Patent Description:
A vehicle driving device including a rotating electrical machine is known. <CIT> (Reference <NUM>) discloses a vehicle driving device including a rotating electrical machine (<NUM>), a power transmission mechanism (<NUM>), and a pair of mount brackets (<NUM>, <NUM>) coupled to a vehicle body. One (<NUM>) of the pair of mount brackets is fixed to a cover of the rotating electrical machine (<NUM>), and the other (<NUM>) of the pair of mount brackets is fixed to a left side case of the power transmission mechanism (<NUM>).

When the vehicle driving device disclosed in Reference <NUM> is coupled to a coupling portion of the vehicle body disposed above the vehicle driving device, since the coupling portion of the vehicle body and the rotating electrical machine and the power transmission mechanism are separated from one another in an up-down direction, a dimension of the mount bracket in the up-down direction needs to be increased. In this case, the mount bracket may be increased in size to ensure a strength necessary to reduce shaking of the vehicle driving device.

A need thus exists for a vehicle driving device in which the size of a mount bracket can easily be reduced even when a coupling portion between the mount bracket and a vehicle body is located on the upper side with respect to a rotating electrical machine and a power transmission mechanism.

According to an aspect of this invention, a vehicle driving device includes: a rotating electrical machine; an output member configured to be drivingly coupled to a wheel; a power transmission mechanism configured to transmit a driving force between the rotating electrical machine and the output member; an inverter module configured to drive and control the rotating electrical machine; a power source module including at least one of a voltage conversion circuit electrically connected to an on-vehicle battery and configured to perform voltage conversion of the on-vehicle battery, a charging circuit configured to charge the on-vehicle battery from an external power source, and a power supply circuit configured to supply power from the on-vehicle battery to an outside; a first case portion in which the rotating electrical machine and the power transmission mechanism are accommodated; a second case portion in which at least one of the inverter module and the power source module are accommodated; and a mount bracket configured to be coupled to a vehicle body of a vehicle in an on-vehicle state that is a state of being mounted on the vehicle, in which in the on-vehicle state, the second case portion is disposed on an upper side with respect to the first case portion, and the mount bracket is attached to the second case portion.

According to the present configuration, since the mount bracket is attached to the second case portion disposed on the upper side with respect to the first case portion in the on-vehicle state, the dimension of the mount bracket in the up-down direction is easily reduced even when the coupling portion of the mount bracket and the vehicle body is located on the upper side with respect to the rotating electrical machine and the power transmission mechanism. Therefore, it is easy to reduce the size and weight of the mount bracket while ensuring the strength of the mount bracket.

The foregoing and additional features and characteristics of this invention will become more apparent from the following detailed description considered with the reference to the accompanying drawings, wherein:.

Hereinafter, an embodiment of a vehicle driving device <NUM> will be described with reference to the drawings.

<FIG> is a diagram illustrating a vehicle <NUM> equipped with the vehicle driving device <NUM>. The vehicle driving device <NUM> includes a rotating electrical machine MG, an output member drivingly coupled to wheels (W1, W2), and a power transmission mechanism GT that transmits a driving force between the rotating electrical machine MG and the output member. Here, a direction along a rotation axis center X1 of a rotor <NUM> of the rotating electrical machine MG is referred to as an axial direction L. The power transmission mechanism GT is disposed on an axial direction first side L1 that is one side in the axial direction L with respect to the rotor <NUM> of the rotating electrical machine MG. The rotating electrical machine MG is a driving force source of the vehicle <NUM>. The power transmission mechanism GT includes a speed reducer <NUM> and a differential gear mechanism <NUM>. Examples of the "output member" include a first side gear 15a, a second side gear 15b, spline engagement portions 15d, a first drive shaft DS1, a second drive shaft DS2, and a coupling shaft <NUM> to be described later.

The vehicle driving device <NUM> includes a case <NUM>, and the case <NUM> supports an inverter module INV and a power source module PWR to be described later. The case <NUM> further supports a refrigerant circuit module <NUM> to be described later. The term "support" is not limited to the case of using an external portion of the case <NUM>, but also includes an aspect of being supported on an inner surface of the case <NUM>. That is, the inverter module INV, the power source module PWR, and the refrigerant circuit module <NUM> may be accommodated in the case <NUM>. The inverter module INV and the power source module PWR may be accommodated in the case <NUM>, and the refrigerant circuit module <NUM> may be supported outside the case <NUM>.

In the present specification, the term "drivingly coupled" refers to a state in which two rotating components are coupled such that a driving force can be transmitted, and includes a state in which the two rotating components are coupled to rotate integrally or a state in which the two rotating components are coupled such that a driving force can be transmitted via one or two or more transmission members. Examples of such a transmission member include various members that transmit the rotation at the same speed or variable speeds, such as shafts, gear mechanisms, belts, and chains. Examples of the transmission member may include an engagement device that selectively transmits the rotation and the driving force, such as a friction engagement device and a meshing type engagement device. However, when the term "drivingly coupled" is used for a rotating component of a planetary gear mechanism, the term "drivingly coupled" refers to a state in which the planetary gear mechanism is drivingly coupled without another rotating component. In the present specification, the term "rotate integrally" refers to integrally rotating whether separable or non-separable. That is, a plurality of members that integrally rotate may be integrally formed from the same member, or may be implemented by separate members and integrated by welding, spline connection, or the like. Further, in the present specification, "overlapping in a specific direction view" relating to an arrangement of two elements means that when a virtual straight line parallel to a visual line direction is moved in directions each orthogonal to the virtual straight line, there is at least a part of a region in which the virtual straight line intersects with both of the two elements.

The output member is drivingly coupled to a pair of wheels (W1, W2). The pair of wheels includes a first wheel W1 and a second wheel W2, the first wheel W1 is drivingly coupled to the first drive shaft DS1, and the second wheel W2 is drivingly coupled to the second drive shaft DS2. In the present embodiment, a pair of side gears (15a, 15b), which are output gears of the differential gear mechanism <NUM>, include the first side gear 15a and the second side gear 15b. The first side gear 15a is drivingly coupled to the first drive shaft DS1 via the coupling shaft <NUM>, and the second side gear 15b is drivingly coupled to the second drive shaft DS2. For example, the first side gear 15a and the coupling shaft <NUM> are coupled by spline connection, and the second side gear 15b and the second drive shaft DS2 are also coupled by spline connection. Coupling portions thereof are the spline engagement portions 15d.

In the following description, the direction along the rotation axis center X1 of the rotor <NUM> is referred to as the "axial direction L" as described above. Further, one side in the axial direction L is referred to as the "axial direction first side L1", and the other side in the axial direction L is referred to as an "axial direction second side L2". In the present embodiment, the rotating electrical machine MG, the speed reducer <NUM>, and the differential gear mechanism <NUM> are disposed coaxially in this order from the axial direction second side L2 toward the axial direction first side L1. The vehicle driving device <NUM> of the present embodiment has a single-shaft configuration. A shaft on which the rotating electrical machine MG, the speed reducer <NUM>, and the differential gear mechanism <NUM> having the rotation axis center X1 as a shaft center are disposed is a rotation shaft of the vehicle driving device <NUM>, and is a rotation shaft of the rotating electrical machine MG, the speed reducer <NUM>, and the differential gear mechanism <NUM>. A direction orthogonal to the rotation axis center X1 of the rotor <NUM> is referred to as a "radial direction". In the radial direction, a side of the rotation axis center X1 of the rotor <NUM> is referred to as a "radial direction inner side", and an opposite side thereof is referred to as a "radial direction outer side". A direction along a vertical direction in a vehicle mounted state in which the vehicle driving device <NUM> is mounted on the vehicle <NUM> is referred to as an "up-down direction Z", an upper side is referred to as an "upper side Z1 in the up-down direction Z", and a lower side is referred to as a "lower side Z2 in the up-down direction Z". When the vehicle driving device <NUM> is mounted horizontally on the vehicle <NUM>, one direction in the radial direction coincides with the up-down direction Z. Further, a direction orthogonal to the axial direction L and the up-down direction Z is referred to as a "front-rear direction H", one side in the front-rear direction H is referred to as a "front-rear direction first side H1", and the other side is referred to as a "front-rear direction second side H2". In the present embodiment, the front-rear direction first side H1 is a front side of the vehicle <NUM>, and the front-rear direction second side H2 is a rear side. Further, a direction orthogonal to the front-rear direction H of a vehicle body <NUM> as viewed in the up-down direction is referred to as a width direction. In the present embodiment, the "width direction" and the axial direction L of the vehicle <NUM> are parallel to each other, and may not be parallel to each other.

The rotating electrical machine MG functions as a driving force source for the wheels (W1, W2). As illustrated in <FIG>, the rotating electrical machine MG includes a stator <NUM> and the rotor <NUM> coupled to a rotor shaft <NUM> to rotate integrally with the rotor shaft <NUM>. The rotating electrical machine MG is an inner rotor type rotating electrical machine. The rotating electrical machine MG includes the rotor <NUM> rotatably disposed toward the radial direction inner side with respect to the stator <NUM>. The rotor <NUM> includes a rotor core 12a and a permanent magnet (not illustrated) fixed to the rotor core 12a. The rotor shaft <NUM> is formed in a cylindrical shape coaxial with the rotor core 12a, and a sun gear SG of the planetary gear mechanism constituting the speed reducer <NUM> is disposed on an outer peripheral side of the rotor shaft <NUM> on the axial direction first side L1 to rotate integrally with the rotor shaft <NUM>. As to be described later, the sun gear SG is an input element of the speed reducer <NUM>. In the illustrated example, the rotating electrical machine MG is a rotating field type rotating electrical machine.

The stator <NUM> includes a cylindrical stator core 11a and a coil wound around the stator core 11a. The coil includes a coil end portion 11b protruding outward in the axial direction L from the stator core 11a. A shaft center of the stator core 11a is the same shaft center as the rotation axis center X1 of the rotor <NUM>. In the present embodiment, the shaft center of the stator core 11a is the same shaft center as the rotation axis center X1 of a differential case 15c to be described later. In the present embodiment, the stator <NUM> is fixed to the case <NUM>.

As illustrated in <FIG>, the speed reducer <NUM> includes the input element that rotates integrally with the rotor shaft <NUM>, a fixed element that is fixed to the case <NUM>, an output element that rotates integrally with a differential input element (differential case 15c), and the planetary gear mechanism that includes the planetary gear. The planetary gear mechanism is a composite planetary gear mechanism including one sun gear SG, two ring gears (first ring gear RG1 and second ring gear RG2), two planetary gears (first planetary gear PG1 and second planetary gear PG2) that integrally rotate, and a carrier CR that rotatably supports the two planetary gears. In the present embodiment, the first planetary gear PG1 is formed to have a diameter smaller than that of the second planetary gear PG2.

The sun gear SG rotates integrally with the rotor <NUM> and the rotor shaft <NUM>. The second ring gear RG2 is fixed to the case <NUM>. The first ring gear RG1 is disposed on the axial direction first side L1 with respect to the second ring gear RG2 and is coupled to the differential case 15c to rotate integrally with the differential case 15c. The second planetary gear PG2 meshes with the sun gear SG and the second ring gear RG2, and the first planetary gear PG1 rotates integrally with the second planetary gear PG2 and meshes with the first ring gear RG1. In the present embodiment, the sun gear SG is the input element, the second ring gear RG2 is the fixed element, and the first ring gear RG1 is the output element. The carrier CR is not coupled to any rotating component or fixed element.

The differential gear mechanism <NUM> is a bevel gear type differential gear mechanism and includes pinions 15p and side gears (15a, 15b) which are bevel gears. The pinion 15p is supported by the differential case 15c and is rotatably supported by a pinion shaft <NUM> extending along the radial direction. The pinion shaft <NUM> rotates integrally with the differential case 15c, and the pinion 15p can rotate (spin) around the pinion shaft <NUM> and can rotate (revolve) around the rotation axis center X1 of the differential case 15c. A plurality of pinion shafts <NUM> are arranged in a radial shape (for example, a cross shape) around the rotation axis center X1 of the differential case 15c, and the pinions 15p are attached to the plurality of pinion shafts <NUM>, respectively. The differential case 15c accommodates the pinions 15p, the side gears (15a, 15b), and the pinion shafts <NUM> therein.

The side gears (15a, 15b) include the first side gear 15a and the second side gear 15b and are arranged in a pair spaced apart from each other in the axial direction L. The first side gear 15a and the second side gear 15b mesh with the plurality of pinions 15p, respectively, and are arranged to rotate around the rotation axis center X1 of the differential case 15c. As illustrated in <FIG>, the first side gear 15a is coupled to the coupling shaft <NUM> which extends along the axial direction L through the speed reducer <NUM> and the radial direction inner side of the hollow cylindrical rotor shaft <NUM>. The coupling shaft <NUM> is coupled to the first drive shaft DS1, which is drivingly coupled to the first wheel W1 which is a wheel on the axial direction second side L2, to rotate integrally with the first drive shaft DS1. Therefore, the first side gear 15a is drivingly coupled to the first wheel W1 via the coupling shaft <NUM>. The second side gear 15b is coupled to the second drive shaft DS2, which is drivingly coupled to the second wheel W2 which is a wheel on the axial direction first side L1, to rotate integrally with the second drive shaft DS2.

The first drive shaft DS1, the second drive shaft DS2, the coupling shaft <NUM>, the first side gear 15a, and the second side gear 15b that are drivingly coupled to the wheels (W1, W2) and rotate integrally with the wheels can all be referred to as rotary members corresponding to the output member. The first side gear 15a and the second side gear 15b form the differential gear mechanism <NUM> and may be referred to as the output members. Each of the first side gear 15a and the second side gear 15b includes a gear portion that meshes with the pinion 15p and a spline engagement portion 15d coupled to the coupling shaft <NUM> or the second drive shaft DS2. When considered functionally, the gear portion corresponds to the rotary member included in the differential gear mechanism <NUM>, and the spline engagement portion 15d corresponds to the output member.

<FIG> is a schematic exploded perspective view of the vehicle driving device <NUM>. The vehicle driving device <NUM> includes the "inverter module INV" for driving and controlling the rotating electrical machine MG. The inverter module INV is a circuit module that drives and controls the rotating electrical machine MG.

The vehicle driving device <NUM> includes a first case portion <NUM> in which the rotating electrical machine MG and the power transmission mechanism GT are accommodated. The first case portion <NUM> includes a first side wall portion <NUM> extending in the up-down direction Z and surrounding a first accommodation chamber E1 in which the rotating electrical machine MG and the power transmission mechanism GT are accommodated as viewed in the up-down direction in an on-vehicle state.

The vehicle driving device <NUM> includes a second case portion <NUM> in which at least one of the inverter module INV and the power source module PWR (to be described later) is accommodated. The second case portion <NUM> includes a second side wall portion <NUM> extending in the up-down direction Z and surrounding a second accommodation chamber E2 in which at least one of the inverter module INV and the power source module PWR is accommodated when viewed in the up-down direction in the on-vehicle state. The second case portion <NUM> is disposed on the upper side Z1 with respect to the first case portion <NUM> in the on-vehicle state.

In the present embodiment, the second case portion <NUM> includes a first opening portion 20a of the second accommodation chamber E2 opened toward the upper side Z1. The second case portion <NUM> further includes a first cover portion <NUM> that covers the first opening portion 20a. The inverter module INV and the power source module PWR are accommodated in the second accommodation chamber E2.

In the present embodiment, the case <NUM> is integrally formed to include the first accommodation chamber E1, the second accommodation chamber E2, and a partition wall <NUM> that partitions the first accommodation chamber E1 and the second accommodation chamber E2. That is, in the present embodiment, an aspect is described in which the first case portion <NUM>, the second case portion <NUM>, and the partition wall <NUM> are integrally formed by the same member. However, a structure of the case <NUM> is not limited thereto. For example, an aspect may be used in which the first case portion <NUM> and the second case portion <NUM> are integrally formed with the case <NUM> not including the partition wall <NUM>. For example, an aspect may be used in which the first case portion <NUM> and the second case portion <NUM> are formed by separate members and integrated by a fastening member such as a bolt, welding, or the like with the case <NUM> not including the partition wall <NUM>. When the first case portion <NUM> and the second case portion <NUM> are formed by separate members, a wall of at least one of the members is present at a boundary between the first case portion <NUM> and the second case portion <NUM>. When the case <NUM> is integrated by combining separate members, one or both of the walls in the boundary may be considered as the partition wall <NUM>.

In the present embodiment, the first case portion <NUM> is formed in a cylindrical shape with both sides in the axial direction L opened and includes the cylindrical first side wall portion <NUM>. The first side wall portion <NUM> surrounds the power transmission mechanism GT from the radial direction outer side and corresponds to a portion surrounding the first accommodation chamber E1 of the case <NUM>. An opening portion formed on the axial direction second side L2 is a second opening portion 20b, and an opening portion formed on the axial direction first side L1 is a third opening portion 20c. The second opening portion 20b is closed by a second cover portion <NUM>, and the third opening portion 20c is closed by a third cover portion <NUM>. The second cover portion <NUM> and the third cover portion <NUM> are formed with through holes through which the drive shafts (first drive shaft DS1, second drive shaft DS2) pass, respectively.

In the present embodiment, the first accommodation chamber E1 and the second accommodation chamber E2 are arranged to be aligned in the up-down direction Z. The inverter module INV is disposed on the upper side Z1 with respect to the rotating electrical machine MG and at a position overlapping the rotating electrical machine MG as viewed in the up-down direction along the up-down direction Z. The power source module PWR (to be described later) is disposed adjacent to the inverter module INV on the axial direction first side L1. As illustrated in <FIG>, the power source module PWR is disposed on the upper side Z1 with respect to the power transmission mechanism GT and at a position overlapping the power transmission mechanism GT when viewed in the up-down direction along the up-down direction Z.

The case <NUM> includes a case main body <NUM> that is an accommodation member serving as a core of the first accommodation chamber E1 and the second accommodation chamber E2. The case main body <NUM> includes the first case portion <NUM> and the second case portion <NUM>. The case main body <NUM> includes the partition wall <NUM> that partitions the first accommodation chamber E1 and the second accommodation chamber E2.

Here, a state in which the vehicle driving device <NUM> is mounted on the vehicle body <NUM> (see <FIG>) of the vehicle <NUM> is referred to as an "on-vehicle state". In the present embodiment, the second accommodation chamber E2 is disposed at a position overlapping the rotating electrical machine MG and the power transmission mechanism GT accommodated in the first case portion <NUM> as viewed in the up-down direction in the on-vehicle state.

<FIG> is an exploded perspective view illustrating an example of the vehicle driving device <NUM>. <FIG> is an exploded perspective view of the vehicle driving device <NUM> of <FIG> as viewed from another direction. <FIG> is a perspective view illustrating an example of the vehicle driving device <NUM>. <FIG> is a perspective view of the vehicle driving device <NUM> of <FIG> as viewed from another direction. <FIG> is an enlarged perspective view of the first case portion <NUM> as viewed from the lower side Z2 and is a perspective view illustrating an auxiliary mount bracket <NUM>.

The vehicle driving device <NUM> includes mount members <NUM> coupled to the vehicle body <NUM> in the on-vehicle state. The mount member <NUM> includes a mount bush <NUM> and a mount bracket <NUM> to be described later. In the examples illustrated in <FIG> and <FIG>, a boss portion 27b is provided on each of a pair of outer surfaces facing opposite sides with the second accommodation chamber E2 sandwiched therebetween in the second side wall portion <NUM>. The mount bracket <NUM> is attached to each of the pair of boss portions 27b. In the present embodiment, the mount bracket <NUM> is fastened to the boss portion 27b by bolts. The vehicle driving device <NUM> includes an auxiliary mount member <NUM> to be described later. The auxiliary mount member <NUM> includes an auxiliary mount bush <NUM> and the auxiliary mount bracket <NUM> to be described later.

<FIG> is a control block diagram of the vehicle driving device <NUM>. The vehicle driving device <NUM> includes the "power source module PWR". The power source module PWR includes a voltage conversion circuit (converter <NUM>) that is electrically connected to an on-vehicle battery B2 and performs voltage conversion of the on-vehicle battery B2, and at least one of a charging circuit (charging power supply circuit <NUM>) that is electrically connected to the on-vehicle battery B2 and charges the on-vehicle battery B2 from an external power source <NUM> and a power supply circuit (charging power supply circuit <NUM>) that is electrically connected to the on-vehicle battery B2 and supplies power from the on-vehicle battery B2 to an outside. In the present embodiment, an aspect is described in which the charging power supply circuit <NUM> having a bidirectional function of charging the on-vehicle battery B2 and supplying the power from the on-vehicle battery B2 is provided. That is, the charging power supply circuit <NUM> has functions of a "charging circuit" and a "power supply circuit". In the present embodiment, a high-voltage circuit unit including the inverter module INV and the power source module PWR is formed.

As illustrated in <FIG>, the rotating electrical machine MG is electrically connected, via an inverter circuit <NUM>, to the on-vehicle battery B2 which is a DC power supply implemented by a power storage device such as a secondary battery or a capacitor. The rotating electrical machine MG has a function as a motor (electric motor) that receives electric power supplied from the on-vehicle battery B2 and generates power and a function as a generator (electric generator) that receives power supplied from the wheels (W1, W2) and generates electric power.

The rotating electrical machine MG generates the driving force by running with the electric power stored in the on-vehicle battery B2 and generates the electric power by the driving force transmitted from a side of the pair of wheels (W1, W2) to charge the on-vehicle battery B2. The on-vehicle battery B2 is a high-voltage DC power supply having a rated voltage of about <NUM> volts to <NUM> volts. Since the on-vehicle battery B2 supplies the electric power to the rotating electrical machine MG serving as the driving force source of the wheels, the electric power capacity is large, and the physical size is large. For example, the on-vehicle battery B2 is disposed under a floor of a cabin <NUM> (see <FIG>) of the vehicle <NUM> to ensure a space of the cabin <NUM> and the like.

In the present embodiment, the on-vehicle battery B2 is not only charged by the electric power generated by the rotating electrical machine MG, but also can be charged by the electric power supplied from the external power source <NUM> such as an alternating current commercial power source having a rated voltage of about <NUM> volts to <NUM> volts. Therefore, the on-vehicle battery B2 can be connected to the external power source <NUM> via the charging power supply circuit <NUM>. In addition, a charging power supply control unit <NUM> is provided to control the charging power supply circuit <NUM>.

In recent years, it has been proposed to use the on-vehicle battery B2 of an electric vehicle or a hybrid vehicle as an emergency power source at the time of a disaster or the like. The charging power supply circuit <NUM> has the function of the power supply circuit in addition to the function of the charging circuit such that the on-vehicle battery B2 can be used as the emergency power source. Of course, when the use of such an on-vehicle battery B2 is not taken into consideration, the charging power supply circuit <NUM> may have only the function of the charging circuit.

In the present embodiment, the on-vehicle battery B2 also supplies the electric power to a low-voltage direct current power source B1 having a rated voltage of about <NUM> volts to <NUM> volts. The low-voltage direct current power source B1 serves as an electric power source for supplementary machines such as a headlight, a power window, a power steering, an on-vehicle air conditioner, and an electric oil pump of the vehicle <NUM>, and serves as an electric power source for various control devices in the vehicle <NUM>. In the related art, in the general vehicle <NUM>, the low-voltage direct current power source B1 is charged by electric power generated by an alternator interlocked with a driving force source (for example, an internal combustion engine) of the vehicle <NUM>. However, in the present embodiment, the low-voltage direct current power source B1 is charged by the electric power from the on-vehicle battery B2 (high-voltage DC power source) having a voltage higher than that of the low-voltage direct current power source B1 and having a large amount of stored power. Accordingly, the alternator may not be mounted, and the power loss of the driving force source (in the case of the present embodiment, the rotating electrical machine MG) of the vehicle <NUM> accompanying the driving of the alternator can be reduced.

As described above, to charge the low-voltage direct current power source B1 with the electric power of the on-vehicle battery B2, the converter <NUM> (voltage conversion circuit) that performs the voltage conversion of the on-vehicle battery B2 is provided. As described above, since the rated voltage of the on-vehicle battery B2 is higher than the rated voltage of the low-voltage direct current power source B1, the converter <NUM> is implemented by, for example, a step-down DC/DC converter. The DC/DC converter includes non-insulating types such as chopper types and charge pump types, and insulating types using a transformer. When a circuit to which the electric power is supplied from the on-vehicle battery B2 and a circuit to which the electric power is supplied from the low-voltage direct current power source B1 are preferably electrically insulated from each other, the converter <NUM> may be an insulating type. The DC/DC converter of an insulating type includes a switching element, and the converter <NUM> is controlled by a converter control unit <NUM>.

The vehicle <NUM> may include an AC power socket (alternating current power socket) for supplying the electric power to a general household electric appliance or the like. Such an AC power socket can output an alternating current having a rated voltage of <NUM> volts to <NUM> volts. The alternating current power supplied from the AC power socket is generated from the on-vehicle battery B2 using an inverter (not illustrated). Such an inverter also corresponds to the voltage conversion circuit, and when the inverter is provided, the inverter and an inverter control unit that controls the inverter can also be included in the power source module PWR.

As described above, the power source module PWR includes the converter <NUM> (voltage conversion circuit) that is electrically connected to the on-vehicle battery B2 and performs the voltage conversion of the on-vehicle battery B2, and at least one of the charging circuit for charging the on-vehicle battery B2 from the external power source <NUM> and the power supply circuit for supplying power from the on-vehicle battery B2 to the outside. In the present embodiment, the charging power supply control unit <NUM> and the converter control unit <NUM> are also included in the power source module PWR.

In the example illustrated in <FIG>, the rotating electrical machine MG is driven and controlled by a rotating electrical machine control unit <NUM> based on a target torque of the rotating electrical machine MG set according to a command from a vehicle control device <NUM> which is a host control device. The rotating electrical machine control unit <NUM> performs switching control of the inverter circuit <NUM> implemented by a plurality of switching elements to cause the inverter circuit <NUM> to convert the electric power between a direct current and a multiple-phase (three phases in the present embodiment) alternating current. An operating voltage of the rotating electrical machine control unit <NUM> is about <NUM> volts to <NUM> volts, an input and output voltage of the inverter circuit <NUM> is about <NUM> volts to <NUM> volts, and a voltage of a switching control signal of the switching elements implementing the inverter circuit <NUM> is about <NUM> volts to <NUM> volts. Therefore, a driver <NUM> that amplifies the voltage of the switching control signal output from the rotating electrical machine control unit <NUM> and increases the driving force to provide the increased driving force to the inverter circuit <NUM> is provided between the rotating electrical machine control unit <NUM> and the inverter circuit <NUM>.

The inverter circuit <NUM> includes the plurality of switching elements. The inverter circuit <NUM> includes a plurality of sets (here, three sets) of arms for one alternating current phase implemented by a series circuit of an upper stage side switching element on a positive electrode side and a lower stage side switching element on a negative electrode side of a direct current. Each switching element is provided with a freewheel diode with a direction from the negative electrode toward the positive electrode (a direction from the lower stage side toward the upper stage side) as a forward direction. As the switching element, a power semiconductor element such as an insulated gate bipolar transistor (IGBT), a power metal oxide semiconductor field effect transistor (MOSFET), a silicon carbide-metal oxide semiconductor FET (SiC-MOSFET), a sic-static induction transistor (SiC-SIT), and a gallium nitride-MOSFET (GaN-MOSFET) is suitably applied. In the present embodiment, the inverter circuit <NUM> is implemented as a power module in which the switching elements are integrated together with freewheel diodes.

The inverter module INV includes at least the switching elements implementing the inverter circuit <NUM>. In the present embodiment, the inverter module INV further includes the rotating electrical machine control unit <NUM> and the driver <NUM>. That is, in the present embodiment, the inverter module INV is implemented including the rotating electrical machine control unit <NUM>, the driver <NUM>, and the inverter circuit <NUM>.

The rotating electrical machine control unit <NUM> performs current feedback control and controls the rotating electrical machine MG via the inverter circuit <NUM> based on a rotation position of the rotor <NUM> (magnetic pole position of permanent magnet), a rotation speed of the rotor <NUM>, and a current flowing through a stator coil of each phrase of the three phases. The rotation position of the rotor <NUM> is detected by a rotation sensor S1 such as a resolver or an inductive position sensor. The current flowing through the stator coil is detected by a current sensor S2. For example, the current sensor S2 is suitably a non-contact type current sensor provided near a power line such as a bus bar connecting the inverter circuit <NUM> and the stator coil of the rotating electrical machine MG.

The power source module PWR includes at least the converter <NUM> (voltage conversion circuit) and the charging power supply circuit <NUM>. In the present embodiment, the converter <NUM> and the charging power supply circuit <NUM> are implemented using a common substrate. In the present embodiment, the power source module PWR includes the converter <NUM>, the converter control unit <NUM>, the charging power supply circuit <NUM>, and the charging power supply control unit <NUM>.

In the present embodiment, on a direct current side of the inverter circuit <NUM>, that is, between the inverter circuit <NUM> and the on-vehicle battery B2, a direct current link capacitor <NUM> (smoothing capacitor) that smoothes the voltage on the direct current side of the inverter circuit <NUM> is provided. The inverter module INV may include the direct current link capacitor <NUM>. The inverter module INV may further include a control substrate ECU to be described later.

In the present embodiment, the rotating electrical machine control unit <NUM> included in the inverter module INV and the converter control unit <NUM> and the charging power supply control unit <NUM> included in the power source module PWR are formed on the same single substrate to implement the control substrate ECU. The control substrate ECU can also be referred to as an integrated control substrate in which functions of a plurality of control units are integrated.

The driver <NUM> is disposed on the upper side Z1 in the up-down direction Z of the inverter circuit <NUM>. The control substrate ECU is disposed across the rotating electrical machine control unit <NUM>, the converter control unit <NUM>, and the charging power supply control unit <NUM>. Generally, the control substrate ECU is disposed such that the inverter circuit <NUM>, the driver <NUM>, and the rotating electrical machine control unit <NUM> overlap, the converter <NUM> and the converter control unit <NUM> overlap, and the charging power supply circuit <NUM> and the charging power supply control unit <NUM> overlap as viewed in the up-down direction. In the present embodiment, as illustrated in <FIG>, the power source module PWR is disposed adjacent to the inverter module INV on the axial direction first side L1. The control substrate ECU is disposed across the rotating electrical machine control unit <NUM>, the converter control unit <NUM>, and the charging power supply control unit <NUM> along the axial direction L. As illustrated in <FIG>, the control substrate ECU is disposed between the inverter circuit <NUM> (switching elements) and the refrigerant circuit module <NUM> to be described later in the up-down direction Z.

As illustrated in <FIG> and <FIG>, the first case portion <NUM> is provided with connectors <NUM> for electrically connecting a cable (not illustrated) disposed outside the case <NUM> to the inverter module INV, the power source module PWR, or the control substrate ECU. In the illustrated example, the connector <NUM> is disposed in a through hole formed in a wall portion of the second side wall portion <NUM> of the first case portion <NUM> on the front-rear direction second side H2. The plurality of connectors <NUM> (specifically, five connectors <NUM>) are arranged to be aligned along the axial direction L. The connector <NUM> is connected to, for example, a cable for transmitting a control signal to the control substrate ECU, a cable for supplying the electric power to the control substrate ECU, a cable for supplying the electric power to the inverter circuit <NUM>, and a cable for supplying the electric power to the charging power supply circuit <NUM>.

<FIG> is a perspective view illustrating an example of arrangements of the control substrate ECU, the inverter module INV, the power source module PWR, and a cooling unit <NUM>. When the rotating electrical machine MG is driven, a large current flows through the switching elements implementing the inverter circuit <NUM>, and the switching elements generate heat. Therefore, a heat generation amount of the inverter circuit <NUM> including the plurality of switching elements is large. The inverter circuit <NUM> is cooled by the cooling unit <NUM> to be described later.

The vehicle driving device <NUM> includes the cooling unit <NUM> that performs heat exchange between the inverter module INV and a coolant Q1. The cooling in the cooling unit <NUM> includes an aspect of direct heat exchange between a cooling target site and the coolant Q1 and an aspect of heat exchange with the coolant Q1 via a heat transfer medium such as an oil OL or a heat sink. In the present embodiment, a cooling unit first surface 68a, which is an upper surface of the cooling unit <NUM> in contact with the cooling target site, is cooled by the heat exchange with the coolant Q1 flowing in the cooling unit <NUM>. Examples of the "coolant Q1" include antifreeze, water, and oils. The coolant Q1 corresponds to a "first refrigerant". The cooling unit <NUM> corresponds to a "first heat exchanger".

As illustrated in <FIG>, in the present embodiment, the inverter circuit <NUM> (switching elements), the direct current link capacitor <NUM>, the converter <NUM>, and the charging power supply circuit <NUM> are attached to the cooling unit first surface 68a, which is the upper surface of the cooling unit <NUM>. The direct current link capacitor <NUM> that smoothes a direct current voltage causing pulsation generates heat by an input and output of the current. The converter <NUM> includes the switching elements, and the switching elements also generate heat by the flowing current during the switching operation. The charging power supply circuit <NUM> also generates heat because a current is supplied from the external power source <NUM> to charge the on-vehicle battery B2. The cooling unit <NUM> includes a part of a coolant path <NUM> to be described later. These heat generation members are appropriately cooled by being attached to the cooling unit first surface 68a. The inverter circuit <NUM> has the largest heat generation amount and reaches the highest temperature.

As illustrated in <FIG>, in the present embodiment, the power source module PWR is attached to a cooling unit second surface 68b, which is a lower surface of the cooling unit <NUM>. The inverter module INV may be attached to the cooling unit second surface 68b. That is, the power source module PWR or the inverter module INV may be attached to both the cooling unit first surface 68a and the cooling unit second surface 68b. In the illustrated example, the cooling unit <NUM> is provided such that the coolant Q1 flows from an inverter module INV side to a power source module PWR side. The cooling unit <NUM> may be provided such that the coolant Q1 flows from the power source module PWR side to the inverter module INV side.

When the converter <NUM> and the charging power supply circuit <NUM> included in the power source module PWR are both of a transformer type, it is suitable to share a transformer component that tends to be large in size. Similarly to the direct current link capacitor <NUM>, the transformer is also a component that is relatively resistant to heat. Therefore, it is suitable that the transformer is disposed on the lower side Z2 with respect to the cooling unit <NUM> and at a position overlapping the power transmission mechanism GT as viewed in the up-down direction. By effectively utilizing the space on the lower side Z2 with respect to the cooling unit <NUM> in this way, it is easy to downsize the entire vehicle driving device <NUM>. In the examples illustrated in <FIG> and <FIG>, capacitors <NUM> included in the power source module PWR are disposed on the upper side Z1 with respect to the cooling unit <NUM>. A transformer <NUM> included in the power source module PWR is disposed on the lower side Z2 with respect to the cooling unit <NUM>.

<FIG> is a diagram schematically illustrating an oil path <NUM> and the coolant path <NUM>. The vehicle driving device <NUM> includes the coolant path <NUM> through which the coolant Q1 flows. In the present embodiment, the coolant path <NUM> is a liquid path of the coolant Q1 provided in the case <NUM>. The coolant path <NUM> corresponds to a "first refrigerant circuit" through which the coolant Q1 circulates.

The coolant path <NUM> is provided with an oil cooler <NUM> that performs heat exchange between the coolant Q1 and the oil OL. The coolant path <NUM> is provided with a first refrigerant pump <NUM>. The coolant path <NUM> is provided with a radiator <NUM> that performs heat exchange between the coolant Q1 and the outside air. The coolant path <NUM> is provided with a condenser <NUM> to be described later. In the illustrated example, the first refrigerant pump <NUM> is disposed upstream of the oil cooler <NUM>, but may be disposed downstream of the oil cooler <NUM>. In the illustrated example, the first refrigerant pump <NUM> is disposed downstream of the radiator <NUM> in the coolant path <NUM>, but may be disposed upstream of the radiator <NUM>. In the illustrated example, the cooling unit <NUM> is provided upstream of the oil cooler <NUM>. The oil cooler <NUM> corresponds to a "second heat exchanger".

The vehicle driving device <NUM> includes a third refrigerant circuit <NUM> through which a third refrigerant Q3 circulates. The condenser <NUM> is connected to the third refrigerant circuit <NUM>. In the condenser <NUM>, heat exchange between the third refrigerant Q3 and the coolant Q1 is performed. The third refrigerant circuit <NUM> includes a third refrigerant first path 40a including a flow path of the third refrigerant Q3 from the condenser <NUM> to an evaporator <NUM>, a third refrigerant second path 40b including a flow path of the third refrigerant Q3 from a compressor <NUM> to the condenser <NUM>, and a third refrigerant third path 40c including a flow path of the third refrigerant Q3 including a chiller <NUM>. For example, the third refrigerant Q3 flowing through the third refrigerant first path 40a is lower in temperature than the third refrigerant second path 40b and the third refrigerant third path 40c. For example, the third refrigerant Q3 flowing through the third refrigerant third path 40c is lower in temperature than the third refrigerant second path 40b. In the present embodiment, the third refrigerant Q3 is a refrigerant for an on-vehicle air conditioner. In the present embodiment, the condenser <NUM> is a water-cooled condenser. The condenser <NUM> corresponds to a "third heat exchanger".

A part of the flow paths implementing the third refrigerant circuit <NUM> may be formed by using the first cover portion <NUM> (see <FIG>) of the case <NUM>. For example, control valves V (a first valve V1, a second valve V2, a third valve V3, and a fourth valve V4) that control a flow rate or the flow path of the third refrigerant Q3 in the third refrigerant circuit <NUM> are attached to a first cover first surface 23a of the first cover portion <NUM>. Further, for example, an accumulator <NUM>, the condenser <NUM>, and the chiller <NUM> are attached to a first cover second surface 23b of the first cover portion <NUM>.

As illustrated in <FIG>, the vehicle driving device <NUM> includes the refrigerant circuit module <NUM>. The refrigerant circuit module <NUM> implements at least a part of the third refrigerant circuit <NUM>. In the present embodiment, the refrigerant circuit module <NUM> is implemented by the third refrigerant circuit <NUM> and the control valves V formed in the first cover portion <NUM>. As illustrated in <FIG>, the refrigerant circuit module <NUM> is disposed on the upper side Z1 in the up-down direction Z with respect to the inverter module INV and the power source module PWR and at a position overlapping the inverter module INV and the power source module PWR as viewed in the up-down direction. As illustrated in <FIG>, the refrigerant circuit module <NUM> is integrally fixed to the case <NUM>.

Here, a portion of the first cover portion <NUM> in which the third refrigerant circuit <NUM> is formed is referred to as a refrigerant manifold <NUM>. The refrigerant manifold <NUM> is provided with the condenser <NUM> (see <FIG>) for cooling the third refrigerant Q3 by the heat exchange with the coolant Q1 as a functional component implementing the third refrigerant circuit <NUM>.

The refrigerant circuit module <NUM> includes the refrigerant manifold <NUM> implementing the flow path of the third refrigerant Q3 in the third refrigerant circuit <NUM> and the control valves V attached to the refrigerant manifold <NUM>. It is sufficient that the refrigerant circuit module <NUM> implements at least a part of the third refrigerant circuit <NUM> in which the third refrigerant Q3 circulates, and in addition to the refrigerant manifold <NUM>, the refrigerant circuit module <NUM> may also include the accumulator <NUM>, the condenser <NUM>, and the chiller <NUM> as well as the control valves V.

In the examples illustrated in <FIG>, the refrigerant manifold <NUM> is provided with connection portions <NUM> of pipes for connecting the refrigerant manifold <NUM> and functional components that are not integrated with the vehicle driving device <NUM>, such as the evaporator <NUM> and a cabin capacitor <NUM>. Preferably, similarly to the control valves V, the connection portions <NUM> are suitably formed on the first cover first surface 23a.

As illustrated in <FIG>, the third refrigerant circuit <NUM> is formed with a path (third refrigerant first path 40a) from the condenser <NUM> to the accumulator <NUM> via the first valve V1 through the evaporator <NUM> and a path (third refrigerant second path 40b) from the condenser <NUM> to the accumulator <NUM> via the second valve V2 and then returning to the condenser <NUM> via the compressor <NUM>, the cabin capacitor <NUM>, and the third valve V3.

The evaporator <NUM> is a functional component serving as a core of cooling, and vaporizes the third refrigerant Q3 to remove heat from the surroundings and release cold air into a vehicle interior. The accumulator <NUM> separates a liquid from the third refrigerant Q3 in which a gas and the liquid are mixed, and supplies only the gas (third refrigerant gas) to the compressor <NUM>. The compressor <NUM> compresses the third refrigerant gas having a relatively low temperature and a relatively low pressure to a high temperature and a high pressure. The cabin capacitor <NUM> is a heat source for heating by a heat pump system and releases the heat condensed by the compressor <NUM> into the vehicle interior. The third refrigerant Q3 leaving the cabin capacitor <NUM> flows to the condenser <NUM> via the third valve V3 which is an expansion valve.

The compressor <NUM>, the cabin capacitor <NUM>, and the evaporator <NUM> described above are included in a cabin air conditioning unit that adjusts the temperature and the amount of air during cooling and heating in the on-vehicle air conditioner and selects a blowout port.

In the present embodiment, the on-vehicle battery B2 is cooled by heat exchange between a battery heat sink <NUM> and the second refrigerant Q2, and the second refrigerant Q2 whose temperature is increased is cooled by heat exchange with the third refrigerant Q3 at the chiller <NUM>. Therefore, the third refrigerant third path 40c is formed as a path through which the third refrigerant Q3 passes from the condenser <NUM> to the accumulator <NUM> via the fourth valve V4 and the chiller <NUM>.

A second refrigerant circuit <NUM> in which the second refrigerant Q2 leaving the chiller <NUM> returns to the chiller <NUM> via the battery heat sink <NUM> and a second refrigerant pump <NUM> is connected to the chiller <NUM>. The chiller <NUM> performs heat exchange between the second refrigerant Q2 and the third refrigerant Q3. For example, the second refrigerant Q2 whose temperature is increased by the heat exchange with the battery heat sink <NUM> is cooled by the chiller <NUM>. Since the second refrigerant circuit <NUM> for cooling the on-vehicle battery B2 and the third refrigerant third path 40c for cooling the second refrigerant Q2 flowing through the second refrigerant circuit <NUM> are provided, a restriction of input and output currents to the on-vehicle battery B2 is easily alleviated even when the current flowing through the on-vehicle battery B2 increases and the temperature of the on-vehicle battery B2 rises, for example, at the time of rapid charging or high-speed traveling. Examples of the "second refrigerant Q2" include antifreeze, water, and oils. The chiller <NUM> corresponds to a "fourth heat exchanger".

The coolant path <NUM> is provided with an on-vehicle device <NUM> that uses the heat of the coolant Q1. In the present embodiment, examples of the on-vehicle device <NUM> include a heat exchanger for a cabin heater and a heat exchanger for warming an electronic device such as the low-voltage direct current power source B1 and the on-vehicle battery B2 during cold weather or the like. The chiller <NUM>, the battery heat sink <NUM>, and the like may be connected to the coolant path <NUM> to use the heat of the coolant Q1, and the condenser <NUM> may use the heat of the coolant Q1. In such a case, the condenser <NUM>, the chiller <NUM>, and the battery heat sink <NUM> function as the on-vehicle device <NUM> that uses the heat of the coolant Q1.

In the present embodiment, the coolant path <NUM> is provided with a switching valve V8 that causes the coolant Q1 to flow to either the radiator <NUM> or the on-vehicle device <NUM>. When it is necessary to cool the coolant Q1, for example, when there is no need to use the heat of the coolant Q1 by the on-vehicle device <NUM>, the coolant Q1 flows into the radiator <NUM> by the switching valve V8. However, when there is no need to cool the coolant Q1 during cold weather or the like, when the heat of the coolant Q1 is used by the on-vehicle device <NUM>, the coolant Q1 flows into the on-vehicle device <NUM> by the switching valve V8 without passing through the radiator <NUM>.

The vehicle driving device <NUM> includes the oil path <NUM> through which the oil OL flows. In the present embodiment, the oil path <NUM> is an oil path provided in the case <NUM>. In the vehicle driving device <NUM>, the rotating electrical machine MG and the power transmission mechanism GT are often lubricated or cooled by the oil OL, and the vehicle driving device <NUM> of the present embodiment is also lubricated by the oil OL accommodated in the second accommodation chamber E2. For example, the oil OL accumulated in an oil reservoir formed on the lower side Z2 of the case <NUM> is scooped up by an oil pump OP or a gear of the power transmission mechanism GT to be supplied to a lubrication target portion, such as a bearing of each gear, and a cooling target portion, such as a bearing of the rotor shaft <NUM> and the coil end portion 11b.

The oil path <NUM> includes the first accommodation chamber E1. The oil path <NUM> includes a flow path formed in a wall of the case <NUM> or a rotary shaft of the rotary member and a flow path formed by a pipe disposed in the case <NUM>. In the illustrated example, the oil path <NUM> has a path in which the oil OL is branched and supplied to the rotating electrical machine MG or the power transmission mechanism GT, and may have, for example, a path in which the oil OL supplied to the rotating electrical machine MG is supplied to the power transmission mechanism GT. A path in which the oil OL supplied to the power transmission mechanism GT is supplied to the rotating electrical machine MG may be used. Examples of the "oil OL" include an automatic transmission fluid (ATF) and a gear oil.

<FIG> is an example of the vehicle body <NUM> included in the vehicle <NUM>. Examples of a structure of the vehicle body <NUM> include a ladder frame structure and a monocoque structure in which a frame member and a body are integrally formed. In the present embodiment, the vehicle body <NUM> is a frame that supports each part of the vehicle <NUM>, and may be a monocoque body, a ladder frame, or a subframe.

The vehicle driving device <NUM> includes the mount member <NUM> coupled to a frame member <NUM> implementing the vehicle body <NUM> in the on-vehicle state. The case <NUM> is hung on the frame member <NUM> via the mount member <NUM> in the on-vehicle state. In the present embodiment, the vehicle driving device <NUM> includes a pair of the mount members <NUM>. The pair of mount members <NUM> are spaced apart from each other in the width direction (axial direction L). Examples of the frame member <NUM> include side members that are left and right side members of the vehicle body <NUM>, a cross member that couples the left and right side members, a cross member of a ladder frame, a floor portion of a monocoque body, a cross member of a floor portion, a cross member on a vehicle front side, and a cross members on a vehicle rear side.

Returning to <FIG>, the vehicle driving device <NUM> includes the mount bracket <NUM> that is coupled to the vehicle body <NUM> of the vehicle <NUM> in the on-vehicle state. In the present embodiment, the vehicle driving device <NUM> includes a pair of the mount brackets <NUM>. The pair of mount brackets <NUM> are disposed at positions not overlapping the second accommodation chamber E2 as viewed in the up-down direction in the on-vehicle state. The mount bracket <NUM> is attached to the second case portion <NUM>. In the present embodiment, the pair of mount members <NUM> each include the mount bush <NUM> and the mount bracket <NUM>. The mount bracket <NUM> is fixed to the second case portion <NUM>.

In the present embodiment, the mount member <NUM> includes the mount bush <NUM> disposed between the frame member <NUM> and the mount bracket <NUM>. The pair of mount brackets <NUM> are coupled to a cross member. Here, the "cross member" is the frame member <NUM> extending in the width direction (axial direction L) in the vehicle body <NUM>.

The vehicle driving device <NUM> includes the auxiliary mount bracket <NUM> disposed on the lower side Z2 with respect to the pair of mount brackets <NUM> and coupled to the vehicle body <NUM> in the on-vehicle state. The auxiliary mount bracket <NUM> is attached to the first case portion <NUM>. In the present embodiment, the auxiliary mount bracket <NUM> is coupled to the cross member (frame member <NUM>) extending in the width direction (axial direction L) in the vehicle body <NUM>.

The vehicle driving device <NUM> includes the auxiliary mount member <NUM> coupled to the frame member <NUM> implementing the vehicle body <NUM> in the on-vehicle state. The auxiliary mount member <NUM> includes the auxiliary mount bush <NUM> disposed between the frame member <NUM> and the auxiliary mount bracket <NUM>. The mount bush <NUM> and the auxiliary mount bush <NUM> absorb, for example, vibration from the vehicle driving device <NUM> to the cabin and an impact from a road surface to the vehicle driving device <NUM>.

One end portion of the auxiliary mount bracket <NUM> is attached to the first case portion <NUM>, and the other end portion of the auxiliary mount bracket <NUM> is coupled to the vehicle body <NUM>. The auxiliary mount bracket <NUM> is formed such that a straight line connecting one end portion and the other end portion intersects a straight line connecting the pair of mount brackets <NUM> as viewed in the up-down direction. In the present embodiment, the auxiliary mount bush <NUM> is attached to the other end portion of the auxiliary mount bracket <NUM>. Further, the auxiliary mount bracket <NUM> is formed such that the straight line connecting one end portion and the other end portion is along the front-rear direction H.

In the present embodiment, the auxiliary mount bracket <NUM> is swingably attached around a predetermined axis center. In the example illustrated in <FIG>, one end portion of the auxiliary mount brackets <NUM> is attached to the first case portion <NUM> while being sandwiched in the up-down direction Z between the first case portion <NUM> and an attachment member <NUM> attached to the first case portion <NUM>. One end portion of the auxiliary mount bracket <NUM> is swingably attached to the first case portion <NUM> around an axis center X2 along the up-down direction Z. The attachment member <NUM> is fixed to the first case portion <NUM>.

In the present embodiment described above, the vehicle driving device <NUM> includes the first case portion <NUM> in which the rotating electrical machine MG and the power transmission mechanism GT are accommodated, the second case portion <NUM> in which at least one of the inverter module INV and the power source module PWR is accommodated, and the mount bracket <NUM> coupled to the vehicle body <NUM> of the vehicle <NUM> in the on-vehicle state which is a state of being mounted on the vehicle <NUM>. In the on-vehicle state, the second case portion <NUM> is disposed on the upper side Z1 with respect to the first case portion <NUM>, and the mount bracket <NUM> is attached to the second case portion <NUM>.

According to the vehicle driving device <NUM> described above, since the mount bracket <NUM> is attached to the second case portion <NUM> disposed on the upper side Z1 with respect to the first case portion <NUM> in the on-vehicle state, the dimension of the mount bracket <NUM> in the up-down direction Z is easily reduced even when the vehicle driving device <NUM> is attached to a portion of the vehicle body <NUM> disposed on the upper side Z1 with respect to the rotating electrical machine MG and the power transmission mechanism GT. Therefore, it is easy to reduce the size and weight of the mount bracket <NUM> while ensuring the strength of the mount bracket <NUM>. Even when the output member is disposed at a position close to the rotating electrical machine MG and the power transmission mechanism GT and there is no sufficient space for the mount bracket <NUM> on both sides of the first case portion <NUM> in the axial direction L, it is easy to ensure a space in which necessary strength for the mount bracket <NUM> is obtained by attaching the mount bracket <NUM> to the second case portion <NUM>.

In the present embodiment, the second case portion <NUM> includes a side wall portion (second side wall portion <NUM>) extending in the up-down direction Z and surrounding an accommodation chamber (second accommodation chamber E2) in which the inverter module INV and the power source module PWR are accommodated as viewed in the up-down direction in the on-vehicle state, the boss portion 27b is provided on each of a pair of outer surfaces facing opposite sides with the accommodation chamber (second accommodation chamber E2) sandwiched therebetween in the side wall portion (second side wall portion <NUM>), and the mount bracket <NUM> is attached to each of the pair of boss portions 27b.

According to the vehicle driving device <NUM> described above, the mount bracket <NUM> can be appropriately attached to the second case portion <NUM>. Further, since the pair of mount brackets <NUM> are disposed on opposite sides with the accommodation chamber (the second accommodation chamber E2) sandwiched therebetween, it is easy to ensure a wide support interval by the pair of mount brackets <NUM>. Therefore, it is easy to stabilize the support of the vehicle driving device <NUM>.

In the present embodiment, the vehicle driving device <NUM> includes a pair of the mount brackets <NUM>, the second case portion <NUM> includes the accommodation chamber (second accommodation chamber E2) in which the inverter module INV and the power source module PWR are accommodated, an opening portion (first opening portion 20a) of the accommodation chamber (second accommodation chamber E2) that is opened toward the upper side Z1, and a cover portion (first cover portion <NUM>) that covers the opening portion (first opening portion 20a), and as viewed in the up-down direction in the on-vehicle state, the accommodation chamber (second accommodation chamber E2) is disposed at a position overlapping with the rotating electrical machine MG and the power transmission mechanism GT which are accommodated in the first case portion <NUM>, and the pair of mount brackets <NUM> are disposed at positions not overlapping the accommodation chamber (second accommodation chamber E2).

According to the vehicle driving device <NUM> described above, since the rotating electrical machine MG and the power transmission mechanism GT having a relatively large weight are disposed at positions overlapping the accommodation chamber (second accommodation chamber E2), and the pair of mount brackets <NUM> are disposed on an outer side not overlapping the accommodation chamber (second accommodation chamber E2) as viewed in the up-down direction, the vehicle driving device <NUM> is easily supported by the pair of mount brackets <NUM>. Further, according to the present configuration, when the cover portion (first cover portion <NUM>) is removed and the assembly work of the member from the opening portion (first opening portion 20a) into the accommodation chamber (second accommodation chamber E2) and the maintenance work in the accommodation chamber (second accommodation chamber E2) are performed, the pair of mount brackets <NUM> can be prevented from becoming an obstruction. Therefore, workability in the accommodation chamber (second accommodation chamber E2) of the vehicle driving device <NUM> is easily ensured.

In the present embodiment, the vehicle driving device <NUM> includes a pair of the mount brackets <NUM>, and further includes the auxiliary mount bracket <NUM> disposed on the lower side Z2 with respect to the pair of mount brackets <NUM> and coupled to the vehicle body <NUM> in the on-vehicle state, in which the auxiliary mount bracket <NUM> is attached to the first case portion <NUM>, and with a direction orthogonal to a traveling direction of the vehicle <NUM> as a width direction (axial direction L) as viewed in the up-down direction, the pair of mount brackets <NUM> are attached to a cross member (frame member <NUM>) extending in the width direction (axial direction L) of the vehicle body <NUM>.

According to the vehicle driving device <NUM> described above, since the vehicle driving device <NUM> can be supported by the vehicle body <NUM> at two points at the upper portion and at least one point at the lower portion, it is easy to stabilize the support of the vehicle driving device <NUM>.

Next, other embodiments of the vehicle driving device <NUM> will be described.

Claim 1:
A vehicle driving device (<NUM>) comprising:
a rotating electrical machine (MG);
an output member configured to be drivingly coupled to a wheel (W1, W2);
a power transmission mechanism (GT) configured to transmit a driving force between the rotating electrical machine (MG) and the output member;
an inverter module (INV) configured to drive and control the rotating electrical machine;
a power source module (PWR) including at least one of a voltage conversion circuit (<NUM>) electrically connected to an on-vehicle battery (B2) and configured to perform voltage conversion of the on-vehicle battery (B2), a charging circuit (<NUM>) configured to charge the on-vehicle battery (B2) from an external power source (<NUM>), and a power supply circuit (<NUM>) configured to supply power from the on-vehicle battery (B2) to an outside;
a first case portion (<NUM>) in which the rotating electrical machine (MG) and the power transmission mechanism (GT) are accommodated;
a second case portion (<NUM>) in which at least one of the inverter module (INV) and the power source module (PWR) are accommodated; and
a mount bracket (<NUM>) configured to be coupled to a vehicle body (<NUM>) of a vehicle (<NUM>) in an on-vehicle state that is a state of being mounted on the vehicle (<NUM>), wherein
in the on-vehicle state, the second case portion (<NUM>) is disposed on an upper side (Z1) with respect to the first case portion (<NUM>), characterized in that
the mount bracket (<NUM>) is attached to the second case portion (<NUM>).