Electric vehicles

Abstract

To provide an electric vehicle that allows an engine having a supercharger, a drive device, and a power control device to be arranged in an engine compartment.SOLUTION: A drive device including a motor and a transmission device, and a power control device are housed as a mechano-electric unit in the same case, with the mechano-electric unit disposed at a position adjacent to the engine. With this configuration, a space is generated vertically above the mechano-electric unit in the engine compartment. Further, an air-cleaner is disposed on a side opposite to the engine against the mechano-electric unit in a vehicle width direction of the electric vehicle. In addition, an air intake pipe in downstream of the air-cleaner and upstream of the supercharger is disposed vertically above the mechano-electric unit and straddling the mechano-electric unit in the vehicle width direction. Therefore, it is possible to dispose the engine having the supercharger, the drive device and the power control device in the engine compartment.SELECTED DRAWING: Figure 6

Description

Technical Field

[0001] The present invention relates to an electric vehicle equipped with an engine having a supercharger.

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 a vehicle. Patent Document 1 discloses arranging an engine, a drive device including an electric motor and a power transmission device, and a power control device 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 an engine having a supercharger is also well known. Since the supercharger needs to be connected to the exhaust system of the engine, the position where it is arranged is restricted. On the other hand, the intake pipe of the engine is also connected to the supercharger. Then, when arranging an engine having a supercharger, a drive device, and a power control device in an engine compartment, there is a risk that the intake pipe may interfere with the drive device and the power control device. Therefore, there is a risk that the intake pipe 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 an engine with a supercharger, a drive unit, and a power control unit can be arranged in the engine compartment. [Means for solving the problem]

[0006] The gist of the first invention is an electric vehicle comprising: (a) an engine having a supercharger; an air cleaner 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; and a power control device for controlling the power exchanged between the battery and the electric motor, 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 air cleaner, when mounted on the electric vehicle, is positioned on the opposite side of the electric vehicle from the engine in the vehicle width direction relative to the integrated electromechanical unit; and (d) the intake pipe, downstream of the air cleaner and upstream of the supercharger, is positioned vertically above the integrated electromechanical unit in the vehicle width direction when mounted on the electric vehicle.

[0007] Furthermore, the second invention is that, in the electric vehicle described in the first invention, the air cleaner is positioned forward of the mechatronics unit with respect to the width of the electric vehicle in the forward and backward direction.

[0008] Furthermore, the third invention is that, in the electric vehicle described in the second invention, the electric vehicle is equipped with a control device separate from the power control device, and the separate control device is positioned behind the air cleaner in the forward and backward direction when mounted on the electric vehicle.

[0009] Furthermore, the fourth invention is an electric vehicle described in any one of the first to third inventions, wherein the electric vehicle is equipped with a resonator located upstream of the air cleaner, and the resonator, when mounted on the electric vehicle, is positioned in front of the electric vehicle in the forward and backward direction relative to the electromechanical unit.

[0010] Furthermore, the fifth invention is an electric vehicle described in any one of the first to fourth inventions, wherein 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. [Effects of the Invention]

[0011] 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 a mechatronic integrated unit and are positioned adjacent to the engine. This creates space vertically above the mechatronic integrated unit within the engine compartment. The air cleaner, when mounted in an electric vehicle, is positioned on the opposite side of the engine in the vehicle width direction from the mechatronic integrated unit. In addition, the intake pipe downstream of the air cleaner and upstream of the supercharger is positioned vertically above the mechatronic integrated unit in the vehicle width direction and straddles the mechatronic integrated unit in the vehicle width direction when mounted in an electric vehicle. In other words, the intake pipe upstream of the supercharger can be positioned in the space vertically above the mechatronic integrated unit within the engine compartment. Thus, an engine with a supercharger, a drive unit, and a power control device can be positioned within the engine compartment.

[0012] As a secondary effect of the first invention, the intake manifold can be connected to the supercharger in a nearly straight line, thereby reducing pressure loss in the intake manifold. Furthermore, in the event of a side collision of an electric vehicle, the air cleaner deforms first, protecting the electromechanical unit from the collision load.

[0013] Furthermore, according to the second invention, the air cleaner is positioned forward of the electric vehicle's front-to-back width relative to the mechatronic unit. This ensures that, when the supercharger is located behind the engine, the intake pipe upstream of the supercharger is made longer, thereby ensuring a nearly straight connection between the intake pipe and the supercharger.

[0014] Furthermore, according to the third invention, the control device separate from the power control device is positioned behind the air cleaner in the forward and backward direction when mounted on an electric vehicle. This allows the air cleaner to deform first during a frontal collision of the electric vehicle, thereby protecting the other control device from the collision load. In addition, since the other control device is positioned on the opposite side of the engine in the vehicle width direction from the mechatronic unit, heat transfer from the engine to the other control device can be suppressed.

[0015] Furthermore, according to the fourth invention, when mounted on an electric vehicle, the resonator is positioned in front of the mechatronics unit in the forward and backward direction of the electric vehicle. This allows the resonator to deform first during a frontal collision of the electric vehicle, thereby protecting the mechatronics unit from the collision load.

[0016] Furthermore, according to the fifth invention, the power control device is positioned vertically above the drive unit when mounted in an electric vehicle. In addition, the vertically lower portion of the power control device is positioned to overlap horizontally with the vertically upper portion of the drive unit. This appropriately reduces the vertical size of the integrated electromechanical unit and creates vertical space above the integrated electromechanical unit within the engine compartment. [Brief explanation of the drawing]

[0017] [Figure 1] This is a diagram for explaining an example of the schematic configuration of an electric vehicle to which the present invention is applied. [Figure 2] This is a diagram for explaining the schematic configuration of an engine. [Figure 3] This is a diagram for explaining an example of the electrical configuration related to the control of an electric motor, an engine, etc. [Figure 4] This is a diagram for explaining an example of the schematic configuration of an electromechanical unit. [Figure 5] This is a diagram for explaining an example of the arrangement positions of the respective constituent members of a drive device. [Figure 6] This is a diagram for explaining an example of the arrangement of an intake pipe, etc. in an engine compartment, and is a side view from the left side of the electric vehicle. [Figure 7] This is a diagram for explaining an example of the arrangement of an intake pipe, etc. in an engine compartment, and is a top view from above the electric vehicle. [Figure 8] This is a diagram for explaining an example of a state in which an electromechanical unit, an intake pipe, etc. are mounted on an electric vehicle. [Figure 9] This is a diagram for explaining an example of the arrangement of an intake pipe, etc. in an engine compartment, in the case where a supercharger is arranged in front of the engine. [Figure 10] This is a diagram for explaining an example of the schematic configuration of an electric vehicle to which the present invention is applied, and is another embodiment different from the electric vehicle in FIG. 1. [Figure 11] This is a diagram for explaining an example of the arrangement positions of the respective constituent members of a drive device in the electric vehicle of FIG. 10.

Embodiments for Carrying Out the Invention

[0018] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

Examples

[0019] 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.

[0020] 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."

[0021] 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.

[0022] 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.

[0023] 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.

[0024] 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.

[0025] 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.

[0026] 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.

[0027] 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.

[0028] 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.

[0029] 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.

[0030] Figure 3 illustrates an example of the electrical configuration related to the control of the first electric motor MG1, the second electric motor MG2, and the engine 12. In Figure 3, the electric vehicle 10 is further equipped with a high-voltage battery 64, an electronic control device 66, an engine control device 68, a communication line 70, an auxiliary battery 72, and a power control unit 74.

[0031] 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. The stored power from the high-voltage battery 64 is supplied to, for example, the second motor MG2 via the power control unit 74. In addition, the high-voltage battery 64 is supplied with 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. The high-voltage battery 64 is a battery for driving the vehicle.

[0032] 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.

[0033] 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 electronic control unit 66, the engine control unit 68, the electric motor control unit 82, and the like.

[0034] 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.

[0035] 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.

[0036] The electronic control unit 66 transmits and receives signals to and from the engine control unit 68, the DC-DC converter 76, the motor control unit 82, etc., via a communication line 70. The communication line 70 is, for example, a known CAN (Controller Area Network) communication line. The electronic control unit 66 controls the output of the electric vehicle 10 based on signals from, for example, sensors (not shown). The electronic control unit 66 also reduces the voltage of the high-voltage battery 64 to the same voltage as the auxiliary battery 72 by, for example, controlling the DC-DC converter 76. The electronic control unit 66 and the engine control unit 68 are each separate control units from the power control unit 74, particularly the motor control unit 82.

[0037] The engine control device 68 controls the engine 12 based on the engine output request value from the electronic control device 66. For example, the engine control device 68 drives the electronic throttle valve 38, the ignition system, the fuel injection system, etc., to control the output of the engine 12.

[0038] The motor control device 82 controls the first motor MG1 and the second motor MG2 based on the output request values ​​from the electronic control device 66. For example, the motor control device 82 drives the boost converter 78 and the inverter 80 and controls the respective outputs of the first motor MG1 and the second motor MG2.

[0039] 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.

[0040] 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, forward / reverse direction, and vehicle width direction (see Figures 6 and 7) in the figures indicate the direction when mounted on the electric vehicle 10.

[0041] 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.

[0042] 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.

[0043] 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).

[0044] 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.

[0045] The reduced vertical size of the transaxle 92 creates space for the power control unit 74, and space is created vertically above the hybrid drive unit 90.

[0046] 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 arranging the intake pipe 20 and other components connected to the supercharger 18 within the engine compartment 94 (see Figure 8).

[0047] 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.

[0048] 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.

[0049] In the electric vehicle 10, the air cleaner 36 is positioned on the opposite side of the engine 12 in the vehicle width direction from the hybrid drive unit 90 when mounted in the electric vehicle 10. The intake pipe 20 passes above the hybrid drive unit 90. Since a supercharger 18 is interposed in the intake pipe 20, the pre-supercharge intake pipe 20bc passes above the hybrid drive unit 90. In other words, the pre-supercharge intake pipe 20bc of the intake pipe 20 is positioned to straddle the hybrid drive unit 90 in the vehicle width direction when mounted in the electric vehicle 10.

[0050] It is desirable to protect the hybrid drive unit 90 from a frontal collision of the electric vehicle 10. In the electric vehicle 10, the intake member 32 protects the hybrid drive unit 90 from collision loads. Therefore, the intake member 32, such as a resonator 34, is positioned in front of the hybrid drive unit 90 in the forward and backward direction of the electric vehicle 10 when mounted in the electric vehicle 10.

[0051] When the engine control device 68 is located within the engine compartment 94, it is desirable to protect the engine control device 68 from a frontal collision of the electric vehicle 10. The air cleaner 36 is positioned forward of the hybrid drive unit 90 in the forward direction. When mounted in the electric vehicle 10, the engine control device 68 is positioned behind the air cleaner 36 in the forward direction.

[0052] Figure 8 illustrates an example of a state in which a hybrid drive unit 90 and other components are installed in an electric vehicle 10. In Figure 8, the hybrid drive unit 90 is housed in the engine compartment 94 together with the turbocharged engine 12. The engine compartment 94 is equivalent to the engine room that houses the engine 12. The intake pipe 20 (pre-supercharged intake pipe 20bc) of the engine 12 is positioned vertically above the hybrid drive unit 90. The engine compartment 94 also houses components such as the intake member 32 (air cleaner 36) and the water pump 96. A high-voltage battery 64 is located below the interior space of the electric vehicle 10.

[0053] 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 air cleaner 36 is positioned on the opposite side of the engine 12 in the vehicle width direction from the hybrid drive unit 90 when mounted in the electric vehicle 10. In addition, the pre-supercharging intake pipe 20bc is positioned vertically above the hybrid drive unit 90 when mounted in the electric vehicle 10, and is positioned so as to straddle the hybrid drive unit 90 in the vehicle width direction. In other words, the pre-supercharging intake pipe 20bc can be positioned in the space vertically above the hybrid drive unit 90 within the engine compartment 94. Thus, the engine 12 with supercharger 18, the transaxle 92, and the power control unit 74 can be positioned within the engine compartment 94.

[0054] As a secondary effect, the pre-supercharging intake pipe 20bc can be connected almost straight to the supercharger 18, thereby reducing the pressure loss in the intake pipe 20. In addition, in the event of a side collision of the electric vehicle 10, the air cleaner 36 deforms first, thereby protecting the hybrid drive unit 90 from the collision load.

[0055] Furthermore, according to this embodiment, the air cleaner 36 is positioned forward relative to the width of the hybrid drive unit 90 in the forward and backward direction. This allows the pre-supercharger intake pipe 20bc to be reliably connected to the supercharger 18 in a nearly straight line by lengthening the pre-supercharger intake pipe 20bc when the supercharger 18 is located behind the engine 12.

[0056] Furthermore, according to this embodiment, the engine control device 68 is positioned behind the air cleaner 36 in the forward and backward direction when mounted on the electric vehicle 10. This allows the air cleaner 36 to deform first during a frontal collision of the electric vehicle 10, thereby protecting the engine control device 68 from the collision load. In addition, since the engine control device 68 is positioned on the opposite side of the engine 12 in the vehicle width direction from the hybrid drive unit 90, heat transfer from the engine 12 to the engine control device 68 can be suppressed.

[0057] Furthermore, according to this embodiment, the resonator 34 is positioned in front of the hybrid drive unit 90 in the forward and backward direction of the electric vehicle 10 when mounted on the electric vehicle 10. This allows the resonator 34 to deform first during a frontal collision of the electric vehicle 10, thereby protecting the hybrid drive unit 90 from the collision load.

[0058] 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.

[0059] Furthermore, according to this embodiment, the degree of freedom of the intake pipe 20's path is increased, and intake efficiency can be improved. In addition, by positioning the intake pipe 20 lower, the vertical height of the hood forming the engine compartment 94 can be reduced, thereby increasing the design freedom of the electric vehicle 10.

[0060] 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]

[0061] 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.

[0062] 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 air cleaner 36 is located on the opposite side of the engine 12 in the vehicle width direction from the hybrid drive unit 90 when mounted in the electric vehicle 10. The pre-supercharger intake pipe 20bc of the intake pipe 20 is located vertically above the hybrid drive unit 90 when mounted in the electric vehicle 10, and is positioned to straddle the hybrid drive unit 90 in the vehicle width direction.

[0063] Furthermore, the air cleaner 36 is positioned forward of the hybrid drive unit 90 in the forward and backward direction. The engine control device 68, when mounted in the electric vehicle 10, is positioned behind the air cleaner 36 in the forward and backward direction.

[0064] In this embodiment as well, the same effects as in Embodiment 1 described above can be obtained. For example, according to this embodiment, the engine 12 with a supercharger 18, the transaxle 92, and the power control unit 74 can be arranged in the engine compartment 94. [Examples]

[0065] 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.

[0066] Figure 10 is a diagram illustrating an example of the schematic configuration of an electric vehicle 100 to which the present invention is applied. In Figure 10, the electric vehicle 100 is a series hybrid vehicle comprising an engine 12 with a supercharger 18, 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.

[0067] The main difference between the electric vehicle 100 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 102 fixed to the input shaft 44 so as not to rotate relative to it, and a driven gear 104 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.

[0068] Furthermore, the power supply motors MGs of the electric vehicle 100 correspond to the first motor MG1 of the electric vehicle 10. Also, the drive motor MGd of the electric vehicle 100 corresponds to the second motor MG2 of the electric vehicle 10. The electric vehicle 100, like the electric vehicle 10, is further equipped with a high-voltage battery, an auxiliary battery, and a 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 100, like the electric vehicle 10, houses a transaxle (drive unit) 108 (see Figure 11) including the power transmission device 106, the power supply motors MGs, and the drive motor MGd, and the power control unit, all as a hybrid drive unit (mechatronic integrated unit) within the same case 110.

[0069] Figure 11 illustrates an example of the arrangement of the components of the transaxle 108. In Figure 11, when the transaxle 108 is mounted on the electric vehicle 100, 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 100. Furthermore, when the transaxle 108 is mounted on the electric vehicle 100, 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 108. 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.

[0070] Although not shown in the diagram, the power control unit of the electric vehicle 100, like the power control unit 74 of the electric vehicle 10, is positioned vertically above the transaxle 108 when mounted in the electric vehicle 100. In addition, the lower vertical portion of the power control unit of the electric vehicle 100 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 108, creating space vertically above the hybrid drive unit. As a result, the pre-supercharging intake pipe 20bc of the intake pipe 20 is positioned vertically above the hybrid drive unit when mounted in the electric vehicle 100.

[0071] In this embodiment as well, the same effects as in Embodiment 1 described above can be obtained. For example, according to this embodiment, the engine 12 with a supercharger 18, the transaxle 108, and the power control unit can be arranged in the engine compartment.

[0072] 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.

[0073] For example, in the above-described embodiment, an electronic control unit 66 and an engine control unit 68 were given as examples of control devices separate from the power control unit 74, particularly the motor control unit 82, but the embodiment is not limited to this. For example, various control devices such as a braking control device, a driving assistance control device, a communication control device, and a vehicle monitoring control device can be cited as the other control devices. Furthermore, the other control device positioned behind the air cleaner 36 in the forward and reverse direction is not limited to the engine control unit 68, but may also be an electronic control unit 66 or one of the various control devices mentioned above.

[0074] 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.

[0075] Furthermore, in the above-described embodiment 3, the electric vehicle 100 may also have a gear that is 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 100, 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 100, the power supply electric motors MGs may be arranged on a different shaft from the drive electric motors MGd, as shown in Figure 5.

[0076] 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]

[0077] 10: Electric vehicle 12: Engine 14: Drive wheels 16: Power transmission system 18: Supercharger 20: Intake pipe 20bc: Pre-supercharger intake pipe (intake pipe upstream of the supercharger) 34: Resonator 36: Air cleaner 40: Case 64: High-voltage battery (battery for driving) 66: Electronic control unit (another control unit) 68: Engine control unit (another control unit) 74: Power control unit (power control unit) 90: Hybrid drive unit (mechatronic unit) 92: Transaxle (drive unit) 100: Electric vehicle 106: Power transmission system 108: Transaxle (drive unit) 110: Case MG2: Second motor (motor) MGd: Drive motor (motor)

Claims

1. An electric vehicle comprising: an engine having a supercharger; an air cleaner provided upstream of the intake manifold of the engine; an electric motor; a power transmission device for transmitting power from the electric motor to the drive wheels; a drive battery; and a power control device for controlling 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 positioned adjacent to the engine. The air cleaner, when mounted in the electric vehicle, is positioned on the side of the electric vehicle's width direction opposite to the engine relative to the electromechanical unit. An electric vehicle characterized in that, among the intake pipes, the intake pipe downstream of the air cleaner and upstream of the supercharger is positioned vertically above the mechatronic unit when mounted on the electric vehicle, and is arranged so as to straddle the mechatronic unit in the vehicle width direction.

2. The electric vehicle according to claim 1, characterized in that the air cleaner is positioned forward of the mechatronics unit with respect to the width of the electric vehicle in the forward and backward direction.

3. The electric vehicle is equipped with a control device separate from the power control device, The electric vehicle according to claim 2, characterized in that the other control device is positioned behind the air cleaner in the forward and backward direction when mounted on the electric vehicle.

4. The electric vehicle is equipped with a resonator located upstream of the air cleaner, The electric vehicle according to claim 1, characterized in that the resonator is positioned in front of the electric vehicle in the forward and backward direction relative to the electromechanical unit when mounted on the electric vehicle.

5. The electric vehicle according to any one of claims 1 to 4, 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.

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