invention is applied. [Figure 2] It is a diagram for explaining the schematic configuration of the engine. [Figure 3] This diagram illustrates an example of an electrical configuration related to the control of an electric motor. [Figure 4] This diagram illustrates an example of the general configuration of an integrated electromechanical unit. [Figure 5] This diagram illustrates an example of the arrangement of each component of a drive unit. [Figure 6] This diagram illustrates an example of the arrangement of intake pipes and other components within the engine compartment, and is a side view from the left side of an electric vehicle. [Figure 7] This diagram illustrates an example of the arrangement of intake pipes and other components within the engine compartment, and is a top view from above the electric vehicle. [Figure 8] This diagram illustrates an example of an electric vehicle equipped with an integrated electromechanical unit, AC charger, and other components. [Figure 9] This diagram illustrates an example of the arrangement of intake pipes and other components within the engine compartment, where the supercharger is located in front of the engine. [Figure 10] This figure illustrates an example of a schematic configuration of an electric vehicle to which the present invention is applied, and is a different embodiment from the electric vehicle in Figure 1. [Figure 11] Figure 10 illustrates an example of the arrangement of each component of the drive system in an electric vehicle. [Modes for carrying out the invention]

[0021] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. [Examples]

[0022] Figure 1 is a diagram illustrating an example of the schematic configuration of an electric vehicle 10 to which the present invention is applied. In Figure 1, the electric vehicle 10 is a hybrid vehicle equipped with an engine 12 that functions as a power source and a second electric motor MG2 that functions as a power source. The electric vehicle 10 also includes drive wheels 14, a power transmission device 16, and a first electric motor MG1.

[0023] Figure 2 is a diagram illustrating the schematic configuration of engine 12. In Figure 2, engine 12 is a known internal combustion engine having a supercharger 18, that is, an engine with a supercharger 18. The intake system of engine 12 is provided with an intake pipe 20. The intake pipe 20 is connected to an intake manifold 22 attached to the engine body 12a. The exhaust system of engine 12 is provided with an exhaust pipe 24. The exhaust pipe 24 is connected to an exhaust manifold 26 attached to the engine body 12a. "Intake pipe" is synonymous with "intake duct," and "exhaust pipe" is synonymous with "exhaust duct."

[0024] The supercharger 18 is a known exhaust turbine type supercharger, or turbocharger, having a compressor 18c provided in the intake pipe 20 and a turbine 18t provided in the exhaust pipe 24. The turbine 18t is rotationally driven by the exhaust gas, i.e., the exhaust flow. The compressor 18c is connected to the turbine 18t and is rotationally driven by the turbine 18t to compress the intake air, i.e., the intake air, supplied to the engine 12.

[0025] The exhaust pipe 24 is equipped with an exhaust bypass 28 in parallel, which allows exhaust gases to flow from the upstream side of the turbine 18t to the downstream side, bypassing the turbine 18t. The exhaust bypass 28 is equipped with a wastegate valve 30 for continuously controlling the ratio of exhaust gases passing through the turbine 18t to exhaust gases passing through the exhaust bypass 28.

[0026] Upstream of the intake pipe 20, particularly upstream of the supercharger 18 (compressor 18c), that is, at the inlet of the intake pipe 20, an intake member 32 is provided. The intake member 32 includes, for example, a resonator 34 and an air cleaner 36. The resonator 34 is provided upstream of the air cleaner 36. An electronic throttle valve 38 is provided in the intake pipe 20 downstream of the compressor 18c and upstream of the intake manifold 22. In this embodiment, the intake pipe 20 downstream of the intake member 32, for example, the air cleaner 36, and upstream of the supercharger 18 is referred to as the pre-supercharging intake pipe 20bc. Also in this embodiment, the intake pipe 20 downstream of the supercharger 18 and upstream of the intake manifold 22 is referred to as the post-supercharging intake pipe 20ac.

[0027] Returning to Figure 1, the first motor MG1 and the second motor MG2 are known rotating electric machines that each have the function of an engine that generates mechanical power from electric power and a generator that generates electric power from mechanical power, and are so-called motor generators. The first motor MG1 and the second motor MG2 are housed in a non-rotatable case 40, which is a non-rotating member attached to the vehicle body.

[0028] The power transmission device 16 is provided in the power transmission path between the engine 12 and the drive wheels 14, and in the power transmission path between the second electric motor MG2 and the drive wheels 14. The power transmission device 16 includes a damper 42, an input shaft 44, a transmission unit 46, a compound gear 48, a driven gear 50, a driven shaft 52, a final gear 54, a differential gear 56, a reduction gear 58, etc., within a case 40. The input shaft 44 functions as the input rotating member of the transmission unit 46 and is connected to the crankshaft 12b of the engine 12 via the damper 42, etc. The transmission unit 46 is connected to the input shaft 44. The compound gear 48 is the output rotating body of the transmission unit 46. A drive gear 48a is formed on a part of the outer circumference of the compound gear 48. The drive gear 48a is the output rotating member of the transmission unit 46. The driven gear 50 meshes with the drive gear 48a. The driven shaft 52 is fixed to the driven gear 50 and the final gear 54 so that they cannot rotate relative to each other. The final gear 54 has a smaller diameter than the driven gear 50 and meshes with the differential ring gear 56a of the differential gear 56. The reduction gear 58 has a smaller diameter than the driven gear 50 and meshes with the driven gear 50. The rotor shaft of the second electric motor MG2 is connected to the reduction gear 58, and the second electric motor MG2 is connected in a way that allows power transmission. The power transmission device 16 also includes a pair of drive shafts 60 connected to the differential gear 56, etc.

[0029] The power transmission device 16 configured in this way is suitably used in FF (front-engine, front-drive) or RR (rear-engine, rear-drive) vehicles. The power transmission device 16 transmits power output from the engine 12 to the driven gear 50 via the transmission unit 46. The power transmission device 16 also transmits power output from the second electric motor MG2 to the driven gear 50 via the reduction gear 58. The power transmission device 16 then transmits the power transmitted to the driven gear 50 to the drive wheels 14 sequentially via the driven shaft 52, final gear 54, differential gear 56, drive shaft 60, etc. The driven gear 50, driven shaft 52, and final gear 54 are transmission devices that transmit power from the second electric motor MG2 to the differential gear 56, and transmission devices that transmit power from the drive gear 48a to the differential gear 56. The differential gear 56 is a differential device that distributes power transmitted via the driven gear 50, driven shaft 52, and final gear 54 to the drive wheels 14.

[0030] The power transmission device 16 has a first axis CL1, a second axis CL2, a third axis CL3, and a fourth axis CL4. These four axes CL1, CL2, CL3, and CL4 are parallel to each other. The first axis CL1 is the axis of the input shaft 44 and the axis of the rotor shaft of the first electric motor MG1. In other words, the first axis CL1 is the rotation axis of the first electric motor MG1. The gearbox 46 and the first electric motor MG1 are arranged around the first axis CL1. In other words, the drive gear 48a of the gearbox 46 is arranged coaxially with the first electric motor MG1. The second axis CL2 is the axis of the driven shaft 52. The driven gear 50 and the final gear 54 are arranged around the second axis CL2. In other words, the second axis CL2 is the rotation axis of the driven gear 50, the driven shaft 52, and the final gear 54. The third axis CL3 is the axis of the rotor shaft of the second motor MG2. In other words, the third axis CL3 is the rotation axis of the second motor MG2. The second motor MG2 and the reduction gear 58 are arranged around the third axis CL3. The fourth axis CL4 is the axis of the drive shaft 60 and is the axis of the differential gear 56. In other words, the fourth axis CL4 is the rotation axis of the differential gear 56. The differential gear 56 is arranged around the fourth axis CL4.

[0031] The transmission unit 46 comprises a first electric motor MG1 and a differential mechanism 62. The differential mechanism 62 is composed of a known single-pinion type planetary gear system and includes a sun gear S, a carrier CA, and a ring gear R. The sun gear S is connected to the rotor shaft of the first electric motor MG1, and the first electric motor MG1 is connected to it so as to be able to transmit power. The carrier CA is connected to the input shaft 44, and the engine 12 is connected to it so as to be able to transmit power via the input shaft 44, etc. The ring gear R is formed on a part of the inner circumferential surface of the composite gear 48 and is integrally connected to the drive gear 48a.

[0032] The differential mechanism 62 is a differential mechanism that produces a differential action and to which the engine 12 is connected in a manner that enables power transmission. The first electric motor MG1 is a differential motor connected to the differential mechanism 62 in a manner that enables power transmission. The differential mechanism 62 is a power split mechanism that mechanically divides the power of the engine 12 input to the carrier CA between the first electric motor MG1 and the drive gear 48a. The transmission unit 46 is a known electric transmission mechanism in which the differential state of the differential mechanism 62 is controlled by controlling the operating state of the first electric motor MG1.

[0033] Figure 3 illustrates an example of the electrical configuration related to the control of the first motor MG1 and the second motor MG2. In Figure 3, the electric vehicle 10 is further equipped with a high-voltage battery 64, an AC charger 66, an in-vehicle charging cable 68, a charging inlet 70, an auxiliary battery 72, and a power control unit 74.

[0034] The high-voltage battery 64 is a rechargeable DC power source, such as a nickel-metal hydride secondary battery or a lithium-ion battery. The high-voltage battery 64 is connected to the power control unit 74 and also to the AC charger 66. The AC charger 66 is connected to the charging inlet 70 via the in-vehicle charging cable 68. The charging inlet 70 is provided on the vehicle body so as to be connectable to the charging connector 104 of the external charging cable 102, which is connected to the external power source 100, which is an external power source for the electric vehicle 10. The charging inlet 70 is a terminal connected to the charging connector 104 for inputting power supplied from the external power source 100. The charging inlet 70 is a charging port connected to the external power source 100.

[0035] The AC charger 66 is a charger that charges the high-voltage battery 64 using power supplied from an external power source 100. The AC charger 66 converts the alternating current supplied from the external power source 100 into a direct current, and also boosts the voltage of the external power source 100 to a voltage equivalent to that of the high-voltage battery 64 to charge the high-voltage battery 64.

[0036] The stored power from the high-voltage battery 64 is supplied to, for example, the second motor MG2 via the power control unit 74. The high-voltage battery 64 also receives power from the power generation control of the first motor MG1 and power from the regenerative control of the second motor MG2 via the power control unit 74. Furthermore, when the charging connector 104 connected to the external power source 100 is connected to the charging inlet 70, power from the external power source 100 is supplied to the high-voltage battery 64 via the AC charger 66 or the like. The electric vehicle 10 is a so-called plug-in hybrid vehicle capable of charging the high-voltage battery 64 with power from the external power source 100. The high-voltage battery 64 is the drive battery.

[0037] The power control unit 74 includes a DC-DC converter 76, a boost converter 78, an inverter 80, and an electric motor control device 82. The power control unit 74 is a power control device that controls the power exchanged between the high-voltage battery 64 and the first electric motor MG1 and the second electric motor MG2, respectively.

[0038] The DC-DC converter 76 is connected to the high-voltage battery 64. The DC-DC converter 76 functions as a charging device that steps down the voltage of the high-voltage battery 64 to a voltage equivalent to that of the auxiliary battery 72 and charges the auxiliary battery 72. The auxiliary battery 72 supplies power to operate the auxiliary equipment provided in the electric vehicle 10. The auxiliary battery 72 supplies power to operate the motor control device 82, an electronic control device (not shown) provided in the electric vehicle 10, and other such devices.

[0039] The boost converter 78 includes reactors and switching elements (not shown). The boost converter 78 is a buck-boost circuit that has the function of boosting the voltage of the high-voltage battery 64 and supplying it to the inverter 80, and the function of stepping down the voltage converted to DC by the inverter 80 and supplying it to the high-voltage battery 64.

[0040] The inverter 80 includes an MG1 power module 84, an MG2 power module 86, and the like. The MG1 power module 84 and the MG2 power module 86 each include switching elements (not shown). The inverter 80 converts the DC current from the boost converter 78 into AC current to drive the first motor MG1 and the second motor MG2. The inverter 80 converts the AC current generated by the first motor MG1 using the power of the engine 12, and the AC current generated by the second motor MG2 using regenerative braking, into DC current. The inverter 80 supplies the AC current generated by the first motor MG1 as power to drive the second motor MG2, according to the driving conditions.

[0041] The motor control device 82 controls the boost converter 78 and the inverter 80. For example, the motor control device 82 converts the DC current from the high-voltage battery 64 into AC current used by the first motor MG1 and the second motor MG2, respectively. The motor control device 82 drives the first motor MG1 to ensure the amount of power generated to supply power to the second motor MG2 and to charge the high-voltage battery 64. The motor control device 82 drives the second motor MG2 based on the output requirement value corresponding to the driver's requested torque. The motor control device 82 makes the second motor MG2 function as a generator according to the amount of regenerative braking required.

[0042] Figure 4 illustrates an example of the schematic configuration of the hybrid drive unit 90. In Figure 4, the transaxle 92 and the power control unit 74 are housed in the same case 40 as the hybrid drive unit 90. The hybrid drive unit 90 is a unit in which the transaxle 92 and the power control unit 74 are integrated, i.e., a mechatronic integrated unit.

[0043] The case 40 comprises, for example, a main body 40a and a cover plate 40b. The main body 40a has a bottom wall and a side wall extending vertically upward from the outer edge of the bottom wall, with an opening at the top in the vertical direction. The cover plate 40b is a plate-shaped member that closes the opening of the main body 40a. The main body 40a has a partition wall (not shown), which divides the interior into two spaces: a space A at the bottom in the vertical direction and a space B at the top in the vertical direction. Note that the vertical direction and forward / reverse direction in the figure refer to the direction when mounted on the electric vehicle 10.

[0044] The transaxle 92 is a drive system including power transmission devices 16 (48a, 50, 54, 56a, 58, etc.), a first electric motor MG1, and a second electric motor MG2. When mounted on the electric vehicle 10, the transaxle 92 is housed in the space A at the bottom of the main body 40a in the vertical direction.

[0045] The power control unit 74 is housed in the vertical upper space B of the main body 40a when mounted on the electric vehicle 10. The vertical upper space B includes the surplus space B1 created by the arrangement of the first electric motor MG1 and the second electric motor MG2, and the vertical upper space B2 of the second electric motor MG2. The length of the surplus space B1 in the forward and backward direction is shorter than that of space B2.

[0046] Figure 5 illustrates an example of the arrangement of each component of the transaxle 92. In Figure 5, when the transaxle 92 is mounted on the electric vehicle 10, the first axis CL1, second axis CL2, third axis CL3, and fourth axis CL4 are arranged so that they are parallel to the horizontal direction perpendicular to the forward and backward direction of the electric vehicle 10. Furthermore, when the transaxle 92 is mounted on the electric vehicle 10, the positions of the first axis CL1, second axis CL2, third axis CL3, and fourth axis CL4 are arranged in the order of second motor MG2, driven shaft 52, first motor MG1, and differential gear 56 from top to bottom in the vertical direction, and in the order of first motor MG1, driven shaft 52, differential gear 56, and second motor MG2 from front to rear in the forward and backward direction. As a result, the vertical size of the transaxle 92 is reduced while ensuring appropriate distances between the first axis CL1, the second axis CL2, the third axis CL3, and the fourth axis CL4. Consequently, the arrangement of the first motor MG1 and the second motor MG2 creates surplus space B1, and space B2 is created vertically above the second motor MG2 (see Figure 4). The power control unit 74 is mounted in this space B (B1 + B2) (see Figure 4).

[0047] Referring to Figure 4, the power control unit 74 is positioned vertically above the transaxle 92 when mounted on the electric vehicle 10. In addition, the lower vertical portion of the power control unit 74 is positioned so that it overlaps with the upper vertical portion of the transaxle 92, particularly the second electric motor MG2, when viewed horizontally, particularly in the forward and backward directions. Alternatively, when mounted on the electric vehicle 10, the lower vertical portion of the power control unit 74 is positioned vertically above the first electric motor MG1.

[0048] The power control unit 74 is mounted in the space created by the reduction in the vertical size of the transaxle 92, and space is created vertically above the hybrid drive unit 90. As shown in Figure 4, the AC charger 66 is positioned in the space created vertically above the hybrid drive unit 90 when mounted in the electric vehicle 10. In other words, the AC charger 66 is positioned vertically above the hybrid drive unit 90 when mounted in the electric vehicle 10.

[0049] Here, the transaxle 92 and the power control unit 74, i.e., the hybrid drive unit 90, are located adjacent to the engine 12. Therefore, ingenuity is required in the arrangement of the intake manifold 20 and other components within the engine compartment 94 (see Figure 8).

[0050] Figures 6 and 7 illustrate an example of the arrangement of the intake pipe 20 and other components within the engine compartment 94. Figure 6 is a side view of the electric vehicle 10 from the left side facing forward. Figure 7 is a top view of the electric vehicle 10 from vertically above.

[0051] In Figures 6 and 7, the intake pipe 20 is positioned in the space created vertically above the hybrid drive unit 90 when mounted in the electric vehicle 10. In other words, the intake pipe 20 is positioned vertically above the hybrid drive unit 90 when mounted in the electric vehicle 10. In the electric vehicle 10, a supercharger 18 is interposed in the intake pipe 20, and the supercharger 18 is positioned behind the engine 12. In this case, the pre-supercharge intake pipe 20bc of the intake pipe 20 is positioned vertically above the hybrid drive unit 90 when mounted in the electric vehicle 10.

[0052] In the electric vehicle 10, the AC charger 66 is positioned vertically above the hybrid drive unit 90. During disasters such as typhoons and earthquakes, various falling objects may collide with the electric vehicle 10 from above. In this case, a large impact force may be applied to the AC charger 66, potentially damaging it. Therefore, it is desirable to protect the AC charger 66 from impacts from above. In the electric vehicle 10, the intake pipe 20 protects the AC charger 66 from impact loads from above. Therefore, the intake pipe 20 is positioned vertically above the AC charger 66 when mounted in the electric vehicle 10. In the electric vehicle 10, a supercharger 18 is interposed in the intake pipe 20. In this case, the pre-supercharging intake pipe 20bc of the intake pipe 20 is positioned vertically above the AC charger 66 when mounted in the electric vehicle 10. The intake pipe 20 passes above the AC charger 66, which is mounted on top of the hybrid drive unit 90. When a supercharger 18 is interposed in the intake manifold 20, the pre-supercharge intake manifold 20bc passes above the AC charger 66.

[0053] It is desirable to protect the AC charger 66 from collisions in the width direction of the electric vehicle 10. In the electric vehicle 10, the intake member 32 protects the AC charger 66 from collision loads in the width direction. Therefore, the intake member 32, such as the air cleaner 36, is positioned on the side of the electric vehicle 10 opposite to the engine 12 in the width direction relative to the AC charger 66.

[0054] It is desirable to protect the AC charger 66 from a frontal collision of the electric vehicle 10. In the electric vehicle 10, the intake member 32 protects the AC charger 66 from frontal collision loads. Therefore, the intake member 32, such as a resonator 34, is positioned in front of the AC charger 66 in the forward and backward direction of the electric vehicle 10.

[0055] Figure 8 illustrates an example of an electric vehicle 10 equipped with a hybrid drive unit 90 and an AC charger 66. In Figure 8, the hybrid drive unit 90 and the AC charger 66 are housed together with the engine 12 in the engine compartment 94. The engine compartment 94 is equivalent to the engine room that houses the engine 12. The intake pipe 20 (pre-supercharging intake pipe 20bc) of the engine 12 is positioned vertically above the AC charger 66. The engine compartment 94 also houses, for example, an intake member 32 (air cleaner 36) and a water pump 96. A high-voltage battery 64 is located below the interior space of the electric vehicle 10.

[0056] Furthermore, the electric vehicle 10 may be equipped with a charging inlet 70 on the outer panel 10a that forms the engine compartment 94. This allows for a shorter length of the in-vehicle charging cable 68.

[0057] As described above, in this embodiment, the transaxle 92 and the power control unit 74 are housed in the same case 40 as the hybrid drive unit 90 and are positioned adjacent to the engine 12. This creates space vertically above the hybrid drive unit 90 within the engine compartment 94. The AC charger 66 and intake pipe 20 are positioned vertically above the hybrid drive unit 90 when mounted in the electric vehicle 10. In other words, the AC charger 66 and intake pipe 20 can be placed in the space vertically above the hybrid drive unit 90 within the engine compartment 94. Therefore, the AC charger 66 can be placed in the engine compartment 94 together with the engine 12, transaxle 92, and power control unit 74.

[0058] Furthermore, according to this embodiment, the pre-supercharge intake pipe 20bc is positioned vertically above the hybrid drive unit 90 when mounted in the electric vehicle 10. Therefore, the engine 12 with the supercharger 18, the transaxle 92, and the power control unit 74 can be placed together with the AC charger 66 in the engine compartment 94.

[0059] Furthermore, according to this embodiment, the intake pipe 20 is positioned vertically above the AC charger 66 when mounted in the electric vehicle 10. In other words, the AC charger 66 and the intake pipe 20 can be appropriately positioned in the space created vertically above the hybrid drive unit 90 within the engine compartment 94. In addition, the intake pipe 20 deforms first in the event of an impact from above on the electric vehicle 10, thereby protecting the AC charger 66 from the impact load from above.

[0060] Furthermore, according to this embodiment, the pre-supercharge intake pipe 20bc is positioned vertically above the AC charger 66 when mounted on the electric vehicle 10. Therefore, the AC charger 66 can be properly positioned within the engine compartment 94 together with the engine 12 having a supercharger 18, the transaxle 92, and the power control unit 74. In addition, the pre-supercharge intake pipe 20bc deforms first in the event of an impact from above on the electric vehicle 10, thereby protecting the AC charger 66 from the impact load from above.

[0061] Furthermore, according to this embodiment, the intake member 32 is positioned on the opposite side of the electric vehicle 10 from the engine 12 in the vehicle width direction relative to the AC charger 66. As a result, in the event of a collision in the vehicle width direction of the electric vehicle 10, the intake member 32 deforms first, thereby protecting the AC charger 66 from the collision load in the vehicle width direction.

[0062] Furthermore, according to this embodiment, the intake member 32 is positioned in front of the AC charger 66 in the forward and backward direction of the electric vehicle 10. As a result, in the event of a frontal collision of the electric vehicle 10, the intake member 32 deforms first, thereby protecting the AC charger 66 from the impact load from the front.

[0063] Furthermore, according to this embodiment, the power control unit 74 is positioned vertically above the transaxle 92 when mounted in the electric vehicle 10. In addition, the vertically lower portion of the power control unit 74 is positioned to overlap horizontally with the vertically upper portion of the transaxle 92. As a result, the vertical size of the hybrid drive unit 90 is appropriately reduced, and space is created vertically above the hybrid drive unit 90 within the engine compartment 94.

[0064] Furthermore, according to this embodiment, the degree of freedom of the intake pipe 20's path is increased, and intake efficiency can be improved. Also, by positioning the intake pipe 20 lower and reducing the vertical height of the hood forming the engine compartment 94, the design freedom of the electric vehicle 10 can be increased. By housing the AC charger 66 inside the engine compartment 94, the interior space of the electric vehicle 10 can be made wider.

[0065] Next, other embodiments of the present invention will be described. In the following description, parts common to multiple embodiments will be denoted by the same reference numerals and their descriptions will be omitted. [Examples]

[0066] In the previously described Embodiment 1, the case in which the supercharger 18 is located behind the engine 12 was illustrated. In this embodiment, the case in which the supercharger 18 is located in front of the engine 12 is illustrated.

[0067] Figure 9 illustrates an example of the arrangement of the intake pipe 20 and other components within the engine compartment 94, where the supercharger 18 is located in front of the engine 12. Figure 9 is a top view of the electric vehicle 10 from vertically above, similar to Figure 7 in the previously described embodiment 1. In Figure 9, the intake pipe 20 is positioned vertically above the AC charger 66 in its mounted state in the electric vehicle 10. That is, the intake pipe 20 passes above the AC charger 66 mounted on top of the hybrid drive unit 90. In the electric vehicle 10, the air cleaner 36 is positioned on the opposite side of the vehicle width from the engine 12 relative to the AC charger 66. The pre-supercharger intake pipe 20bc is positioned vertically above the AC charger 66 in its mounted state in the electric vehicle 10.

[0068] In this embodiment as well, the same effects as in Embodiment 1 described above can be obtained. For example, according to this embodiment, the AC charger 66 can be placed in the engine compartment 94 together with the engine 12, transaxle 92, and power control unit 74. [Examples]

[0069] In the aforementioned Embodiment 1, an electric vehicle 10, which is a hybrid vehicle equipped with an engine 12, a first electric motor MG1, and a second electric motor MG2, was exemplified as an electric vehicle. In this embodiment, a hybrid vehicle equipped with two electric motors, different from electric vehicle 10, is exemplified as an electric vehicle.

[0070] Figure 10 is a diagram illustrating an example of a schematic configuration of an electric vehicle 200 to which the present invention is applied. In Figure 10, the electric vehicle 200 is a series hybrid vehicle comprising an engine 12, a drive motor MGd which functions as a power source, and power supply motors MGs which are motors connected to the engine 12 in a manner that can transmit power.

[0071] The main difference between the electric vehicle 200 and the electric vehicle 10 of Embodiment 1 described above is that, instead of the transmission unit 46 including the first electric motor MG1, it is equipped with power supply electric motors MGs that generate power using the power of the engine 12 and are not connected to the power transmission path that transmits power to the drive wheels 14. The engine 12 and the power supply electric motors MGs are connected via a drive gear 202 fixed to the input shaft 44 so as not to rotate relative to it, and a driven gear 204 fixed to the rotor shaft of the power supply electric motors MGs so as not to rotate relative to it. The rotor shaft of the power supply electric motors MGs passes through the hollow of the rotor shaft of the drive electric motor MGd so as to rotate relative to it. In other words, the power supply electric motors MGs are arranged coaxially with the drive electric motor MGd.

[0072] Furthermore, the power supply motors MGs of the electric vehicle 200 correspond to the first motor MG1 of the electric vehicle 10. Also, the drive motor MGd of the electric vehicle 200 corresponds to the second motor MG2 of the electric vehicle 10. The electric vehicle 200, like the electric vehicle 10, is further equipped with a high-voltage battery, AC charger, in-vehicle charging cable, charging inlet, auxiliary battery, and power control unit (power control device), which are not shown. The power generated by the power supply motors MGs is supplied to the second motor MG2 by the power control unit or used to charge the high-voltage battery. The electric vehicle 200, like the electric vehicle 10, houses a transaxle (drive unit) 208 (see Figure 11) including the power transmission device 206, power supply motors MGs, and drive motor MGd, and a power control unit, all within the same case 210 as a hybrid drive unit (mechatronic integrated unit).

[0073] Figure 11 illustrates an example of the arrangement of each component of the transaxle 208. In Figure 11, when the transaxle 208 is mounted on the electric vehicle 200, the second axle CL2, the third axle CL3, and the fourth axle CL4 are arranged so that they are parallel to the horizontal direction perpendicular to the forward and backward direction of the electric vehicle 200. Furthermore, when the transaxle 208 is mounted on the electric vehicle 200, the positions of the second axle CL2, the third axle CL3, and the fourth axle CL4 are arranged in the order of drive motor MGd, driven shaft 52, and differential gear 56 from top to bottom in the vertical direction, and in the order of drive motor MGd, differential gear 56, and driven shaft 52 from front to rear in the forward and backward direction. This ensures that the inter-axis distances of the second axis CL2, the third axis CL3, and the fourth axis CL4 are appropriately maintained, while reducing the vertical size of the transaxle 208. As a result, surplus space is created by the arrangement of the drive motor MGd and the power supply motor MGs, creating space above the drive motor MGd in the vertical direction. The power control unit is mounted in this space.

[0074] Although not shown in the diagram, the power control unit of the electric vehicle 200, like the power control unit 74 of the electric vehicle 10, is positioned vertically above the transaxle 208 when mounted on the electric vehicle 200. In addition, the lower vertical portion of the power control unit of the electric vehicle 200 is positioned so that it overlaps with the upper vertical portion of the drive motor MGd when viewed horizontally, particularly in the forward and backward directions. The power control unit is mounted in the space created by the reduction in the vertical size of the transaxle 208, creating space vertically above the hybrid drive unit. As a result, the AC charger is positioned vertically above the hybrid drive unit when mounted on the electric vehicle 200. Also, the intake pipe 20 is positioned vertically above the AC charger when mounted on the electric vehicle 200.

[0075] In this embodiment as well, the same effects as in Embodiment 1 described above can be obtained. For example, according to this embodiment, the AC charger can be placed in the engine compartment together with the engine 12, transaxle 208, and power control unit.

[0076] Although embodiments of the present invention have been described in detail above with reference to the drawings, the present invention is also applicable to other embodiments.

[0077] For example, in the above-described embodiment, the engine 12 was an engine having a supercharger 18, but the present invention is not limited to this embodiment. The present invention can also be applied to an engine other than an engine having a supercharger 18 (an internal combustion engine).

[0078] Furthermore, in the aforementioned Embodiment 1, the transaxle 92, when mounted on the electric vehicle 10, had the positions of the first axle CL1, second axle CL2, third axle CL3, and fourth axle CL4 arranged in the order of first motor MG1, driven shaft 52, differential gear 56, and second motor MG2 from front to rear in the forward and backward direction. However, the embodiment is not limited to this. For example, when mounted on the electric vehicle 10, the transaxle 92 may have the positions of the first axle CL1, second axle CL2, third axle CL3, and fourth axle CL4 arranged in the order of first motor MG1, driven shaft 52, differential gear 56, and second motor MG2 from rear to front in the forward and backward direction.

[0079] Furthermore, in the above-described embodiment 3, the electric vehicle 200 may have a gear that is, for example, coaxial with the input shaft 44, connected to the input shaft 44 via a clutch, and meshes with the reduction gear 58. In the electric vehicle 200, the power of the engine 12 and the power of the power supply electric motors MGs can be transmitted to the drive wheels 14 by engaging the clutch. In this way, if the power of the engine 12 can be transmitted to the drive wheels 14 by a mechanical mechanism, the power supply electric motors MGs are not necessarily required. Also, in the electric vehicle 200, the power supply electric motors MGs may be arranged on a separate shaft from the drive electric motors MGd, as shown in Figure 5.

[0080] It should be noted that the above-described embodiment is merely one possible design, and the present invention can be implemented in various modified and improved forms based on the knowledge of those skilled in the art. [Explanation of symbols]

[0081] 10: Electric vehicle 12: Engine 14: Drive wheels 16: Power transmission system 32: Intake component 34: Resonator (intake component) 36: Air cleaner (intake component) 18: Supercharger 20: Intake pipe 20bc: Pre-supercharger intake pipe (intake pipe upstream of the supercharger) 40: Case 64: High-voltage battery (battery for driving) 66: AC charger (charger) 74: Power control unit (power control device) 90: Hybrid drive unit (mechatronic integrated unit) 92: Transaxle (drive system) 100: External power supply (external power supply) 200: Electric vehicle 206: Power transmission system 208: Transaxle (drive system) 210: Case MG2: Second motor (motor) MGd: Drive motor (motor)

Claims

1. An electric vehicle comprising: an engine; an intake member provided upstream of the intake pipe of the engine; an electric motor; a power transmission device for transmitting power from the electric motor to the drive wheels; a drive battery; a power control device for controlling the power exchanged between the battery and the electric motor; and a charger for charging the battery with power supplied from an external power source, The drive unit, including the electric motor and the power transmission device, and the power control device are housed in the same case as an integrated electromechanical unit and are positioned adjacent to the engine. The charger, when mounted on the electric vehicle, is positioned vertically above the electromechanical unit. The intake pipe is positioned vertically above the mechatronics unit when mounted in the electric vehicle. The electric vehicle is characterized in that the intake pipe is positioned vertically above the charger when mounted on the electric vehicle.

2. The engine in question is an engine equipped with a supercharger. The electric vehicle according to claim 1, characterized in that, of the intake pipes, the intake pipe downstream of the intake member and upstream of the supercharger is positioned vertically above the charger when mounted on the electric vehicle.

3. The electric vehicle according to claim 1 or 2, characterized in that the intake member is positioned on the opposite side of the vehicle width direction of the electric vehicle from the engine relative to the charger.

4. The electric vehicle according to claim 1 or 2, characterized in that the intake member is positioned in front of the charger in the forward and backward direction of the electric vehicle.

5. The electric vehicle according to claim 1 or 2, characterized in that, when mounted on the electric vehicle, the power control device is positioned vertically above the drive unit, and the vertically lower portion of the power control device is positioned so as to overlap horizontally with the vertically upper portion of the drive unit.

6. An electric vehicle comprising: an engine; an intake member provided upstream of the intake pipe of the engine; an electric motor; a power transmission device for transmitting power from the electric motor to the drive wheels; a drive battery; a power control device for controlling the power exchanged between the battery and the electric motor; and a charger for charging the battery with power supplied from an external power source, The drive unit, including the electric motor and the power transmission device, and the power control device are housed in the same case as an integrated electromechanical unit and are positioned adjacent to the engine. The charger, when mounted on the electric vehicle, is positioned vertically above the electromechanical unit. The intake pipe is positioned vertically above the mechatronics unit when mounted in the electric vehicle. The electric vehicle is characterized in that the intake member is positioned on the opposite side of the vehicle width direction from the engine relative to the charger.

7. The engine in question is an engine equipped with a supercharger. The electric vehicle according to claim 6, characterized in that, of the intake pipes, the intake pipe downstream of the intake member and upstream of the supercharger is positioned vertically above the mechatronic unit when mounted on the electric vehicle.

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