Electric vehicles

Abstract

To provide an electric vehicle capable of shortening the path length of the electric wire.SOLUTION: In the electric vehicle, a charger is disposed above a machine-electric integrated unit, and an input-output port for electric power is provided on a power source chamber side of a battery disposed on the power source chamber side vertically downward with respect to a driver's seat. Further, a power control device is provided with a branching portion that branches an electric path from the battery, in which the power control device side of first electric wire connecting the input-output port and the power control device and the power control device side of a second electric wire connecting the power control device and the charger are connected to each other. This enables shortening a path length of an electric wire connecting the charger and the battery as compared with the case where the charger is disposed in a space on a side opposite to the power source chamber with respect to the driver's seat. In addition, the charger and the battery need only be connected substantially by a path length of the second electric wire because the first electrical wire is utilized. Therefore, it is possible to shorten the path length of the electric wire in the electric vehicle.SELECTED DRAWING: Figure 4

Description

Technical Field

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

Background Art

[0002] An electric vehicle including an electric motor functioning as a power source, a power transmission device for transmitting the power from the electric motor to drive wheels, a driving battery, a charger for charging the battery with power supplied from an external power source, and a power control device for controlling the power transmitted between the battery and the electric motor is well known. For example, the plug-in hybrid electric vehicle described in Patent Document 1 is such an electric vehicle. Patent Document 1 discloses a vehicle including an electric motor and a power control device disposed on the front side of the vehicle, a battery disposed at the center of the vehicle, and a charger disposed on the rear side of the vehicle.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, in order to shorten the path length of the electrical wiring connecting the power control device and the battery, the battery disposed at the center of the vehicle is disposed closer to the power control device disposed on the front side of the vehicle, and the power input / output ports of the battery are provided on the front side of the vehicle. In this case, since it is necessary to connect the charger disposed on the rear side of the vehicle and the power input / output ports of the battery, there arises a problem that the path length of the electrical wiring used in the electric vehicle becomes long.

[0005] The present invention has been made in view of the above circumstances, and an object thereof is to provide an electric vehicle capable of shortening the path length of electrical wiring. [Means for solving the problem]

[0006] The gist of the first invention is an electric vehicle comprising: (a) an electric motor that functions as a power source; a power transmission device that transmits power from the electric motor to the drive wheels; a drive battery; a charger that charges the battery with power supplied from an external power source; and a power control device that controls the power exchanged between the battery and the electric motor; (b) 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 electromechanical integrated unit and are located in a power source room adjacent to the driver's cab where the driver's seat is located; and (c) the charger, in its mounted state in the electric vehicle, is the electromechanical integrated (d) The battery is positioned vertically above the body unit, and is located vertically below the driver's seat compartment on the power source compartment side, and has power input / output ports on the power source compartment side, (e) a first electrical wiring that connects the input / output ports of the battery to the power control device, (f) a second electrical wiring that connects the power control device to the charger, and (g) a branching section provided in the power control device that branches the electrical path from the battery, to which the power control device side of the first electrical wiring and the power control device side of the second electrical wiring are connected. [Effects of the Invention]

[0007] According to the first invention described above, a charger is positioned above a mechatronic unit including a drive unit and a power control unit, and a battery positioned on the power source room side, vertically below the driver's cab, has power input and output ports on the power source room side. In addition, the power control unit is provided with a branching section that branches the electrical path from the battery, to which the power control unit side of the first electrical wiring connecting the battery's input / output ports and the power control unit, and the power control unit side of the second electrical wiring connecting the power control unit and the charger are respectively connected. As a result, the length of the electrical wiring connecting the charger and the battery can be shortened compared to the case where the charger is positioned in the space opposite the power source room relative to the driver's cab. Furthermore, since the connection between the charger and the battery utilizes the first electrical wiring, it is only substantially required to match the length of the second electrical wiring. Therefore, the length of the electrical wiring can be shortened in an electric vehicle. [Brief explanation of the drawing]

[0008] [Figure 1] This figure illustrates an example of a schematic configuration of an electric vehicle to which the present invention is applied. [Figure 2] This diagram illustrates an example of an electrical configuration related to motor control, charging control, etc. [Figure 3] This diagram illustrates an example of the general configuration of an integrated electromechanical unit. [Figure 4] This diagram illustrates an example of an electric vehicle equipped with a hybrid drive unit, high-voltage battery, etc., and is a plan view of the electric vehicle from above in the vertical direction. [Figure 5] This diagram illustrates an example of an electric vehicle equipped with a hybrid drive unit, high-voltage battery, etc., and is an external view of the electric vehicle from the left side in the vehicle width direction. [Figure 6] This figure shows a comparative example of an electric vehicle equipped with an AC charger, etc. [Modes for carrying out the invention]

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

[0010] 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.

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

[0012] The first electric motor MG1 and the second electric motor MG2 are 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 electric motor MG1 and the second electric motor MG2 are housed in a non-rotatable case 18, which is a non-rotating member attached to the vehicle body.

[0013] The power transmission device 16 includes a damper 20, an input shaft 22, a transmission unit 24, a compound gear 26, a driven gear 28, a driven shaft 30, a final gear 32, a differential gear 34, a reduction gear 36, etc., within a case 18. The input shaft 22 functions as the input rotating member of the transmission unit 24 and is connected to the crankshaft 12a of the engine 12 via the damper 20, etc. The transmission unit 24 is connected to the input shaft 22. The compound gear 26 is the output rotating body of the transmission unit 24. A drive gear 26a is formed on a part of the outer surface of the compound gear 26. The drive gear 26a is the output rotating member of the transmission unit 24. The driven gear 28 meshes with the drive gear 26a. The driven shaft 30 fixes the driven gear 28 and the final gear 32 so that they cannot rotate relative to each other. The final gear 32 has a smaller diameter than the driven gear 28 and meshes with the differential ring gear 34a of the differential gear 34. The reduction gear 36 has a smaller diameter than the driven gear 28 and meshes with the driven gear 28. The rotor shaft of the second electric motor MG2 is connected to the reduction gear 36, and the second electric motor MG2 is connected in a way that allows power transmission. The power transmission device 16 also includes a pair of drive shafts 38 connected to the differential gear 34, etc.

[0014] 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 28 via the transmission unit 24. The power transmission device 16 also transmits power output from the second electric motor MG2 to the driven gear 28 via the reduction gear 36. The power transmission device 16 then transmits the power transmitted to the driven gear 28 to the drive wheels 14 sequentially via the driven shaft 30, final gear 32, differential gear 34, drive shaft 38, etc.

[0015] The transmission unit 24 comprises a first electric motor MG1 and a differential mechanism 40. The differential mechanism 40 is a known single-pinion type planetary gear system comprising 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 in a power-transmitting manner. The carrier CA is connected to the input shaft 22, and the engine 12 is connected to it in a power-transmitting manner via the input shaft 22, etc. The ring gear R is formed on a part of the inner circumferential surface of the composite gear 26 and is integrally connected to the drive gear 26a.

[0016] The differential mechanism 40 functions as a differential mechanism that produces a differential action, 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 40 in a manner that enables power transmission. The differential mechanism 40 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 26a. The transmission unit 24 is a known electric transmission mechanism in which the differential state of the differential mechanism 40 is controlled by controlling the operating state of the first electric motor MG1.

[0017] The power transmission device 16 has a first axis CL1, a second axis CL2, a third axis CL3, and a fourth axis CL4. These four axes CL1, CL2, CL3, and CL4 are parallel to each other. The first axis CL1 is the axis of the input shaft 22 and the rotor shaft of the first electric motor MG1. That is, the first axis CL1 is the rotation axis of the first electric motor MG1. The transmission unit 24 and the first electric motor MG1 are arranged around the first axis CL1. The second axis CL2 is the axis of the driven shaft 30. The driven gear 28 and the final gear 32 are arranged around the second axis CL2. That is, the second axis CL2 is the rotation axis of the driven gear 28, the driven shaft 30, and the final gear 32. The third axis CL3 is the axis of the rotor shaft of the second electric motor MG2. That is, the third axis CL3 is the rotation axis of the second electric motor MG2. The second electric motor MG2 and the reduction gear 36 are arranged around the third axis CL3. The fourth axis CL4 is the axis of the drive shaft 38 and the axis of the differential gear 34. That is, the fourth axis CL4 is the rotation axis of the differential gear 34. The differential gear 34 is arranged around the fourth axis CL4.

[0018] FIG. 2 is a diagram for explaining an example of an electrical configuration related to motor control, charging control, etc. In FIG. 2, the electric vehicle 10 further includes a high-voltage battery 50, an accessory battery 52, and a power control unit 54 (see "PCU" in the figure).

[0019] The high-voltage battery 50 is a rechargeable DC power source, such as a secondary battery like a nickel-metal hydride secondary battery or a lithium-ion battery. The high-voltage battery 50 is connected to the power control unit 54. The stored power in the high-voltage battery 50 is supplied to, for example, the second electric motor MG2 via the power control unit 54. Also, the power generated by the power generation control of the first electric motor MG1 and the power generated by the regenerative control of the second electric motor MG2 are supplied to the high-voltage battery 50 via the power control unit 54. The high-voltage battery 50 is a driving battery.

[0020] The power control unit 54 includes a DC-DC converter 56, a motor control device 58, a boost converter 60, an inverter 62, and the like. The power control unit 54 is a power control device that controls the power transmitted and received between the high-voltage battery 50 and the first motor MG1 and the second motor MG2, respectively.

[0021] The DC-DC converter 56 is connected to the high-voltage battery 50. The DC-DC converter 56 functions as a charging device that steps down the voltage of the high-voltage battery 50 to a voltage equivalent to that of the auxiliary battery 52 to charge the auxiliary battery 52. Electric power stepped down by the DC-DC converter 56 is supplied to vehicle accessories (not shown), the motor control device 58, an electronic control device 68 described later, an engine control device 70, and the like. The vehicle accessories are accessories such as lamps and audio equipment provided in the electric vehicle 10. The electronic control device 68 and the engine control device 70 are control devices separate from the power control unit 54, particularly the motor control device 58. The auxiliary battery 52 is a low-voltage battery that supplies power for operating accessories, the electronic control device 68, and the like. Thus, the DC-DC converter 56 is a voltage converter that steps down DC power from the high-voltage battery 50 and supplies it to the auxiliary battery 52, the electronic control device 68, and the like.

[0022] The boost converter 60 includes a reactor (not shown), switching elements, and the like. The boost converter 60 is a buck-boost circuit having a function of boosting the voltage of the high-voltage battery 50 and supplying it to the inverter 62, and a function of stepping down the voltage converted to DC by the inverter 62 and supplying it to the high-voltage battery 50.

[0023] The inverter 62 includes an MG1 power module 64, an MG2 power module 66, and the like. The MG1 power module 64 and the MG2 power module 66 each include switching elements (not shown). The inverter 62 converts the DC current from the boost converter 60 into AC current to drive the first motor MG1 and the second motor MG2. The inverter 62 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 62 supplies the AC current generated by the first motor MG1 as power to drive the second motor MG2, according to the driving conditions.

[0024] The electric vehicle 10 is further equipped with an electronic control unit 68, an engine control unit 70, a communication line 72, and the like.

[0025] The electronic control unit 68 transmits and receives signals via the communication line 72 to the DC-DC converter 56, the motor control unit 58, the engine control unit 70, and the like. The electronic control unit 68 performs various controls on the electric vehicle 10 based on signals from, for example, sensors (not shown). The communication line 72 is, for example, a well-known CAN (Controller Area Network) communication line.

[0026] The motor control device 58 controls the boost converter 60 and inverter 62 based on commands from the electronic control device 68, thereby controlling the first motor MG1 and the second motor MG2. For example, the motor control device 58 converts the DC current from the high-voltage battery 50 into AC current used by the first motor MG1 and the second motor MG2, respectively. The motor control device 58 drives the first motor MG1 to ensure the amount of power generated necessary for supplying power to the second motor MG2 and charging the high-voltage battery 50. The motor control device 58 drives the second motor MG2 based on the output requirement value corresponding to the driver's requested torque. The motor control device 58 makes the second motor MG2 function as a generator according to the amount of regenerative braking required.

[0027] The engine control device 70 controls the engine 12 based on commands from the electronic control device 68. For example, the engine control device 70 drives the electronic throttle valve, ignition system, fuel injection system, etc., to control the output of the engine 12.

[0028] The electric vehicle 10 is further equipped with an AC charger 74, an in-vehicle charging cable 76, an AC inlet 78, and the like.

[0029] The AC charger 74 is connected to the high-voltage battery 50. The AC charger 74 is connected to the AC inlet 78 via the in-vehicle charging cable 76. The AC inlet 78 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 supply 100, which is an external power source for the electric vehicle 10. The AC inlet 78 is a terminal that connects to the charging connector 104 and inputs power supplied from the external power supply 100. The AC inlet 78 is a charging port that connects to the external power supply 100.

[0030] The AC charger 74 converts current between alternating current and direct current. The AC charger 74 is a charger that charges the high-voltage battery 50 using power supplied from an external power source 100. The AC charger 74 converts the alternating current supplied from the external power source 100 into direct current and also boosts the voltage of the external power source 100 to the same voltage as the high-voltage battery 50 to charge the high-voltage battery 50. When the charging connector 104 is connected to the AC inlet 78, power from the external power source 100 is supplied to the high-voltage battery 50 via the AC charger 74, etc. The electric vehicle 10 is a so-called plug-in hybrid vehicle that can charge the high-voltage battery 50 using power from an external power source 100.

[0031] The electric vehicle 10 is further equipped with a water heater 80 (see "Water Heating" in the diagram), an electric compressor 82 (see "A / C" in the diagram), an electrically heated catalyst 84 (see "EHC" in the diagram), and the like.

[0032] The water heater 80 is connected to the high-voltage battery 50. The water heater 80 is a heater that heats the fluid used as a heat source for heating the driver's cab 98, which will be described later. The electric compressor 82 is connected to the high-voltage battery 50. The electric compressor 82 is a compressor used in the air conditioning system provided in the electric vehicle 10. The electrically heated catalyst 84 is installed in the exhaust passage 12b of the engine 12. The electrically heated catalyst 84 includes a catalyst 84a and an electric heater 84b. The catalyst 84a is a known three-way catalyst that purifies, for example, hydrocarbons (HC), carbon monoxide (CO), nitrogen oxides (NOx), etc., in the exhaust. The electric heater 84b is connected to the AC charger 74. The electric heater 84b is a heater that warms up the catalyst 84a and activates the catalyst 84a.

[0033] Figure 3 is a diagram illustrating an example of the schematic configuration of the hybrid drive unit 90. Figure 3 is a side view of the electric vehicle 10 from the left side. In Figure 3, the transaxle 92 and the power control unit 54 are housed in the same case 18 as the hybrid drive unit 90. The hybrid drive unit 90 is a unit in which the transaxle 92 and the power control unit 54 are integrated, i.e., a mechatronic unit. The transaxle 92 is a drive unit including power transmission devices 16 (26a, 28, 32, 34a, 36, etc.), a first electric motor MG1, and a second electric motor MG2. The engine 12 is located adjacent to the hybrid drive unit 90 (see Figure 4). Note that the vertical direction, forward / reverse direction, and vehicle width direction (see Figure 4) indicate the direction in the mounted state of the electric vehicle 10. The vehicle width direction is the axial direction of the first axis CL1, the second axis CL2, the third axis CL3, and the fourth axis CL4.

[0034] Case 18 comprises, for example, a main body 18a and a cover plate 18b. The main body 18a 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 18b is a plate-shaped member that closes the opening of the main body 18a. The main body 18a has a partition wall (not shown) inside, 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.

[0035] The transaxle 92 is housed in the vertically lower space A of the main body 18a when mounted on the electric vehicle 10. The power control unit 54 is housed in the vertically upper space B of the main body 18a when mounted on the electric vehicle 10. The vertically 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 vertically 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.

[0036] Referring to Figure 3, in the mounted state on the electric vehicle 10, the transaxle 92 is arranged such that the first axle CL1, second axle CL2, third axle CL3, and fourth axle CL4 are each parallel to the horizontal direction perpendicular to the forward and backward direction of the electric vehicle 10. Furthermore, in the mounted state on the electric vehicle 10, the positions of the first axle CL1, second axle CL2, third axle CL3, and fourth axle CL4 are arranged in the order of second motor MG2, driven shaft 30, first motor MG1, and differential gear 34 from top to bottom in the vertical direction, and in the order of first motor MG1, driven shaft 30, differential gear 34, and second motor MG2 from front to rear in the forward and backward direction. As a result, the inter-axis distances of the first axis CL1, second axis CL2, third axis CL3, and fourth axis CL4 are appropriately secured, while the vertical size of the transaxle 92 is reduced. Therefore, 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. The power control unit 54 is mounted in this space B (B1 + B2).

[0037] In its mounted state on the electric vehicle 10, the power control unit 54 is positioned vertically above the transaxle 92. In addition, the lower vertical portion of the power control unit 54 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, in its mounted state on the electric vehicle 10, the lower vertical portion of the power control unit 54 is positioned vertically above the first electric motor MG1.

[0038] The power control unit 54 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. The AC charger 74 is located in the space created vertically above the hybrid drive unit 90 when mounted in the electric vehicle 10. In other words, the AC charger 74 is located vertically above the hybrid drive unit 90 when mounted in the electric vehicle 10.

[0039] Figures 4 and 5 illustrate an example of an electric vehicle 10 equipped with a hybrid drive unit 90, a high-voltage battery 50, etc. In particular, Figure 4 illustrates an example of electrical wiring around the power control unit 54 and the high-voltage battery 50. Figure 4 is a top view of the electric vehicle 10 from above in the vertical direction. Figure 5 is an external view of the electric vehicle 10 from the left side in the vehicle width direction. Note that in Figure 4, for convenience in explaining the electrical wiring, the power control unit 54 is shown next to the transaxle 92, and the AC charger 74 is shown next to the power control unit 54.

[0040] In Figures 4 and 5, the hybrid drive unit 90 is located in the front compartment 94. The front compartment 94 is a power source room that houses the power source. Since the electric vehicle 10 is equipped with an engine 12 as a power source, the front compartment 94 is synonymous with the engine compartment. The front compartment 94 is located adjacent to the driver's seat 98 where the driver's seat 96 is located. The front compartment 94 is located in front of the driver's seat 98 in the forward and backward direction of the electric vehicle 10. In Figure 4, "ENG" refers to the engine 12, and "T / A" refers to the transaxle 92.

[0041] The high-voltage battery 50 is located on the front compartment 94 side, vertically below the driver's seat 98. Furthermore, the high-voltage battery 50 has power input / output ports 50a on the front compartment 94 side. This allows for a shorter route length of the electrical wiring connecting the power control unit 54 and the high-voltage battery 50.

[0042] In contrast, in the comparative example shown in Figure 6, the AC charger 74 is located in a rear compartment 99, which is situated behind the driver's cab 98 in the forward / reverse direction of the electric vehicle 10. The rear compartment 99 is the space opposite the front compartment 94 to the driver's cab 98, and is, for example, the cargo area of ​​the electric vehicle 10. Therefore, the length of the electrical wiring connecting the AC charger 74 and the high-voltage battery 50 is increased. Also, if the AC charger 74 needs to be cooled by water, water piping to the rear compartment 99 is required. In contrast, in this embodiment, the AC charger 74 is located vertically above the hybrid drive unit 90 and is situated within the front compartment 94. Consequently, the length of the electrical wiring connecting the AC charger 74 and the high-voltage battery 50 is shorter compared to the comparative example in Figure 6.

[0043] The electric vehicle 10 is equipped with a first electrical wiring EW1 that connects the input / output port 50a of the high-voltage battery 50 to the power control unit 54. The electric vehicle 10 is also equipped with a second electrical wiring EW2 that connects the power control unit 54 to the AC charger 74. The first electrical wiring EW1 and the second electrical wiring EW2 are connected in the power control unit 54. In other words, a branching section 86 that branches off the electrical path from the high-voltage battery 50 is provided in the power control unit 54 (see Figure 2). The branching section 86 connects the power control unit 54 side of the first electrical wiring EW1 and the power control unit 54 side of the second electrical wiring EW2, respectively. This connects the AC charger 74 to the high-voltage battery 50.

[0044] The electric vehicle 10 is equipped with a third electrical wiring EW3 that connects the electric heater 84b of the electrically heated catalyst 84 to the AC charger 74. As a result, the electric heater 84b is supplied with alternating current converted from the direct current of the high-voltage battery 50 by the AC charger 74.

[0045] The auxiliary battery 52, electronic control unit 68, engine control unit 70, and water heater 80 are located in the front compartment 94. The DC-DC converter 56 is connected to the high-voltage battery 50 at the branching section 86 (see Figure 2). The water heater 80 is connected directly to the high-voltage battery 50 without going through the branching section 86, and power is supplied directly from the high-voltage battery 50.

[0046] The electric compressor 82 is located in the front compartment 94. The electric compressor 82 is connected to the high-voltage battery 50 at the branching section 86 (see Figure 2).

[0047] The electric vehicle 10 is equipped with an AC inlet 78 on the outer panel 10a that forms the front compartment 94. This allows the length of the in-vehicle charging cable 76 to be shortened.

[0048] As described above, in this embodiment, the AC charger 74 is positioned above the hybrid drive unit 90. The high-voltage battery 50, which is positioned on the front compartment 94 side vertically below the driver's seat 98, has an input / output port 50a on the front compartment 94 side. In addition, a branching section 86 is provided in the power control unit 54 to which the power control unit 54 side of the first electrical wiring EW1 and the power control unit 54 side of the second electrical wiring EW2 are connected. This makes it possible to shorten the route length of the electrical wiring connecting the AC charger 74 and the high-voltage battery 50 compared to the case where the AC charger 74 is positioned in the rear compartment 99. Furthermore, since the connection between the AC charger 74 and the high-voltage battery 50 utilizes the first electrical wiring EW1, it is effectively only the route length of the second electrical wiring EW2 that is required. Thus, the route length of the electrical wiring can be shortened in the electric vehicle 10.

[0049] By shortening the length of the electrical wiring, costs and weight can be reduced. Furthermore, if the AC charger 74 needs to be cooled by water, the length of the water piping can be shortened, or the water cooling system of a device already cooled by water (e.g., the power control unit 54) can be reused. Additionally, a reduction in the size of the rear compartment 99 can be avoided.

[0050] Furthermore, this embodiment includes a third electrical wiring EW3 that connects the electric heater 84b of the electrically heated catalyst 84 to the AC charger 74. This enables power supply to the electric heater 84b. Also, since the engine 12 is located adjacent to the hybrid drive unit 90, it is easier to secure space for routing the third electrical wiring EW3.

[0051] Furthermore, according to this embodiment, the auxiliary battery 52, the electronic control unit 68, the engine control unit 70, and the water heater 80 are located in the front compartment 94. The auxiliary battery 52, the electronic control unit 68, and the engine control unit 70 are powered by a DC-DC converter 56 connected to the high-voltage battery 50 at a branching section 86. The water heater 80 is powered directly from the high-voltage battery 50 without going through the branching section 86. As a result, if the water heater 80 is not installed in a hybrid vehicle that does not employ plug-in charging, it is only necessary to omit the AC charger 74, the water heater 80, and the electrical wiring connecting the water heater 80 and the high-voltage battery 50. Therefore, units can be standardized and production lines can be standardized between hybrid vehicles that do not employ plug-in charging and plug-in hybrid vehicles. Plug-in charging is the charging of the high-voltage battery 50 by the AC charger 74, that is, charging of the high-voltage battery 50 by the AC charger 74.

[0052] Furthermore, according to this embodiment, the power control unit 54 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 54 is positioned so as 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 front compartment 94. In the electric vehicle 10, the miniaturization of the hybrid drive unit 90 greatly increases the flexibility of the placement of the AC charger 74 and other components.

[0053] Furthermore, according to this embodiment, the front compartment 94 is located in front of the driver's seat 98 in the forward and backward direction of the electric vehicle 10. This makes it possible to appropriately avoid narrowing the rear compartment 99.

[0054] 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.

[0055] For example, in the above-described embodiment, when the transaxle 92 is mounted on the electric vehicle 10, the positions of the first axle CL1, second axle CL2, third axle CL3, and fourth axle CL4 are arranged in the order of first motor MG1, driven shaft 30, differential gear 34, and second motor MG2 from front to rear in the forward and backward direction, but the embodiment is not limited to this. For example, when the transaxle 92 is mounted on the electric vehicle 10, the positions of the first axle CL1, second axle CL2, third axle CL3, and fourth axle CL4 are arranged in the order of first motor MG1, driven shaft 30, differential gear 34, and second motor MG2 from rear to front in the forward and backward direction.

[0056] Furthermore, in the above-described embodiment, the water heater 80 was powered directly from the high-voltage battery 50, but the invention is not limited to this embodiment. For example, the water heater 80 may be powered via the AC charger 74. Even in this case, if the water heater 80 is not installed in a hybrid vehicle that does not employ plug-in charging, then in addition to not installing the AC charger 74, it is only necessary to not install the water heater 80 and the electrical wiring connecting the water heater 80 and the AC charger 74. Thus, it is possible to standardize units and production lines between hybrid vehicles that do not employ plug-in charging and plug-in hybrid vehicles.

[0057] Furthermore, in the above-described embodiment, the front compartment 94 was exemplified as the power source room for housing the power source, but the embodiment is not limited to this. For example, the power source room for housing the power source may be the rear compartment 99. In this case, the hybrid drive unit 90, AC charger 74, AC inlet 78, etc., are arranged in the rear compartment 99. The high-voltage battery 50 is located on the rear compartment 99 side, vertically below the driver's seat 98, and an input / output port 50a is provided on the rear compartment 99 side.

[0058] Furthermore, in the above-described embodiment, the electric vehicle may be an electric vehicle equipped with an electric motor for driving, but without an engine. In this case, for example, at the arrangement position of each component of the transaxle 92 shown in Figure 3, the first electric motor MG1 is removed, and the second electric motor MG2 functions as the electric motor of the electric vehicle. In short, the present invention can be applied to any vehicle that can be plug-in charged. Alternatively, the electric vehicle may be a series hybrid vehicle equipped with an engine, an electric motor for driving that functions as a power source, and an electric motor for supplying power that is connected to the engine in a manner that can transmit power and generates electricity from the engine's power. In such a series hybrid vehicle, the power transmission path between the engine and the drive wheels may be interrupted or connected by the operation of a clutch. Alternatively, the electric vehicle may be a parallel hybrid vehicle equipped with an engine, a power transmission device that transmits power from the engine to the drive wheels, and an electric motor to which power is transmitted to the drive wheels via the power transmission device.

[0059] It should be noted that the above-described embodiment is merely one example, 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]

[0060] 10: Electric vehicle (plug-in hybrid vehicle) 12: Engine 12b: Exhaust passage 14: Drive wheels 16: Power transmission device 18: Case 50: High-voltage battery (battery for driving) 50a: Input / output port 52: Auxiliary battery 54: Power control unit (power control device) 56: DC-DC converter (voltage converter) 68: Electronic control device (another control device) 70: Engine control device (another control device) 74: AC charger (charger) 80: Water heater 84: Electrically heated catalyst 84a: Catalyst 84b: Electric heater 86: Branch section 90: Hybrid drive unit (mechatronic integrated unit) 92: Transaxle (drive device) 94: Front compartment (power source compartment) 96: Driver's seat 98: Driver's compartment 100: External power supply (external power supply) EW1: First electrical wiring EW2: Second electrical wiring EW3: Third electrical wiring MG2: 2nd electric motor (electric motor)

Claims

1. An electric vehicle comprising: an electric motor that functions as a power source; a power transmission device that transmits power from the electric motor to the drive wheels; a drive battery; a charger that charges the battery with power supplied from an external power source; and a power control device that controls the power exchanged between the battery and the electric motor, 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 located in a power source room adjacent to the driver's cab where the driver's seat is located. The charger, when mounted on the electric vehicle, is positioned vertically above the electromechanical unit. The battery is located on the power source compartment side, vertically below the driver's seat compartment, and power input / output ports are provided on the power source compartment side. A first electrical wiring that connects the input / output port of the battery to the power control device, A second electrical wiring that connects the power control device and the charger, The power control device is provided with a branching section that branches the electrical path from the battery, to which the power control device side of the first electrical wiring and the power control device side of the second electrical wiring are respectively connected. An electric vehicle characterized by having an additional feature.

2. The electric vehicle is a plug-in hybrid vehicle equipped with an engine located adjacent to the electromechanical unit, An electrically heated catalyst, including a catalyst and an electric heater, is provided in the exhaust passage of the aforementioned engine. A third electrical wiring that connects the electric heater and the charger, The electric vehicle according to claim 1, further comprising the following:

3. The power control device includes a voltage converter that steps down the power from the battery, The power source room is equipped with a control device separate from the auxiliary battery and the power control device, which is supplied with power stepped down by the voltage converter, and a water heater for heating a fluid that serves as a heat source for heating the driver's cabin. The electric vehicle according to claim 2, characterized in that the water heater is powered either directly from the drive battery or via the charger.

4. The electric vehicle according to any one of claims 1 to 3, characterized in that the power control device is positioned vertically above the drive unit when mounted on 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.

5. The electric vehicle according to claim 4, characterized in that the power source room is provided in front of the driver's cab in the forward and backward direction of the electric vehicle.

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