JP2020162225A - Vehicular motive power apparatus - Google Patents

Abstract

To provide a vehicular motive power apparatus the physical constitution of which is inhibited from increasing.SOLUTION: A vehicular motive power apparatus 300 includes a power conversion device 400 and a motor 500. The power conversion device includes an A-phase reactor 414 and a B-phase reactor 415. A driving unit includes a first MG 501 and a second MG 502 driving of which is controlled by the power conversion device. The first MG and the second MG are disposed side by side in an x direction. The A-phase reactor and the B-phase reactor are positioned in a gap between the first MG and the second MG.SELECTED DRAWING: Figure 4

Description

The disclosure described herein relates to a power converter and a vehicle power unit comprising a plurality of electric motors.

As shown in Patent Document 1, a hybrid vehicle in which a power conversion device is fixed to a drive train in which an output shaft of a motor is housed is known.

Japanese Unexamined Patent Publication No. 2013-51848

In Patent Document 1, all electrical components such as reactors constituting the power conversion device are located outside the drive train. Therefore, there is a risk that the physique of the drive train (vehicle power unit) equipped with the power conversion device will increase.

Therefore, the disclosure described in the present specification is intended to provide a vehicle power unit in which an increase in physique is suppressed.

One of the disclosures is a power converter (400) comprising a plurality of first electrical components (411-413,423-430) and at least one second electrical component (414,415).
It has a drive unit (500) including a plurality of electric motors (501,502) whose drive is controlled by a power conversion device, and has.
A plurality of electric motors are lined up in a predetermined direction, and at least one second electric component is located in a gap between the plurality of electric motors.

As described above, in the present disclosure, at least one second electric component (414,415) is provided in the gap (dead space) between the plurality of electric motors (501, 502). Therefore, the increase in the physique of the vehicle power unit is suppressed.

The reference numbers in parentheses above merely indicate the correspondence with the configurations described in the embodiments described later, and do not limit the technical scope at all.

It is a circuit diagram for demonstrating the vehicle power apparatus which concerns on 1st Embodiment. It is a top view which shows a cooler and a terminal block. It is an exploded schematic view of the motor housing and the inverter housing which concerns on 1st Embodiment. It is a schematic diagram which shows the power device for a vehicle which concerns on 1st Embodiment. It is a schematic diagram for demonstrating the flow of an automatic oil by the rotation of a gear. It is an exploded schematic diagram which shows the modification of the motor housing and the inverter housing. It is a schematic diagram which shows the modification of the power unit for a vehicle. It is a circuit diagram for demonstrating the vehicle power apparatus which concerns on 2nd Embodiment. It is an exploded schematic view of the motor housing and the inverter housing which concerns on 2nd Embodiment. It is a schematic diagram which shows the power device for a vehicle which concerns on 2nd Embodiment. It is a circuit diagram for demonstrating the modification of the power unit for a vehicle.

Hereinafter, embodiments will be described with reference to the drawings.

(First Embodiment)
<Power transmission system>
First, the in-vehicle system 100 to which the vehicle power unit 300 is applied will be described with reference to FIG. The in-vehicle system 100 constitutes a hybrid system.

The in-vehicle system 100 has a battery 200 in addition to the vehicle power unit 300. Further, the in-vehicle system 100 has an engine and a power distribution mechanism (not shown). The vehicle power unit 300 includes a power conversion device 400, a motor 500, and a power transmission mechanism 600. The motor 500 has a first MG 501 and a second MG 502. MG is an abbreviation for motor generator.

Further, the in-vehicle system 100 has a plurality of ECUs (not shown). These plurality of ECUs send and receive signals to and from each other via bus wiring. A plurality of ECUs cooperate to control a hybrid vehicle. By the coordinated control of the plurality of ECUs, the power running and power generation (regeneration) of the motor 500 according to the SOC of the battery 200, the output of the engine, and the like are controlled. SOC is an abbreviation for state of charge. ECU is an abbreviation for electronic control unit.

The ECU has at least one arithmetic processing unit (CPU) and at least one memory device (MMR) as a storage medium for storing programs and data. The ECU is provided by a microcomputer with a computer-readable storage medium. A storage medium is a non-transitional substantive storage medium that stores a computer-readable program non-temporarily. The storage medium may be provided by a semiconductor memory, a magnetic disk, or the like. Hereinafter, the components of the in-vehicle system 100 will be outlined individually.

The battery 200 has a plurality of secondary batteries. These plurality of secondary batteries form a battery stack connected in series. As the secondary battery, a lithium ion secondary battery, a nickel hydrogen secondary battery, an organic radical battery, or the like can be adopted.

The secondary battery generates an electromotive voltage by a chemical reaction. The secondary battery has the property of accelerating deterioration when the amount of charge is too high or too low. In other words, the secondary battery has a property that deterioration is accelerated when the SOC is overcharged or overdischarged.

The SOC of the battery 200 corresponds to the SOC of the battery stack described above. The SOC of the battery stack is the sum of the SOCs of a plurality of secondary batteries. Overcharging and overdischarging of the SOC of the battery stack is avoided by the above-mentioned cooperative control. On the other hand, overcharging and overdischarging of the SOCs of the plurality of secondary batteries are avoided by the equalization process for equalizing the SOCs of the plurality of secondary batteries.

The equalization process is performed by charging and discharging a plurality of secondary batteries individually. The battery 200 is provided with a monitoring unit including a switch for individually charging and discharging a plurality of secondary batteries. Further, the battery 200 is provided with a voltage sensor, a current sensor, a temperature sensor, and the like for detecting the SOC of each of the plurality of secondary batteries. The ECU controls the opening and closing of the switch based on the output of these sensors and the like. As a result, the SOC of each of the plurality of secondary batteries is equalized.

The first MG501, the second MG 502, and the engine are each connected to a power distribution mechanism. The first MG 501 generates electricity by the rotational energy supplied from the engine. The AC power generated by this power generation is converted into DC power by the power conversion device 400 and stepped down. This DC power is supplied to the battery 200. DC power is also supplied to various electric loads mounted on hybrid vehicles.

The second MG 502 is connected to the power transmission mechanism 600. The rotational energy of the second MG 502 is transmitted to the traveling wheels via the power transmission mechanism 600. On the contrary, the rotational energy of the traveling wheel is transmitted to the second MG 502 via the power transmission mechanism 600.

The second MG 502 is powered by AC power supplied from the power converter 400. The rotational energy generated by this power running is distributed to the engine and the power transmission mechanism 600 by the power distribution mechanism. As a result, crankshaft cranking and propulsive force are given to the traveling wheels. Further, the second MG 502 is regenerated by the rotational energy transmitted from the traveling wheels via the power transmission mechanism 600. The AC power generated by this regeneration is converted into DC power by the power conversion device 400 and is stepped down. This DC power is supplied to the battery 200 and various electric loads.

The engine produces rotational energy by burning and driving fuel. This rotational energy is distributed to the first MG 501 and the second MG 502 (power transmission mechanism 600) via the power distribution mechanism. As a result, the power generation of the first MG 501 and the propulsive force are given to the traveling wheels.

The power distribution mechanism has a planetary gear mechanism. The power distribution mechanism includes a sun gear, a planetary gear, a planetary carrier, and a ring gear.

Each sun gear and planetary gear has a disk shape. A plurality of teeth are formed side by side in the circumferential direction on the circumferential surface of each of the sun gear and the planetary gear.

Planetary carriers form a ring. A plurality of planetary gears are connected to the flat surfaces of the planetary carriers in such a manner that the flat surfaces of the planetary carrier and the planetary gears face each other.

The plurality of planetary gears are located on the circumference centered on the center of rotation of the planetary carrier. The adjacent spacing of these plurality of planetary gears is equal. In this embodiment, three planetary gears are arranged at 120 ° intervals.

The ring gear forms an annular shape. A plurality of teeth are formed side by side in the circumferential direction on each of the outer peripheral surface and the inner peripheral surface of the ring gear.

The sun gear is provided in the center of the ring gear. The outer peripheral surface of the sun gear and the inner peripheral surface of the ring gear face each other. Three planetary gears are provided between the two. The teeth of each of the three planetary gears mesh with the teeth of the sun gear and ring gear. As a result, the rotations of the sun gear, the planetary gear, the planetary carrier, and the ring gear can be transmitted to each other.

The motor shaft 503 of the first MG 501 is connected to the sun gear. The crankshaft of the engine is connected to the planetary carrier. The motor shaft 503 of the second MG 502 is connected to the ring gear. As a result, the rotation speeds of the first MG 501, the engine, and the second MG 502 have a linear relationship in the collinear diagram.

The above-mentioned ECU controls the drive of the power conversion device 400 based on the detection results of various sensor signals mounted on the vehicle. As a result, AC power is supplied from the power converter 400 to the first MG 501 and the second MG 502. Torque is generated in the ring gear and sun gear. The ECU burns and drives the engine. As a result, torque is generated in the planetary carrier. By doing so, power generation of the first MG501, power running and regeneration of the second MG 502, and addition of propulsive force to the traveling wheels are performed. Hereinafter, the components of the vehicle power unit 300 will be described individually.

<Circuit configuration of power converter>
As shown in FIG. 1, the power conversion device 400 includes a converter 410 and an inverter 420. The converter 410 functions to raise or lower the voltage level of DC power. The inverter 420 functions to convert DC power into AC power. The inverter 420 functions to convert AC power into DC power.

The converter 410 boosts the DC power of the battery 200 to a voltage level suitable for torque generation of the first MG 501 and the second MG 502. The inverter 420 converts this DC power into AC power. This AC power is supplied to the first MG 501 and the second MG 502. Further, the inverter 420 converts the AC power generated by the first MG 501 and the second MG 502 into DC power. The converter 410 steps down this DC power to a voltage level suitable for charging the battery 200.

As shown in FIG. 1, the power conversion device 400 has first power lines 401 to third power lines 403 for electrically connecting the converter 410, the inverter 420, and the battery 200, respectively. The converter 410 is connected to each of these three power lines. The inverter 420 is connected to the second power line 402 and the third power line 403.

<Converter>
The converter 410 includes a filter capacitor 411, an A-phase leg 412, a B-phase leg 413, an A-phase reactor 414, and a B-phase reactor 415.

As shown in FIG. 1, one of the two electrodes of the filter capacitor 411 is connected to the first power line 401. The other of the two electrodes of the filter capacitor 411 is connected to the second power line 402.

Each of the A-phase leg 412 and the B-phase leg 413 has two switch elements connected in series between the third power line 403 and the second power line 402. A diode is connected in antiparallel to each of these two switch elements. The first power line 401 is connected to the midpoint between the two switch elements.

As shown in FIG. 1, one end side of the first power line 401 is connected to a connection terminal with the positive electrode of the battery 200. The other end side of the first power line 401 is divided into an A-phase bus bar 405 and a B-phase bus bar 406. Further, one end side of the second power line 402 is connected to a connection terminal with the negative electrode of the battery 200.

The A-phase bus bar 405 of the first power line 401 is connected to the midpoint between the two switch elements of the A-phase leg 412. The B-phase bus bar 406 of the first power line 401 is connected to the midpoint between the two switch elements of the B-phase leg 413. Then, the A-phase reactor 414 is connected to the A-phase bus bar 405. The B-phase reactor 415 is connected to the B-phase bus bar 406.

<Inverter>
The inverter 420 has a first inverter 421 and a second inverter 422. The first inverter 421 and the second inverter 422 each share a smoothing capacitor 423 and a discharge resistor 424. The first inverter 421 has a U-phase leg 425 to a W-phase leg 427. The second inverter 422 has an X-phase leg 428 to a Z-phase leg 430.

As shown in FIG. 1, one of the two electrodes of the smoothing capacitor 423 is connected to the third power line 403. The other of the two electrodes of the smoothing capacitor 423 is connected to the second power line 402.

The discharge resistor 424 is connected between the third power line 403 and the second power line 402. The discharge resistor 424 is connected in parallel with the smoothing capacitor 423 between the third power line 403 and the second power line 402.

Each of the U-phase legs 425-W-phase leg 427 and the X-phase legs 428 to Z-phase legs 430 has two switch elements connected in series between the third power line 403 and the second power line 402. A diode is connected in antiparallel to each of these two switch elements.

One end of the U-phase bus bar 431 is connected to the midpoint between the two switch elements of the U-phase leg 425. The other end of the U-phase bus bar 431 is connected to the U-phase stator coil of the first MG501.

In the same manner below, one end of the V-phase bus bar 432 is connected to the midpoint between the two switch elements of the V-phase leg 426. The other end of the V-phase bus bar 432 is connected to the V-phase stator coil of the first MG501.

One end of the W-phase bus bar 433 is connected to the midpoint between the two switch elements of the W-phase leg 427. The other end of the W-phase bus bar 433 is connected to the W-phase stator coil of the first MG501.

One end of the X-phase bus bar 434 is connected to the midpoint between the two switch elements of the X-phase leg 428. The other end of the X-phase bus bar 434 is connected to the U-phase stator coil of the second MG502.

One end of the Y-phase bus bar 435 is connected to the midpoint between the two switch elements of the Y-phase leg 429. The other end of the Y-phase bus bar 435 is connected to the V-phase stator coil of the second MG502.

One end of the Z-phase bus bar 436 is connected to the midpoint between the two switch elements of the Z-phase leg 430. The other end of the Z-phase bus bar 436 is connected to the W-phase stator coil of the second MG502.

An IGBT, a power MOSFET, or the like can be adopted as the switch element provided for each of the eight phase legs included in the converter 410 and the inverter 420 shown above. In this embodiment, an n-channel type IGBT is adopted as these switch elements. One emitter electrode and the other collector electrode of the two switch elements included in each phase leg are connected.

The switch elements of each of these phase legs are PWM controlled by the above-mentioned ECU and a gate driver (not shown). The ECU generates a control signal and outputs it to the gate driver. The gate driver amplifies the control signal and outputs it to the gate electrode of the switch element. As a result, the power conversion device 400 raises and lowers the input power and converts it from direct current to alternating current or from alternating current to direct current.

A body diode is formed in the MOSFET. Therefore, when a MOSFET is adopted as the switch element provided in each phase leg, each phase leg does not have to have a diode separately from the above switch element.

The material for forming a semiconductor element such as a switch element or a diode provided for each phase leg is not particularly limited. For example, these semiconductor elements can be manufactured by a semiconductor such as Si and a wide-gap semiconductor such as SiC.

<Mechanical configuration of power converter>
Next, the mechanical configuration of the power converter 400 will be described. In this regard, in the following, the three directions orthogonal to each other will be referred to as the x direction, the y direction, and the z direction. The x direction corresponds to a predetermined direction. The z direction corresponds to the opposite direction.

The power converter 400 includes a cooler 460, a terminal block 470, and a first housing 480 in addition to the circuit components described so far. The cooler 460 serves to cool the phase legs contained in the converter 410 and the inverter 420. The terminal block 470 functions to fix the phase bus bar to the first housing 480. The first housing 480 functions to house the components of the power conversion device 400 shown in FIG. 1, excluding the reactor, and the cooler 460 and the terminal block 470.

<Switch module>
The semiconductor elements included in each of the eight phase legs included in the converter 410 and the inverter 420 are sealed by the sealing resin 440 shown in FIG. As a result, the phase leg constitutes the switch module.

The sealing resin 440 has a flat shape with a thin thickness in the x direction. The sealing resin 440 has two main surfaces facing in the x direction. These two main surfaces have a larger area than the other surfaces.

The sealing resin 440 has two end faces facing in the z direction. From each of these two end faces, the other end side of the terminal connected to the electrode of the semiconductor element provided by the phase leg is exposed. FIG. 2 shows a collector terminal 441, an emitter terminal 442, and a midpoint terminal 443 as representatives of these plurality of terminals.

The collector terminal 441 is connected to the collector electrode of one of the two switch elements included in each phase leg. A third power line 403 is connected to the collector terminal 441.

The emitter terminal 442 is connected to the other emitter electrode of the two switch elements included in each phase leg. A second power line 402 is connected to the emitter terminal 442.

The midpoint terminal 443 is connected to the midpoint between the two switch elements included in each phase leg. A phase bus bar is connected to the midpoint terminal 443.

<Cooler>
As shown in FIG. 2, the cooler 460 has a supply pipe 461, a discharge pipe 462, and a plurality of relay pipes 463. The supply pipe 461 and the discharge pipe 462 are connected via a plurality of relay pipes 463. Refrigerant is supplied to the supply pipe 461. This refrigerant flows from the supply pipe 461 to the discharge pipe 462 via the plurality of relay pipes 463.

The supply pipe 461 and the discharge pipe 462 extend in the x direction. The supply pipe 461 and the discharge pipe 462 are separated in the y direction. Each of the plurality of relay pipes 463 extends from the supply pipe 461 toward the discharge pipe 462 along the y direction. The supply port for supplying the refrigerant from the outside in the supply pipe 461 and the discharge port for discharging the refrigerant supplied from the relay pipe 463 in the discharge pipe 462 to the outside are arranged so as to be separated from each other in the y direction.

The plurality of relay tubes 463 are arranged so as to be separated from each other in the x direction. A gap is formed between two adjacent relay pipes 463. The cooler 460 has a total of eight voids. A-phase legs 412 and B-phase legs 413, and U-phase legs 425 to Z-phase legs 430, which form a switch module, are individually provided in each of these eight voids. In the present embodiment, the U-phase legs 425 to W-phase legs 427, A-phase legs 412 and B-phase legs 413, and X-phase legs 428 to Z-phase legs 430 are arranged in the x direction in this order. The Z-phase leg 430 is located on the supply port side (discharge port side) in the x direction.

The main surface of the sealing resin 440 of each of the phase legs is in contact with the relay pipe 463 in a state where each of the eight phase legs is provided in the above gap. As a result, the heat generated in each of the eight phase legs can be dissipated to the refrigerant via the relay pipe 463.

<Terminal block>
As shown in detail in FIG. 2, the A-phase bus bar 405 and the B-phase bus bar 406, and the U-phase bus bar 431 to Z-phase bus bar 436 each have an inner bus bar 437 and an outer bus bar 438, respectively. The inner bus bar 437 and the outer bus bar 438 are fixed to the terminal block 470 and are electrically connected to each other by the terminal block 470.

The terminal block 470 is made of an insulating resin material. As shown in FIG. 2, the terminal block 470 has a shape extending in the x direction. The inner bus bar 437 and the outer bus bar 438 extend away from the terminal block 470.

A part of the inner bus bar 437 is insert-molded on the terminal block 470. As a result, the inner bus bar 437 is fixed to the terminal block 470. Further, the outer bus bar 438 is fixed to the terminal block 470 together with the inner bus bar 437 by bolts 439. By this bolting, the inner bus bar 437 and the outer bus bar 438 are electrically connected by the terminal block 470. The inner bus bar 437 does not have to be insert-molded on the terminal block 470. The inner bus bar 437 may be fixed to the terminal block 470 only by, for example, bolting as described above.

<Ai Busba>
As described above, in the cooler 460, the U-phase legs 425 to W-phase legs 427, the A-phase legs 412 and the B-phase legs 413, and the X-phase legs 428 to Z-phase legs 430 are arranged in this order in the x direction. According to the arrangement order of these eight phase legs, the eight phase bus bars are also arranged in order in the x direction on the terminal block 470. That is, U-phase bus bars 431 to W-phase bus bars 433, A-phase bus bars 405 and B-phase bus bars 406, and X-phase bus bars 434 to Z-phase bus bars 436 are arranged in order in the x direction on the terminal block 470.

One end side of the inner bus bar 437 of the U-phase bus bar 431 to W-phase bus bar 433 is connected to the midpoint terminal 443 of the U-phase leg 425 to W-phase leg 427. The other ends of these three inner bus bars 437 are fixed to the terminal block 470.

One end side of the outer bus bar 438 of the U-phase bus bar 431 to W-phase bus bar 433 is bolted to the other end side of the inner bus bar 437 of these three phase bus bars with a terminal block 470. The other end side of these three outer bus bars 438 is connected to the three-phase stator coil of the first MG501.

The inner bus bars 437 of the A-phase bus bar 405 and the B-phase bus bar 406 each have a first inner bus bar 437a and a second inner bus bar 437b. One end side of the first inner bus bar 437a of each of the A-phase bus bar 405 and the B-phase bus bar 406 is electrically connected to the connection terminal with the positive electrode of the battery 200.

One end side of the second inner bus bar 437b included in the A-phase bus bar 405 is connected to the midpoint terminal 443 of the A-phase leg 412. One end side of the second inner bus bar 437b included in the B-phase bus bar 406 is connected to the midpoint terminal 443 of the B-phase leg 413. The other end side of each of the four inner bus bars provided by the A-phase bus bar 405 and the B-phase bus bar 406 is fixed to the terminal block 470.

The outer bus bars 438 of the A-phase bus bar 405 and the B-phase bus bar 406, respectively, have a first outer bus bar 438a and a second outer bus bar 438 b. One end side of the first outer bus bar 438a is bolted to the other end side of the first inner bus bar 437a with a terminal block 470. One end side of the second outer bus bar 438b is bolted to the other end side of the second inner bus bar 437b with a terminal block 470.

The other ends of the first outer bus bar 438a and the second outer bus bar 438b included in the A-phase bus bar 405 are connected to the A-phase reactor 414. The other ends of the first outer bus bar 438a and the second outer bus bar 438b included in the B-phase bus bar 406 are connected to the B-phase reactor 415.

One end side of the inner bus bar 437 of the X-phase bus bars 434 to Z-phase bus bar 436 is connected to the midpoint terminal 443 of the X-phase legs 428 to Z-phase legs 430. The other end side of these three inner bus bars 437 is fixed to the terminal block 470.

One end side of the outer bus bar 438 of the X-phase bus bar 434 to Z-phase bus bar 436 is bolted to the other end side of the inner bus bar 437 of these three phase bus bars with a terminal block 470. The other end side of these three outer bus bars 438 is connected to the three-phase stator coil of the second MG502.

<1st housing>
The first housing 480 has a component of the circuit components of the power converter 400 excluding the reactor, and a storage space for accommodating the cooler 460 and the terminal block 470, respectively. At the same time, the first housing 480 has a slit 480a for exposing a part of the terminal block 470 outside this storage space. The mounting surface 470a provided on the other end side of the inner bus bar 437 provided by each of the eight phase bus bars in the terminal block 470 is exposed from the slit 480a.

A through hole is formed on the other end side of the inner bus bar 437 for passing the shaft portion of the bolt 439. The terminal block 470 is formed with a bolt hole 470b that opens in the mounting surface 470a on the other end side of the inner bus bar 437. A screw groove is formed in the bolt hole 470b. The other end side of the inner bus bar 437 is fixed to the terminal block 470 in such a manner that the bolt hole 470b and the through hole of the inner bus bar 437 communicate with each other.

Similarly, a through hole for passing the shaft portion of the bolt 439 is formed on one end side of the outer bus bar 438. One end side of the outer bus bar 438 is placed on the terminal block 470 so that the through hole communicates with the bolt hole 470b of the terminal block 470 and the through hole of the inner bus bar 437. In this mounted state, the shaft portion of the bolt 439 is passed through the through holes and the bolt holes 470b of these two bus bars, and the bolt 439 is fastened to the bolt holes 470b. As a result, the other end side of the inner bus bar 437 and the one end side of the outer bus bar 438 come into contact with each other, and both are electrically connected.

<Reactor>
The A-phase reactor 414 and the B-phase reactor 415 are each arranged outside the storage space of the first housing 480. Each of these two reactors has an iron core and an insulated wire whose leads are covered with an insulating material such as an enamel coating. This insulated wire is wound around an iron core.

The A-phase reactor 414 and the B-phase reactor 415 have higher heat resistance performance than the filter capacitor 411 and the smoothing capacitor 423 included in the power converter 400, respectively. However, the heat resistant temperature of the A-phase reactor 414 and the B-phase reactor 415 is determined by the enamel coating which is a part of the above-mentioned components of the insulated wire.

The A-phase leg 412 and the B-phase leg 413, the U-phase leg 425 to the Z-phase leg 430, the discharge resistor 424, the filter capacitor 411, and the smoothing capacitor 423 correspond to the first electric component. The A-phase reactor 414 and the B-phase reactor 415 correspond to the second electric component.

<Motor>
Next, the motor 500 will be described. As described above, the motor 500 has a first MG 501 and a second MG 502. Each of the first MG 501 and the second MG 502 has a motor shaft 503 and a motor housing 504. Further, the first MG 501 and the second MG 502 each have a rotor and a stator. The motor 500 corresponds to the drive unit. The first MG 501 and the second MG 502 correspond to electric motors.

The motor housing 504 has a hollow shape. The motor shaft 503, the rotor, and the stator are housed in the hollow of the motor housing 504.

The motor housing 504 has a cylindrical shape. The axial direction of the motor housing 504 is the y direction. Therefore, the motor housing 504 has a cylindrical surface 504a that forms a circle in a plane facing the y direction. The motor housing 504 has two bottom surfaces 504b facing in the y direction.

The bottom surface 504b of the motor housing 504 is formed with a through hole for providing the tip of the motor shaft 503 extending in the y direction outside the hollow of the motor housing 504. The tip of the motor shaft 503 exposed from this through hole is connected to the power distribution mechanism.

One end of the motor shaft 503 of the first MG 501 is connected to the sun gear. One end of the motor shaft 503 of the second MG 502 is connected to the ring gear. The other end of the motor shaft 503 of the second MG 502 is connected to the power transmission mechanism 600.

The rotor has a permanent magnet and a fixing portion for fixing the permanent magnet to the motor shaft 503. The fixed portion has a cylindrical shape. The motor shaft 503 is inserted and fixed in the hollow of the fixed portion. As a result, permanent magnets are provided around the axis of the motor shaft 503.

The stator has a stator core and a stator coil provided on the stator core. The stator core has a cylindrical shape. A rotor is provided together with the motor shaft 503 in the hollow of the stator core. As a result, the rotor and the stator face each other in the radial direction orthogonal to the extension direction of the motor shaft 503.

The stator coil has a three-phase stator coil. Each of these three-phase stator coils has an insulated wire whose lead wire is covered with an insulating material such as an enamel coating. These three-phase insulated wires are wound around the stator core. As a result, the stator coil is provided on the stator core.

As described above, the stator coil has an insulated wire covered with an insulating material such as an enamel coating, similarly to the A-phase reactor 414 and the B-phase reactor 415. Therefore, the heat resistant temperature of the stator coil is determined by the enamel coating which is a part of the components of the insulated wire in the same manner as the A-phase reactor 414 and the B-phase reactor 415. The heat-resistant temperatures of the first MG 501 and the second MG 502 are equal to the heat-resistant temperatures of the A-phase reactor 414 and the B-phase reactor 415.

The stator coil of the first MG501 is electrically connected to the first inverter 421 via a U-phase bus bar 431 to a W-phase bus bar 433. The stator coil of the second MG 502 is electrically connected to the second inverter 422 via the X-phase bus bar 434 to the Z-phase bus bar 436. Three-phase alternating current is supplied to these stator coils from the inverter 420. As a result, a three-phase rotating magnetic field is generated from the stator coil.

As mentioned above, the rotor has a permanent magnet. A magnetic field is generated from the permanent magnet. Then, a three-phase rotating magnetic field is generated from the stator coil. Rotational torque is generated in the rotor by the interaction of these two magnetic fields. The direction in which the rotational torque is generated sequentially changes with time in the circumferential direction around the extension direction of the motor shaft 503 according to the phase change of the rotating magnetic field. As a result, the motor shaft 503 provided with the rotor rotates.

<Power transmission mechanism>
Next, the power transmission mechanism 600 will be briefly described. The power transmission mechanism 600 has a plurality of shafts extending in the y direction. Further, the power transmission mechanism 600 has a gear connected to these a plurality of shafts. The teeth formed in these plurality of gears mesh with each other so that the shafts can rotate with each other.

One of the plurality of shafts of the power transmission mechanism 600 is connected to the other end of the motor shaft 503 of the second MG 502. Further, one of the remaining plurality of shafts is connected to the drive shaft via a differential gear. As a result, the plurality of shafts and gears of the power transmission mechanism 600 can be rotated by the rotation of the second MG 502 or the rotation of the traveling wheel.

In the drawings, one of these plurality of shafts and one of the plurality of gears are shown as representatives. In the following, the shafts and gears shown as representatives thereof are referred to as a transmission shaft 601 and a transmission gear 602. The transmission shaft 601 extends in the y direction. The transmission gear 602 has a plurality of teeth arranged in the circumferential direction around the axial direction of the transmission shaft 601.

<Second housing>
In addition to the first MG 501 and the second MG 502, the motor 500 has a second housing 700 that houses each of these two MGs and the power transmission mechanism 600. In a subdivided manner, the second housing 700 has a bottom wall 710, a side wall 720, and a slanted wall 730 shown in FIGS. 3 and 4.

The outer bottom surface 710b of the bottom wall 710 is placed in the engine room of the hybrid vehicle. The side wall 720 rises in an annular shape from the edge of the inner bottom surface 710a on the back side of the outer bottom surface 710b on the bottom wall 710. The standing height of the side wall 720 from the inner bottom surface 710a varies depending on the location. The inclined wall 730 connects the tips of the side wall 720 having different heights from the inner bottom surface 710a. As a result, the inclined wall 730 is inclined with respect to the bottom wall 710. The storage space of the second housing 700 is partitioned by an inner bottom surface 710a of the bottom wall 710, an inner side surface 720a of the side wall 720 on the inner bottom surface 710a side, and an inner slope surface 730a of the inclined wall 730 on the inner bottom surface 710a side.

The first MG 501, the second MG 502, and the power transmission mechanism 600 are housed in the storage space of the second housing 700. The first MG 501 is farther from the inner bottom surface 710a than the power transmission mechanism 600 and the second MG 502, respectively.

The first MG 501 and the second MG 502 are located on the inner slope 730a side. As shown in FIGS. 3 and 4, the inner slope 730a is along the x direction and orthogonal to the z direction. The first MG 501 and the second MG 502 are arranged so as to be separated from each other in the x direction.

As described above, the arrangement direction of the first MG 501 and the second MG 502 is orthogonal to the extension direction of the motor shaft 503 provided by each of the two MGs. Further, the alignment direction of the first MG 501 and the second MG 502 is also orthogonal to the extension direction of the transmission shaft 601 provided in the power transmission mechanism 600. The cylindrical surfaces 504a of the motor housings 504 of the first MG 501 and the second MG 502 face each other in the x direction.

Automatic oil 701 is stored in the storage space of the second housing 700. The temperature of the automatic oil 701 is controlled by the ECU so as to be lower than the heat resistant temperature of MG. As a result, the temperature rise in the second housing 700 is suppressed. The automatic oil 701 corresponds to the refrigerant.

With the second housing 700 mounted in the engine chamber, the liquid level of the automatic oil 701 is located on the inner bottom surface 710a side. In this mounted state, at least a part of each of the power transmission mechanism 600 and the second MG 502 is located on the inner bottom surface 710a side of the liquid level of the automatic oil 701. The first MG 501 is separated from the inner bottom surface 710a of the liquid level of the automatic oil 701. Therefore, at least a part of the power transmission mechanism 600 and the second MG 502 is immersed in the automatic oil 701. The first MG 501 is not immersed in the automatic oil 701.

However, as described above, the transmission gear 602 of the power transmission mechanism 600 has a plurality of teeth. The plurality of teeth of the transmission gear 602 face each other while being separated from the inner surface of the second housing 700.

Therefore, for example, when the transmission gear 602 rotates as shown in FIG. 5, the automatic oil 701 adhering to the teeth is scattered in the second housing 700. The automatic oil 701 is scattered so as to be separated from the inner bottom surface 710a of the liquid level of the automatic oil 701 stored in the second housing 700. The automatic oil 701 scattered by the transmission gear 602 is exposed to the first MG 501. As a result, the temperature rise of the first MG 501 is suppressed.

A guide wall 702 is formed on the inner side surface 720a of the side wall 720 to promote the flow of the automatic oil 701 scattered by the transmission gear 602 to the first MG 501 side. The guide wall 702 and the side wall 720 form a flow path for flowing the automatic oil 701. In FIGS. 3 to 5, the guide wall 702 is indicated by a chain line. In FIG. 5, the main flow path of the scattered automatic oil 701 is indicated by a broken line arrow.

Further, the inner side surface 720a is provided with a filter 703 for capturing impurities contained in the automatic oil 701 exposed to the first MG 501. The filter 703 is located between the first MG 501 and the liquid level of the automatic oil 701.

<Slanted wall>
As shown in FIGS. 3 to 5, the outer bus 438 of the U-phase bus bar 431 to the W-phase bus bar 433 is fixed to the portion of the inclined wall 730 facing the first MG 501 in the z direction. Similarly, the outer bus bars 438 of the X-phase bus bars 434 to Z-phase bus bars 436 are fixed to the portions of the inclined wall 730 facing the second MG 502 in the z direction.

As the fixing of these six outer bus bars 438 to the inclined wall 730, for example, the following configuration can be adopted. A slit is formed in the slope 730 to open the inner slope 730a and the outer slope 730b on the back side thereof. The outer bass bar 438 is inserted into this slit. Fill the gap between the slit opening and the outer bath 438 with a sealing material. As a result, the outer bus bar 438 may be fixed to the inclined wall 730.

One end side of these six outer baths 438 is located outside the storage space of the second housing 700. The other end side of these six outer bus bars 438 is located in the storage space of the second housing 700.

Further, the slope 730 is formed with through holes 730c that open into the inner slope 730a and the outer slope 730b. The through hole 730c is located between the fixed portion of the outer bus bar 438 of the U-phase bus bar 431 to the W-phase bus bar 433 and the fixed portion of the outer bus bar 438 of the X-phase bus bar 434 to the Z-phase bus bar 436 in the x direction. ing. The position of the through hole 730c in the x direction is between the first MG501 and the second MG 502.

<Consolidation>
As shown in FIGS. 3 to 5, the first housing 480 is provided on the outer slope 730b of the slope 730. The first housing 480 is fixed to the second housing 700 by bolts (not shown) or the like. In FIGS. 3 to 5, each phase leg constituting the switch module of the power conversion device 400 is shown by being surrounded by a broken line.

In a state where the first housing 480 is fixed to the inclined wall 730, the U-phase legs 425 to W-phase legs 427 included in the first inverter 421 are aligned with the first MG 501 in the z direction. Between these U-phase legs 425 to W-phase legs 427 and the first MG 501, U-phase bus bars 431 to W-phase bus bars 433 that connect them are located.

The A-phase leg 412 and the B-phase leg 413 included in the converter 410 are aligned with the A-phase reactor 414 and the B-phase reactor 415 in the z direction. Between the A-phase leg 412 and the A-phase reactor 414, an A-phase bus bar 405 that connects the two is located. Between the B-phase leg 413 and the B-phase reactor 415, a B-phase bus bar 406 that connects the two is located.

The X-phase legs 428 to Z-phase legs 430 included in the second inverter 422 are aligned with the second MG 502 in the z direction. Between these X-phase legs 428 to Z-phase legs 430 and the second MG 502, X-phase bus bars 434 to Z-phase bus bars 436 that connect them are located.

As described above, a through hole 730c is formed in the inclined wall 730. The A-phase reactor 414 and the B-phase reactor 415 are inserted into the storage space of the second housing 700 through the through hole 730c. After this, the opening of the through hole 730c is closed by the sealing material 730d shown in FIG.

When the first housing 480 is fixed to the outer slope 730b, one end side of each outer bus bar 438 of the U-phase bus bars 431 to Z-phase bus bars 436 is located in the slit 480a of the first housing 480. At this time, the through hole on one end side of the outer bus bar 438 communicates with the bolt hole 470b of the terminal block 470 and the through hole of the inner bus bar 437, respectively. Bolts 439 are fastened to the plurality of communicating holes. After fastening the bolt 439, the opening of the slit 480a is closed by a cover (not shown).

The length of the outer bus bar 438 in the extension direction of the portion located outside the storage space of the second housing 700 is shorter than the length of the portion located in the storage space of the second housing 700 in the extension direction. ..

<Dead space>
Next, the gap (dead space) between the first MG 501 and the second MG 502 will be described. As shown in FIGS. 3 to 5, the first MG501 and the second MG 502 are arranged in the x direction so that their respective cylindrical surfaces 504a face each other. The cylindrical surface 504a has an arc shape in a plane orthogonal to the y direction.

Therefore, for example, as emphasized in FIG. 1, even if the first MG 501 and the second MG 502 are brought as close as possible in order to suppress the increase in the physique of the second housing 700, the two MGs are shown by hatching. Dead space is created. A-phase reactor 414 and B-phase reactor 415, which are components of the power conversion device 400, are provided in the dead space created because the cylindrical surface 504a of the motor housing 504 has an arc shape.

<Action effect>
Since the cylindrical surface 504a of the motor housing 504 has an arc shape as described above, a dead space is generated between the first MG 501 and the second MG 502. In this dead space, an A-phase reactor 414 and a B-phase reactor 415, which are components of the power conversion device 400, are provided. Therefore, the increase in the physique of the vehicle power unit 300 is suppressed.

The slanted wall 730 is inclined with respect to the bottom wall 710 mounted in the engine room. A first housing 480 is provided on the inclined wall 730. Then, as described above, the A-phase reactor 414 and the B-phase reactor 415 are provided in the dead space between the first MG 501 and the second MG 502. As a result, the increase in the physique of the first housing 480 is suppressed. The extension of the height of the vehicle power unit 300 is suppressed.

As a result, the separation distance between the vehicle power unit 300 mounted in the engine room and the bonnet that closes the opening of the engine room becomes long. As a result, the bonnet is easily dented by an external force. Collision safety performance is likely to be improved.

The first housing 480 in which the components of the power conversion device 400 excluding the reactor are housed is connected to the second housing 700 in which the first MG 501 and the second MG 502 are housed.

As a result, the extension of the U-phase bus bar 431 to the W-phase bus bar 433 connecting the first inverter 421 and the first MG 501 is suppressed. The extension of the X-phase bus bar 434 to Z-phase bus bar 436 connecting the second inverter 422 and the second MG 502 is suppressed.

Further, the extension of the A-phase bus bar 405 that connects the A-phase reactor 414 provided in the second housing 700 and the A-phase leg 412 provided in the first housing 480 is suppressed. Similarly, the extension of the B-phase bus bar 406 connecting the B-phase reactor 415 and the B-phase leg 413 is suppressed.

In particular, in the present embodiment, the U-phase legs 425 to W-phase legs 427 included in the first inverter 421 are aligned with the first MG 501 in the z direction. The A-phase leg 412 and the B-phase leg 413 included in the converter 410 are aligned with the A-phase reactor 414 and the B-phase reactor 415 in the z direction. The X-phase legs 428 to Z-phase legs 430 included in the second inverter 422 are aligned with the second MG 502 in the z direction.

Therefore, the extension of each of the A-phase bus bar 405, the B-phase bus bar 406, and the U-phase bus bar 431 to Z-phase bus bar 436 is effectively suppressed.

The A-phase reactor 414 and the B-phase reactor 415 are located outside the storage space of the first housing 480. According to this, the heat generated in the A-phase reactor 414 and the B-phase reactor 415 suppresses the temperature rise of electrical components such as the filter capacitor 411 and the smoothing capacitor 423 housed in the first housing 480. The temperature rise of electrical components such as the filter capacitor 411 and the smoothing capacitor 423, which have lower thermal resistance than the A-phase reactor 414 and the B-phase reactor 415, is suppressed.

The automatic oil 701 is stored in the second housing 700 in which the A-phase reactor 414 and the B-phase reactor 415 are housed. As a result, the temperature rise of the A-phase reactor 414 and the B-phase reactor 415 is suppressed.

As the transmission gear 602 rotates, the automatic oil 701 is scattered in the second housing 700. The automatic oil 701 scattered by the transmission gear 602 is exposed to the A-phase reactor 414 and the B-phase reactor 415 located between the first MG 501 and the second MG 502. As a result, the temperature rise of the A-phase reactor 414 and the B-phase reactor 415 is effectively suppressed.

As shown above, the temperature rise of various electric components constituting the power conversion device 400 is suppressed. Therefore, even if the current flowing through the power conversion device 400 is increased, it is suppressed that the temperature exceeds the heat resistant temperature of various electric components constituting the power conversion device 400.

(First modification)
In this embodiment, an example is shown in which a through hole 730c for inserting the A-phase reactor 414 and the B-phase reactor 415 is formed in the inclined wall 730 of the second housing 700. However, as shown in FIGS. 6 and 7, for example, the through hole 730c may not be formed in the inclined wall 730.

In this modification, the A-phase reactor 414 and the B-phase reactor 415 are housed in the storage space of the second housing 700. One end side of each of the four outer baths connected to these two reactors is located outside the storage space of the second housing 700 via a slit formed in the inclined wall 730.

In the case of such a configuration, for example, the sealing material 730d shown in FIG. 4 can be omitted.

(Second Embodiment)
Next, the second embodiment will be described with reference to FIGS. 8 to 10. The vehicle power unit according to each embodiment and each modification shown below has much in common with those according to the above embodiment. Therefore, in the following, the explanation of the common part will be omitted, and the different parts will be mainly explained. Further, in the following, the same reference numerals are given to the same elements as those shown in the above-described embodiment.

In the first embodiment, an example is shown in which the A-phase reactor 414 and the B-phase reactor 415 are each provided outside the first housing 480. On the other hand, in the present embodiment, the A-phase reactor 414 and the B-phase reactor 415 are each housed in the storage space of the first housing 480.

However, as is clearly shown in FIG. 9, for example, the portion of the inclined wall 730 between the first MG 501 and the second MG 502 is locally recessed toward the dead space between the first MG 501 and the second MG 502.

Correspondingly, the storage portions of the A-phase reactor 414 and the B-phase reactor 415 in the first housing 480 project locally toward the second housing 700. This protruding portion is located at a locally recessed portion on the inclined wall 730 as shown in FIG. As a result, the dead space between the first MG 501 and the second MG 502 is caused by the locally recessed portion in the inclined wall 730, the locally protruding portion in the first housing 480, and the A-phase reactor 414 and the B-phase reactor 415. It is occupied.

As described above, the A-phase reactor 414 and the B-phase reactor 415 are provided in the dead space between the first MG 501 and the second MG 502 in the same manner as in the first embodiment. Therefore, the vehicle power unit 300 of the present embodiment suppresses the increase in physique in the same manner as the vehicle power unit 300 described in the first embodiment.

Further, not only the A-phase reactor 414 and the B-phase reactor 415 but also the A-phase bus bar 405 and the B-phase bus bar 406 connected to them are housed in the storage space of the first housing 480. Therefore, it is possible to suppress the occurrence of poor connection between these reactors and the phase bus bar.

Further, a locally protruding portion of the first housing 480 is provided at the locally recessed portion of the second housing 700. Therefore, it becomes easy to install the first housing 480 in the second housing 700. Further, the relative positional deviation between the first housing 480 and the second housing 700 is suppressed.

The vehicle power unit 300 according to the present embodiment includes components equivalent to those of the vehicle power unit 300 described in the first embodiment. Therefore, it goes without saying that the same action and effect are exhibited.

Although the preferred embodiments of the present disclosure have been described above, the present disclosure is not limited to the above-described embodiments, and can be variously modified and implemented without departing from the gist of the present disclosure.

(Third variant)
In each embodiment, for example, as shown in FIGS. 1 and 4, the A-phase leg 412 and the B-phase leg 413 are arranged in a direction orthogonal to the A-phase reactor 414 and the B-phase reactor 415 and the inclined wall 730. Orthogonal. However, for example, as shown in FIG. 11, the A-phase leg 412 and the A-phase reactor 414 do not have to be arranged in a direction orthogonal to the inclined wall 730. Similarly, the B-phase leg 413 and the B-phase reactor 415 do not have to be arranged in a direction orthogonal to the inclined wall 730.

(Fourth modification)
In each embodiment, an example is shown in which the first housing 480 is fixed to the second housing 700. However, the first housing 480 may be fixed to the body chassis of the hybrid vehicle. However, even in this fixed form, the A-phase reactor 414 and the B-phase reactor 415 are provided in the dead space between the first MG 501 and the second MG 502.

(Fifth variant)
In each embodiment, an example is shown in which the converter 410 has an A-phase reactor 414 and a B-phase reactor 415. However, the number of reactors contained in the converter 410 is not limited to the above example. The converter 410 may have one reactor or three or more reactors.

(Sixth variant)
In each embodiment, an example is shown in which the power transmission mechanism 600 is housed in the second housing 700 together with the first MG 501 and the second MG 502. However, the power transmission mechanism 600 may not be housed in the second housing 700.

(7th variant)
In each embodiment, an example is shown in which the motor 500 includes the first MG 501 and the second MG 502. However, the number of MGs included in the motor 500 may be three or more.

(Other variants)
In each embodiment, an example is shown in which the vehicle power unit 300 is applied to the in-vehicle system 100 constituting the hybrid system. However, the application of the vehicle power unit 300 is not particularly limited to the above example. For example, a configuration in which a vehicle power unit 300 is applied to an in-vehicle system of an electric vehicle can be adopted.

The ECU or control system described in the present specification can be provided by (a) a plurality of logics called if-then-else form, or (b) a trained model tuned by machine learning. A trained model tuned by machine learning is provided, for example, by an algorithm as a neural network.

The ECU is provided by a control system that includes at least one computer. The control system may include multiple computers linked by data communication equipment. The computer includes at least one processor (hardware processor) which is hardware. The hardware processor can be provided by the following (i), (ii), or (iii).

(I) The hardware processor may be at least one processor core that executes a program stored in at least one memory. In this case, the computer is provided by at least one memory and at least one processor core. The processor core is called a CPU, GPU, RISC-CPU, or the like. CPU is an abbreviation for Central Processing Unit. GPU is an abbreviation for Graphics Processing Unit. Memory is also called a storage medium. Memory is a non-transitional and substantive storage medium that non-temporarily stores "at least one of a program and data" that can be read by a processor. The storage medium is provided by a semiconductor memory, a magnetic disk, an optical disk, or the like. The program may be distributed by itself or as a storage medium in which the program is stored.

(Ii) The hardware processor may be a hardware logic circuit. In this case, the computer is provided by a digital circuit that includes a large number of programmed logic units (gate circuits). Digital circuits are also referred to as logic circuit arrays such as ASICs, FPGAs, PGAs, CPLDs and the like. ASIC is an abbreviation for Application-Specific Integrated Circuit. FPGA is an abbreviation for Field Programmable Gate Array. PGA is an abbreviation for Programmable Gate Array. CPLD is an abbreviation for Complex Programmable Logic Device. Digital circuits may include memory that stores at least one of a program and data. Computers may be provided by analog circuits. Computers may be provided by a combination of digital and analog circuits.

(Iii) The hardware processor may be a combination of the above (i) and the above (ii). (I) and (ii) are arranged on different chips or on a common chip. In these cases, the part (ii) is also called an accelerator.

The ECU, the signal source, and the controlled object provide various elements. At least some of those elements can be called blocks, modules, or sections. Moreover, the elements contained in the control system are called functional means only when intentionally.

The ECU and methods thereof described in this disclosure are realized by a dedicated computer provided by configuring a processor and memory programmed to perform one or more functions embodied by a computer program. You may. Alternatively, the ECU and methods thereof described in this disclosure may be implemented by a dedicated computer provided by configuring the processor with one or more dedicated hardware logic circuits. Alternatively, the ECU and methods thereof described in this disclosure combine a processor and memory programmed to perform one or more functions with a processor configured by one or more hardware logic circuits. It may be realized by one or more dedicated computers configured by. Further, the computer program may be stored in a computer-readable non-transitional tangible recording medium as an instruction executed by the computer.

100 ... Power transmission system, 200 ... Battery, 300 ... Vehicle power unit, 400 ... Power converter, 410 ... Converter, 411 ... Filter capacitor, 412 ... A-phase leg, 413 ... B-phase leg, 414 ... A-phase reactor, 415 ... B-phase reactor, 420 ... Inverter, 421 ... 1st inverter, 422 ... 2nd inverter, 423 ... Smoothing capacitor, 424 ... Discharge resistance, 425 ... U-phase leg, 426 ... V-phase leg, 427 ... W-phase leg, 428 ... X-phase leg, 429 ... Y-phase leg, 430 ... Z-phase leg, 480 ... 1st housing, 500 ... motor, 501 ... 1st MG, 502 ... 2nd MG, 503 ... motor shaft, 504 ... motor housing, 504a ... Cylindrical surface, 504b ... bottom surface, 600 ... power transmission mechanism, 601 ... transmission shaft, 602 ... transmission gear, 700 ... second housing, 701 ... automatic oil

Claims (8)

A power converter (400) including a plurality of first electrical components (411-413, 423-430) and at least one second electrical component (414,415).
It has a drive unit (500) including a plurality of electric motors (501, 502) whose drive is controlled by the power conversion device.
A vehicle power unit in which a plurality of the electric motors are lined up in a predetermined direction and at least one second electric component is located in a gap between the plurality of electric motors. Each of the plurality of motors has a cylindrical motor housing (504).
The vehicle power unit according to claim 1, wherein the gap is formed between the cylindrical surfaces (504a) of the motor housings of the plurality of the electric motors. The power converter has a first housing (480) for accommodating the plurality of first electrical components.
The drive unit has a second housing (700) for accommodating the plurality of the electric motors.
The vehicle power unit according to claim 1 or 2, wherein the first housing is connected to the second housing. Some of the plurality of first electric components have lower heat resistance than at least one of the second electric components.
The vehicle power unit according to claim 3, wherein at least one of the second electric components is located outside the first housing and is located inside the second housing. A portion of the second housing between the plurality of electric motors is recessed so as to be separated from the first housing, and is provided in the gap.
At least one of the second electric components is housed in the first housing together with the plurality of the first electric components.
The vehicle power unit according to claim 3, wherein at least one storage portion of the second electric component in the first housing projects toward the second housing and is located in the gap. The vehicle power unit according to any one of claims 3 to 5, wherein refrigerants (701) for cooling a plurality of the electric motors are stored in the second housing. A gear (602) having a plurality of teeth formed therein is housed in the second housing.
The vehicle power unit according to claim 6, wherein at least a part of the gear is immersed in the refrigerant stored in the second housing. The power conversion device includes a plurality of inverters (421, 422) including a plurality of the first electric components, and at least one converter (410) including the plurality of the first electric components and at least one second electric component. And have
The first electric components constituting the plurality of inverters are arranged in the predetermined direction,
The vehicle power device according to any one of claims 3 to 7, wherein the plurality of inverters and the plurality of electric motors face each other in opposite directions orthogonal to the predetermined direction.

Images