Patent Description:
There is well-known an electric vehicle that includes: a drive wheel; an engine; an electric motor; a power transmission device configured to transmit a power of the electric motor to the drive wheel; a driving battery; and an electric-power control device configured to control an electric power transferred between the driving battery and the electric motor. A hybrid electric vehicle disclosed in <CIT> is an example of such an electric vehicle. In the hybrid electric vehicle disclosed in the Japanese Patent Application Publication, the engine, a driving apparatus and the electric-power control device are disposed within an engine compartment, wherein the driving apparatus includes the electric motor and the power transmission device, such that the engine and the driving apparatus are connected to each other and are located adjacent to each other in a width direction of the vehicle, and such that the electric-power control device is fixed onto an upper surface of the driving apparatus. <CIT> describes an example hybrid vehicle, and <CIT> describes an example electric vehicle.

By the way, there is also well-known an electric vehicle provided with a charger configured to charge a driving battery with an electric power supplied from an external power supply. In such an electric vehicle, it might be possible to dispose the charger within the engine compartment. However, where the engine, the driving apparatus and the electric-power control device are disposed within the engine compartment, they require a large space thereby causing a risk that the charger could not be disposed within the engine compartment.

The present invention was made in view of the background art described above. It is therefore an object of the present invention to provide an electric vehicle in which a charger can be disposed together with an engine, a driving apparatus and an electric-power control device within an engine compartment.

The object indicated above is achieved according to the following aspects of the present invention.

According to a first aspect of the invention, there is provided an electric vehicle including: (a) a drive wheel; (b) an intake device provided upstream of an intake pipe of the engine (in a direction of air flow in the intake pipe); (c) an electric motor; (d) a power transmission device configured to transmit a power of the electric motor to the drive wheel; (e) a driving battery; (f) an electric-power control device configured to control an electric power transferred between the driving battery and the electric motor; and (g) a charger configured to charge the driving battery with the electric power supplied from an external power supply. The electric motor and the power transmission device constitute at least a part of a driving apparatus. The driving apparatus and the electric-power control device constitute a mechanical-electrical integrated unit which is housed in a single casing and which is located in a position adjacent to the engine. The charger is located on an upper side of the mechanical-electrical integrated unit in a vertical direction of the electric vehicle. The intake pipe is located on the upper side of the mechanical-electrical integrated unit in the vertical direction and is connected to an intake manifold attached to a main body of the engine.

According to a second aspect of the invention, in the electric vehicle according to the first aspect of the invention, the engine includes a supercharger, wherein the intake pipe includes a portion which is located downstream of the intake device (in the direction of the air flow in the intake pipe) and upstream of the supercharger (in the direction of the air flow in the intake pipe), and wherein the portion of the intake pipe is located on the upper side of the mechanical-electrical integrated unit in the vertical direction.

According to a third aspect of the invention, in the electric vehicle according to the first aspect of the invention, the intake pipe is located on an upper side of the charger in the vertical direction.

According to a fourth aspect of the invention, in the electric vehicle according to the third aspect of the invention, the engine includes a supercharger, wherein the intake pipe includes a portion which is located downstream of the intake device and upstream of the supercharger, and wherein the portion of the intake pipe is located on an upper side of the charger in the vertical direction.

According to a fifth aspect of the invention, in the electric vehicle according to any one of the first through fourth aspects of the invention, the intake device is located on one of opposite sides of the charger which is remote from the engine in a width direction of the electric vehicle.

According to a sixth aspect of the invention, in the electric vehicle according to any one of the first through fifth aspects of the invention, the intake device is located on a front side of the charger in a longitudinal direction of the electric vehicle.

According to a seventh aspect of the invention, in the electric vehicle according to any one of the first through sixth aspects of the invention, the electric-power control device is located on an upper side of the driving apparatus in the vertical direction, wherein a lower portion of the electric-power control device in the vertical direction and an upper portion of the driving apparatus in the vertical direction are located in respective positions overlapping with each other as seen in a horizontal direction of the electric vehicle.

In the electric vehicle according to the first aspect of the invention, the driving apparatus, which includes the electric motor and the power transmission device, and the electric-power control device constitute the mechanical-electrical integrated unit which is housed in the single casing (i. e, same casing) and which is located in the position adjacent to the engine. Thus, a space is created on the upper side of the mechanical-electrical integrated unit within an engine compartment in the vertical direction. When being installed in the electric vehicle, the charger and the intake pipe are located on the upper side of the mechanical-electrical integrated unit in the vertical direction. That is, the charger and the intake pipe can be located in the space that is created on the upper side of the mechanical-electrical integrated unit within the engine compartment. Therefore, the charger, together with the engine, driving apparatus and electric-power control device, can be located within the engine compartment.

In the electric vehicle according to the second aspect of the invention, the portion of the intake pipe, which is located downstream of the intake device and upstream of the supercharger of the engine, is located on the upper side of the mechanical-electrical integrated unit in the vertical direction. Therefore, the charger, together with the engine (including the supercharger), driving apparatus and electric-power control device, can be located within the engine compartment.

In the electric vehicle according to the third aspect of the invention, the intake pipe is located on the upper side of the charger in the vertical direction. That is, the charger and the intake pipe can be appropriately located in the space created on the upper side of the mechanical-electrical integrated unit within the engine compartment.

In the electric vehicle according to the fourth aspect of the invention, the portion of the intake pipe, which is located downstream of the intake device and upstream of the supercharger, is located on the upper side of the charger in the vertical direction. Thus, the charger, together with the engine (including the supercharger), driving apparatus and electric-power control device, can be appropriately located within the engine compartment.

In the electric vehicle according to the fifth aspect of the invention, the intake device is located on one of the opposite sides of the charger which is remote from the engine in the width direction of the electric vehicle. Thus, in the event of a side collision of the electric vehicle in the width direction, the intake device is first deformed whereby the charger can be protected from a collision load in the width direction.

In the electric vehicle according to the sixth aspect of the invention, the intake device is located on the front side of the charger in the longitudinal direction of the electric vehicle. Thus, in the event of a frontal collision of the electric vehicle, the intake device is first deformed whereby the charger can be protected from a collision load from front of the electric vehicle.

In the electric vehicle according to the seventh aspect of the invention, the electric-power control device is located on the upper side of the driving apparatus in the vertical direction, and the lower portion of the electric-power control device in the vertical direction and the upper portion of the driving apparatus in the vertical direction are located in the respective positions overlapping with each other as seen in the horizontal direction of the electric vehicle. Owing to these arrangements, it is possible to appropriately reduce a dimension of the mechanical-electrical integrated unit in the vertical direction, so that a space is created on the upper side of the mechanical-electrical integrated unit within the engine compartment.

Hereinafter, there will be described preferred embodiments in detail with reference to the accompanying drawings.

<FIG> is a view schematically showing a construction of an electric vehicle <NUM> to which the present invention is applied. As shown in <FIG>, the electric vehicle <NUM> (hereinafter simply referred to as "vehicle <NUM>") is a hybrid electric vehicle including an engine <NUM> that functions as a power source and a second electric motor MG2 as an electric motor that functions as another power source. The vehicle <NUM> further includes drive wheels <NUM>, a power transmission device <NUM> and a first electric motor MG1.

<FIG> is a view schematically showing a construction of the engine <NUM> that is a known internal combustion engine including a supercharger <NUM>, i.e., a known engine with the supercharger <NUM>. An intake system of the engine <NUM> is provided with an intake pipe <NUM>. The intake pipe <NUM> is connected to an intake manifold <NUM> that is attached to an engine main body 12a. An exhaust system of the engine <NUM> is provided with an exhaust pipe <NUM>. The exhaust pipe <NUM> is connected to an exhaust manifold <NUM> that is attached to the engine main body 12a. The "intake pipe" is synonymous with "intake duct", while the "exhaust pipe" is synonymous with "exhaust duct".

The supercharger <NUM> is a known exhaust-turbine type supercharger, i.e., a turbo charger, which includes a compressor 18c provided in the intake pipe <NUM> and a turbine 18t provided in the exhaust pipe <NUM>. The turbine 18t is to be rotationally driven by an exhaust gas, i.e., exhaust flow. The compressor 18c is connected to the turbine 18t, so as to be rotationally driven by the turbine 18t, for compressing an intake, i.e., air taken into the engine <NUM>.

The exhaust pipe <NUM> is provided with an exhaust bypass <NUM> in parallel to bypass the turbine 18t and cause an exhaust to flow from an upstream side of the turbine 18t to a downstream side of the turbine 18t. The exhaust bypass <NUM> is provided with a waste gate valve <NUM> for continuously controlling a ratio between the exhaust passing through the turbine 18t and the exhaust passing through the exhaust bypass <NUM>.

An intake device <NUM> is provided upstream of the intake pipe <NUM>, particularly, upstream of the supercharger <NUM> (compressor 18c), namely, at an inlet of the intake pipe <NUM>. The intake device <NUM> includes a resonator <NUM> and an air cleaner <NUM>. The resonator <NUM> is provided upstream of the air cleaner <NUM>. An electronic throttle valve <NUM> is provided in a portion of the intake pipe <NUM>, which is downstream of the compressor 18c and upstream of the intake manifold <NUM>. In the present embodiment, a portion of the intake pipe <NUM> which is located downstream of the intake device <NUM> (for example, the air cleaner <NUM>) and upstream of the supercharger <NUM>, will be referred to as a pre-supercharger intake pipe 20bc. Further, in the present embodiment, a portion of the intake pipe <NUM> which is located downstream of the supercharger <NUM> and upstream of the intake manifold <NUM>, will be referred to as a post-supercharger intake pipe 20ac.

Referring back to <FIG>, each of the first and second electric motors MG1, MG2 is a so-called "motor generator" that is a known rotary electric machine having a function serving as a motor configured to generate a mechanical power from an electric power and a function serving as a generator configured to generate the electric power from the mechanical power. The first and second electric motors MG1, MG2 are disposed within a casing <NUM> as a non-rotary member that is unrotatably attached to a body of the vehicle <NUM>.

The power transmission device <NUM> is disposed in a power transmission path between the engine <NUM> and the drive wheels <NUM> and in a power transmission path between the second electric motor MG2 and the drive wheels <NUM>. The power transmission device <NUM> includes a damper <NUM>, an input shaft <NUM>, a transmission portion <NUM>, a composite gear <NUM>, a driven gear <NUM>, a driven shaft <NUM>, a final gear <NUM>, a differential gear device <NUM> and a reduction gear <NUM> that are disposed within the casing <NUM>. The input shaft <NUM> functions as an input rotary member of the transmission portion <NUM>, and is connected to a crankshaft 12b of the engine <NUM> through the damper <NUM>, for example. The transmission portion <NUM> is connected to the input shaft <NUM>. The composite gear <NUM> is an output-side rotary body of the transmission portion <NUM>. The composite gear <NUM> includes a drive gear 48a that is provided in a portion of an outer circumferential surface of the composite gear <NUM>. The drive gear 48a is an output rotary member of the transmission portion <NUM>. The driven gear <NUM> meshes with the drive gear 48a. The driven gear <NUM> and the final gear <NUM> are fixed on the driven shaft <NUM>, so as to be unrotatable relative to each other. The final gear <NUM> has a diameter smaller than a diameter of the driven gear <NUM>, and meshes with a differential ring gear 56a of the differential gear device <NUM>. The reduction gear <NUM> has a diameter smaller than the diameter of the driven gear <NUM>, and meshes with the driven gear <NUM>. The second electric motor MG2 includes a rotor shaft connected to the reduction gear <NUM>, so as to be connected to the reduction gear <NUM> in a power transmittable manner. The power transmission device <NUM> further includes a pair of drive shafts <NUM> connected to the differential gear device <NUM>.

The power transmission device <NUM>, which is constructed as described above, is advantageously used in a vehicle of FF (front engine and front drive) system or RR (rear engine and rear drive) system. The power transmission device <NUM> is configured to transmit a power outputted from the engine <NUM>, to the driven gear <NUM> through the transmission portion <NUM>, and is configured to transmit a power outputted from the second electric motor MG2, to the driven gear <NUM> through the reduction gear <NUM>. The power transmission device <NUM> is then configured to transmit the power transmitted to the driven gear <NUM>, to the drive wheels <NUM> sequentially through the driven shaft <NUM>, final gear <NUM>, differential gear device <NUM> and drive shafts <NUM>, for example. The driven gear <NUM>, driven shaft <NUM> and final gear <NUM> constitute a transmission unit configured to transmit the power of the second electric motor MG2 to the differential gear device <NUM> and to transmit the power transmitted from the drive gear 48a, to the differential gear device <NUM>. The differential gear device <NUM> is a device configured to distribute the power transmitted through the driven gear <NUM>, driven shaft <NUM> and final gear <NUM>, to the drive wheels <NUM>.

The power transmission device <NUM> has four axes, i.e., a first axis CL1, a second axis CL2, a third axis CL3 and a fourth axis CL4 that are parallel to one another. The first axis CL1 is an axis of the input shaft <NUM> and also an axis of the rotor shaft of the first electric motor MG1. That is, the first axis CL1 is a rotational axis of the first electric motor MG1. The transmission portion <NUM> and the first electric motor MG1 are disposed around the first axis CL1. That is, the drive gear 48a of the transmission portion <NUM> is coaxial with the first electric motor MG1. The second axis CL2 is an axis of the driven shaft <NUM>. The driven gear <NUM> and the final gear <NUM> are disposed around the second axis CL2. That is, the second axis CL2 is a rotational axis of each of the driven gear <NUM>, driven shaft <NUM> and final gear <NUM>. The third axis CL3 is an axis of the rotor shaft of the second electric motor MG2. That is, the third axis CL3 is a rotational axis of the second electric motor MG2. The second electric motor MG2 and the reduction gear <NUM> are disposed around the third axis CL3. The fourth axis CL4 is an axis of each of the drive shafts <NUM> and also an axis of the differential gear device <NUM>. That is, the fourth axis CL4 is a rotational axis of the differential gear device <NUM>. The differential gear device <NUM> is disposed around the fourth axis CL4.

The transmission portion <NUM> includes the first electric motor MG1 and a differential mechanism <NUM>. The differential mechanism <NUM> is constituted by a known planetary gear device of single pinion type, and includes a sun gear S, a carrier CA and a ring gear R. The sun gear S is connected to the rotor shaft of the first electric motor MG1, so that the first electric motor MG1 is connected to the sun gear S in a power transmittable manner. The carrier CA is connected to the input shaft <NUM>, so that the engine <NUM> is connected to the carrier CA through the input shaft <NUM>, for example, in a power transmittable manner. The ring gear R is provided in a part of an inner circumferential surface of the composite gear <NUM>, so as to be connected integrally with the drive gear 48a.

The differential mechanism <NUM>, to which the engine <NUM> is connected in a power transmittable manner, is configured to produce a differential action. The first electric motor MG1 is a differential electric motor connected to the differential mechanism <NUM> in a power transmittable manner. The differential mechanism <NUM> is a power split mechanism configured to mechanically split the power of the engine <NUM>, which is inputted to the carrier CA, into the first electric motor MG1 and the drive gear 48a. The transmission portion <NUM> is a known electric transmission mechanism in which a differential state of the differential mechanism <NUM> is controlled with an operation state of the first electric motor MG1 being controlled.

<FIG> is a view showing an example of an electrical configuration related to controls of the first and second electric motors MG1, MG2. As shown in <FIG>, the vehicle <NUM> further includes a high-voltage battery <NUM>, an AC charger <NUM>, an in-vehicle charging cable <NUM>, a charging inlet <NUM>, an auxiliary battery <NUM> and an electric-power control unit <NUM>.

The high-voltage battery <NUM> is a DC power source that is chargeable and dischargeable, and is a secondary battery constituted by a nickel-hydrogen battery or a lithium-ion battery, for example. The high-voltage battery <NUM> is connected to the electric-power control unit <NUM> and also to the AC charger <NUM>. The AC charger <NUM> is connected to the charging inlet <NUM> through the in-vehicle charging cable <NUM>. The charging inlet <NUM> is attached to a body of the vehicle <NUM>, so as to be connectable to a charging connector <NUM> of an external charging cable <NUM> connected to an external power supply <NUM> for the vehicle <NUM>. The charging inlet <NUM> is a terminal that is to be connected to the charging connector <NUM> such that the electric power supplied from the external power supply <NUM> is to be inputted to the charging inlet <NUM>. The charging inlet <NUM> is a charging port that is to be connected to the external power supply <NUM>.

The AC charger <NUM> is a charger configured to charge the high-voltage battery <NUM> with the electric power supplied from the external power supply <NUM>. The AC charger <NUM> converts an alternating current of the electric power supplied from the external power supply <NUM> into a direct current, increases a voltage of the supplied electric power to the same level of a voltage of the high-voltage battery <NUM>, and charges the high-voltage battery <NUM>.

The stored electric power is supplied from the high-voltage battery <NUM> to, for example, the second electric motor MG2 through the electric-power control unit <NUM>. In addition, the high-voltage battery <NUM> is supplied with the electric power generated by a power generation control of the first electric motor MG1 and the electric power regenerated by a regeneration control of the second electric motor MG2 through the electric-power control unit <NUM>. Also, when the charging connector <NUM> connected to the external power supply <NUM> is connected to the charging inlet <NUM>, the electric power is supplied from the external power supply <NUM> to the high-voltage battery <NUM> through the AC charger <NUM>, for example. The vehicle <NUM> is a so-called "plug-in hybrid vehicle" that can charge the high-voltage battery <NUM> with the electric power supplied from the external power supply <NUM>. The high-voltage battery <NUM> corresponds to "driving battery" recited in the appended claims.

The electric-power control unit <NUM> includes a DCDC converter <NUM>, a boost converter <NUM>, an inverter <NUM> and an electric-motor control device <NUM>. The electric-power control unit <NUM> is an electric-power control device configured to control the electric power transferred between the high-voltage battery <NUM> and each of the first and second electric motors MG1, MG2.

The DCDC converter <NUM> is connected to the high-voltage battery <NUM>. The DCDC converter <NUM> functions as a charging device configured to charge the auxiliary battery <NUM> by reducing a voltage of the high-voltage battery <NUM> to a voltage equivalent to that of the auxiliary battery <NUM>. The auxiliary battery <NUM> is configured to supply the electric power to operate auxiliary devices provided in the vehicle <NUM>. The auxiliary battery <NUM> is configured to supply the electric power to operate the electric-motor control device <NUM> and an electronic control device that is provided in the vehicle <NUM>.

The boost converter <NUM> includes reactors and switching elements (not shown). The boost converter <NUM> is a voltage boosting/dropping circuit having a function of increasing the voltage of the high-voltage battery <NUM> and supplying the increased voltage to the inverter <NUM> and also a function of reducing the voltage converted to DC by the inverter <NUM> and supplying the converted voltage to the high-voltage battery <NUM>.

The inverter <NUM> includes an MG1 power module <NUM> and an MG2 power module <NUM>, each of which includes switching elements (not shown). The inverter <NUM> is configured to convert the direct current supplied from the boost converter <NUM>, into the alternating current for driving the first and second electric motors MG1, MG2, and is configured to converts the alternating current generated by the first electric motor MG1 using the power of engine <NUM> and generated by the second electric motor MG2 using a regenerative brake, into the direct current. Further, the inverter <NUM> is configured to supply the alternating current generated by the first electric motor MG1 as a drive power for the second electric motor MG2, depending on a driving condition of the vehicle <NUM>.

The electric-motor control device <NUM> is configured to control the boost converter <NUM> and the inverter <NUM>. For example, the electric-motor control device <NUM> converts the direct current supplied from the high-voltage battery <NUM>, into the alternating current for driving the first and second electric motors MG1, MG2. The electric-motor control device <NUM> drives the first electric motor MG1, for thereby obtaining the electric power required to supply the electric power to the second electric motor MG2 and to charge the high-voltage battery <NUM>. The electric-motor control device <NUM> drives the second electric motor MG2, based on an output request value that is dependent on a torque required by a driver of the vehicle <NUM>. The electric-motor control device <NUM> causes the second electric motor MG2 to function as the generator, depending on a required regenerative braking amount.

<FIG> is a view schematically showing a construction of a hybrid drive unit <NUM>. As shown in <FIG>, the hybrid drive unit <NUM> is constituted by a transaxle <NUM> and the electric-power control unit <NUM> that are housed in the same casing <NUM>. The hybrid drive unit <NUM> is a mechanical-electrical integrated unit, i.e., a unit in which the transaxle <NUM> and the electric-power control unit <NUM> are integrated to each other.

The casing <NUM> includes a main body 40a and a cover plate 40b. The main body 40a has a bottom wall and a side wall that extends from an outer periphery of the bottom wall upwardly in a vertical direction, and opens upwardly in the vertical direction. The cover plate 40b is a plate member provided to cover the opening of the main body 40a. The main body 40a has a partition wall (not shown) by which an interior of the main body 40a is sectioned into two spaces consisting of a vertically lower space A and a vertically upper space B. It is noted that "VERTICAL DIRECTION", "LONGITUDINAL DIRECTION" and "WIDTH DIRECTION" in <FIG>, <FIG> and <FIG> indicate a vertical direction, a longitudinal direction and a width direction of the vehicle <NUM>, respectively.

The transaxle <NUM> is a driving apparatus that includes the power transmission device <NUM> (including the drive gear 48a, driven gear <NUM>, final gear <NUM>, differential ring gear 56a and reduction gear <NUM>, for example) and the first and second electric motors MG1, MG2. The transaxle <NUM> is housed in the vertically lower space A of the main body 40a of the casing <NUM>, when being installed in the vehicle <NUM>.

The electric-power control unit <NUM> is housed in the vertically upper space B of the main body 40a of the casing <NUM>, when being installed in the vehicle <NUM>. The vertically upper space B includes a surplus space B1 created by arrangement of the first and second electric motors MG1, MG2, and a space B2 located on an upper side of the second electric motor MG2 in the vertical direction of the vehicle <NUM>. The surplus space B1 has a shorter length in the longitudinal direction of the vehicle <NUM> than the space B2.

<FIG> is a view showing, by way of examples, positions of respective components of the transaxle <NUM>. As shown in <FIG>, when the transaxle <NUM> is installed in the vehicle <NUM>, the first, second, third and fourth axes CL1, CL2, CL3, CL4 are parallel to a horizontal direction perpendicular to the longitudinal direction of the vehicle <NUM>. Further, when the transaxle <NUM> is installed in the vehicle <NUM>, the first, second, third and fourth axes CL1, CL2, CL3, CL4 are located in respective positions, such that the second electric motor MG2, driven shaft <NUM>, first electric motor MG1 and differential gear device <NUM> are arranged in this order of description from top to bottom in the vertical direction of the vehicle <NUM>, and such that the first electric motor MG1, driven shaft <NUM>, differential gear device <NUM> and second electric motor MG2 are arranged in this order of description from front to rear in the longitudinal direction of the vehicle <NUM>. Owing to this arrangement, distances among the first, second, third and fourth axes CL1, CL2, CL3, CL4 are appropriately ensured, and a dimension of the transaxle <NUM> in the vertical direction is reduced. Therefore, the surplus space B1 is created by the arrangement of the first and second electric motors MG1, MG2, and the space B2 is created on the upper side of the second electric motor MG2 in the vertical direction (see <FIG>). The electric-power control unit <NUM> is provided in the space B (B1+B2) consisting of the spaces B1, B2 (see <FIG>).

As shown in <FIG>, when being installed in the vehicle <NUM>, the electric-power control unit <NUM> is located on the upper side of the transaxle <NUM> in the vertical direction. Further, a lower portion of the electric-power control unit <NUM> in the vertical direction and an upper portion of the transaxle <NUM>, particularly, an upper portion of the second electric motor MG2, in the vertical direction are located in respective positions overlapping with each other as seen in the horizontal direction, particularly, as seen in the longitudinal direction. In other words, when the electric-power control unit <NUM> is installed in the vehicle <NUM>, the lower portion of the electric-power control unit <NUM> is located on an upper side of the first electric motor MG1 in the vertical direction.

The electric-power control unit <NUM> is provided in a space created by the reduction of the dimension of the transaxle <NUM> in the vertical direction, and a space is created on the upper side of the hybrid drive unit <NUM> in the vertical direction. As shown in <FIG>, when being installed in the vehicle <NUM>, the AC charger <NUM> is provided in the space created on the upper side of the hybrid drive unit <NUM>. That is, when being installed in the vehicle <NUM>, the AC charger <NUM> is located on the upper side of the hybrid drive unit <NUM> in the vertical direction.

The transaxle <NUM> and the electric-power control unit <NUM>, which cooperate with each other to constitute the hybrid drive unit <NUM>, are located in located in respective positions adjacent to each other. Therefore, it is necessary to consider position of the intake pipe <NUM>, for example, within an engine compartment <NUM> (see <FIG>).

<FIG> and <FIG> are views showing, by way of examples, positions of the intake pipe <NUM> and other components within the engine compartment <NUM>. The view of <FIG> is a side view as seen from generally a left side of the vehicle <NUM>. The view of <FIG> is a plan view as seen from an upper side of the vehicle <NUM>.

As shown in <FIG> and <FIG>, when being installed in the vehicle <NUM>, the intake pipe <NUM> is located in the space created on the upper side of the hybrid drive unit <NUM> in the vertical direction. That is, when being installed in the vehicle <NUM>, the intake pipe <NUM> is located on the upper side of the hybrid drive unit <NUM> in the vertical direction. In the vehicle <NUM>, the supercharger <NUM> is interposed in the intake pipe <NUM>, so that the supercharger <NUM> is located on a rear side of the engine main body 12a in the longitudinal direction. When the intake pipe <NUM> is installed in the vehicle <NUM>, the pre-supercharger intake pipe 20bc, which is the portion of the intake pipe <NUM> which is located downstream of the air cleaner <NUM> and upstream of the supercharger <NUM>, is located on the upper side of the hybrid drive unit <NUM> in the vertical direction.

In the vehicle <NUM>, the AC charger <NUM> is located on the upper side of the hybrid drive unit <NUM> in the vertical direction. In the event of a disaster such as a typhoon or earthquake, various falling objects may collide with the vehicle <NUM> from above. In this case, there is a risk that a large impact force could be applied to the AC charger <NUM> so as to damage the AC charger <NUM>, so that it is desirable to protect the AC charger <NUM> from the impact applied from above. In the vehicle <NUM>, the intake pipe <NUM> serves to protect the AC charger <NUM> from a collision load applied from above. To this end, when being installed in the vehicle <NUM>, the intake pipe <NUM> is located on an upper side of the AC charger <NUM> in the vertical direction. In the vehicle <NUM>, the supercharger <NUM> is interposed in the intake pipe <NUM>. Thus, when the intake pipe <NUM> is installed in the vehicle <NUM>, the above-described pre-supercharger intake pipe 20bc is located on the upper side of the AC charger <NUM> in the vertical direction. The intake pipe <NUM> passes above the AC charger <NUM> that is located on the upper side of the hybrid drive unit <NUM>. Where the supercharger <NUM> is interposed in the intake pipe <NUM>, the pre-supercharger intake pipe 20bc passes above the AC charger <NUM>.

It is desirable to protect the AC charger <NUM> from a side collision of the vehicle <NUM> in the width direction. In the vehicle <NUM>, the intake device <NUM> protects the AC charger <NUM> from the collision load in the event of the side collision of the vehicle <NUM>. To this end, the intake device <NUM> (for example, the air cleaner <NUM>) is located on one of opposite sides of the AC charger <NUM> that is remote from the engine <NUM> in the width direction of the vehicle <NUM>.

It is desirable to protect the AC charger <NUM> from a frontal collision of the vehicle <NUM> in the longitudinal direction. In the vehicle <NUM>, the intake device <NUM> protects the AC charger <NUM> from the collision load in the event of the frontal collision of the vehicle <NUM>. To this end, the intake device <NUM> (for example, the resonator <NUM>) is located on a front side of the AC charger <NUM> in the longitudinal direction of the vehicle <NUM>.

<FIG> is a view showing, by way of an example, a state in which the hybrid drive unit <NUM>, the AC charger <NUM> and other components are installed in the vehicle <NUM>. As shown in <FIG>, the hybrid drive unit <NUM> and the AC charger <NUM> are housed together with the engine <NUM>, within the engine compartment <NUM>. The engine compartment <NUM> is synonymous with an engine room in which the engine <NUM> is housed. The intake pipe <NUM> (pre-supercharger intake pipe 20bc) of the engine <NUM> is located on an upper side of the AC charger <NUM> in the vertical direction. Within the engine compartment <NUM>, the intake device <NUM> (air cleaner <NUM>) and a water pump <NUM> are also stored, for example. The high-voltage battery <NUM> is disposed on a lower side of an interior space of the vehicle <NUM> in the vertical direction.

Further, the vehicle <NUM> may include a charging inlet <NUM> provided in an outer plate 10a that defines the engine compartment <NUM>. Owing to provision of the charging inlet <NUM>, a length of the in-vehicle charging cable <NUM> can be reduced.

As described above, in the present embodiment, the transaxle <NUM> and the electric-power control unit <NUM> constitute the hybrid drive unit <NUM> which is housed in the single casing <NUM> (i. e, same casing <NUM>) and which is located in the position adjacent to the engine <NUM>. Thus, a space is created on the upper side of the hybrid drive unit <NUM> within the engine compartment <NUM> in the vertical direction. When being installed in the vehicle <NUM>, the AC charger <NUM> and the intake pipe <NUM> are located on the upper side of the hybrid drive unit <NUM> in the vertical direction. That is, the AC charger <NUM> and the intake pipe <NUM> can be located in the space that is created on the upper side of the hybrid drive unit <NUM> within the engine compartment <NUM>. Therefore, the AC charger <NUM>, together with the engine <NUM>, transaxle <NUM> and electric-power control unit <NUM>, can be located within the engine compartment <NUM>.

In the present embodiment, the pre-supercharger intake pipe 20bc is located on the upper side of the hybrid drive unit <NUM> in the vertical direction. Therefore, the AC charger <NUM>, together with the engine <NUM> (including the supercharger <NUM>), transaxle <NUM> and electric-power control unit <NUM>, can be located within the engine compartment <NUM>.

In the present embodiment, the intake pipe <NUM> is located on the upper side of the AC charger <NUM> in the vertical direction. That is, the AC charger <NUM> and the intake pipe <NUM> can be appropriately located in the space created on the upper side of the hybrid drive unit <NUM> within the engine compartment <NUM>. Further, in the event of application of an impact from above the vehicle <NUM>, the intake pipe <NUM> is first deformed whereby the AC charger <NUM> can be protected from a collision load from above the vehicle <NUM>.

In the present embodiment, the pre-supercharger intake pipe 20bc is located on the upper side of the AC charger <NUM> in the vertical direction. Thus, the AC charger <NUM>, together with the engine <NUM> (including the supercharger <NUM>), transaxle <NUM> and electric-power control unit <NUM>, can be appropriately located within the engine compartment <NUM>. Further, in the event of application of an impact from above the vehicle <NUM>, the pre-supercharger intake pipe 20bc is first deformed whereby the AC charger <NUM> can be protected from a collision load from above the vehicle <NUM>.

In the present embodiment, the intake device <NUM> is located on one of the opposite sides of the AC charger <NUM> which is remote from the engine <NUM> in the width direction of the vehicle <NUM>. Thus, in the event of a side collision of the vehicle <NUM> in the width direction, the intake device <NUM> is first deformed whereby the AC charger <NUM> can be protected from a collision load in the width direction.

In the present embodiment, the intake device <NUM> is located on the front side of the AC charger <NUM> in the longitudinal direction of the vehicle <NUM>. Thus, in the event of a frontal collision of the vehicle <NUM>, the intake device <NUM> is first deformed whereby the AC charger <NUM> can be protected from a collision load from front of the vehicle <NUM>.

In the present embodiment, the electric-power control unit <NUM> is located on the upper side of the transaxle <NUM> in the vertical direction, and the lower portion of the electric-power control unit <NUM> in the vertical direction and the upper portion of the transaxle <NUM> in the vertical direction are located in the respective positions overlapping with each other as seen in the horizontal direction of the vehicle <NUM>. Owing to these arrangements, it is possible to appropriately reduce a dimension of the hybrid drive unit <NUM> in the vertical direction, so that a space is created on the upper side of the hybrid drive unit <NUM> within the engine compartment <NUM>.

In the present embodiment, it is possible to increase a degree of freedom in a route of the intake pipe <NUM>, and to improve intake efficiency. Further, it is possible to increase a degree of freedom in design of the vehicle <NUM>, for example, by locating the intake pipe <NUM> in a low position and lowering a height of a hood that forms the engine compartment <NUM> in the vertical direction. With the AC charger <NUM> being housed within the engine compartment <NUM>, the vehicle <NUM> can have a large interior space.

There will be described other embodiments of this invention. The same reference signs as used in the above-described embodiment will be used in the following embodiments, to identify the practically corresponding elements, and descriptions thereof are not provided.

In the above-described first embodiment, the supercharger <NUM> is located on the rear side of the engine main body 12a in the longitudinal direction. In this second embodiment, the supercharger <NUM> is located on a front side of the engine main body 12a in the longitudinal direction.

<FIG> is a view showing, by way of example, positions of the intake pipe <NUM> and other components within the engine compartment <NUM>, in a case in which the supercharger <NUM> is located on the front side of the engine main body 12a. The view of <FIG> is as seen from the upper side of the vehicle <NUM> in the vertical direction, like the view of <FIG> in the above-described first embodiment. As shown in <FIG>, in the vehicle <NUM>, when being installed in the vehicle <NUM>, the intake pipe <NUM> is located on the upper side of the AC charger <NUM> in the vertical direction. That is, the intake pipe <NUM> passes above the AC charger <NUM> that is located on the upper side of the hybrid drive unit <NUM>. In the vehicle <NUM>, the air cleaner <NUM> is located on one of opposite sides of the AC charger <NUM> which is remote from the engine <NUM> in the width direction. The pre-supercharger intake pipe 20bc is located on the upper side of the AC charger <NUM> in the vertical direction, when being installed in the vehicle <NUM>.

In this second embodiment, it is possible to obtain substantially the same effects as in the above-described first embodiment. For example, in this second embodiment, too, the AC charger <NUM> together with the engine <NUM>, transaxle <NUM> and electric-power control unit <NUM> can be located within the engine compartment <NUM>.

In the above-described first embodiment, the electric vehicle is the electric vehicle <NUM> that is a hybrid electric vehicle including the engine <NUM>, first electric motor MG1 and second electric motor MG2. In this third embodiment, the electric vehicle is an electric vehicle <NUM> that is another hybrid electric vehicle other than the electric vehicle <NUM>.

<FIG> is a view schematically showing a construction of the electric vehicle <NUM> (hereinafter simply referred to as "vehicle <NUM>") of this third embodiment in which two electric motors are provided. As shown in <FIG>, the vehicle <NUM> is a series hybrid electric vehicle including the engine <NUM>, a driving electric motor MGd that is an electric motor functioning as a power source, and a power-supplying electric motor MGs that is another electric motor connected to the engine <NUM> in a power transmittable manner.

The vehicle <NUM> is different from the vehicle <NUM> of the above-described first embodiment mainly in that the transmission portion <NUM> including the first electric motor MG1 is replaced by the power-supplying electric motor MGs which is to be caused to generate the electric power by the power of the engine <NUM> and which is not connected to a power transmission path (through which the power is to be transmitted to the drive wheels <NUM>). The engine <NUM> and the power-supplying electric motor MGs are connected to each other through a drive gear <NUM> and a driven gear <NUM>, wherein the drive gear <NUM> is fixed on the input shaft <NUM> unrotatably relative to the input shaft <NUM>, and wherein the driven gear <NUM> is fixed on a rotor shaft of the power-supplying electric motor MGs unrotatably relative to the rotor shaft of the power-supplying electric motor MGs. The rotor shaft of the power-supplying electric motor MGs passes through a though-hole of a hollow rotor shaft of the driving electric motor MGd, such that the rotor shaft of the power-supplying electric motor MGs is rotatable relative to the hollow rotor shaft of the driving electric motor MGd. That is, the power-supplying electric motor MGs is disposed to be coaxial with the driving electric motor MGd.

The power-supplying electric motor MGs of the vehicle <NUM> corresponds to the first electric motor MG1 of the vehicle <NUM>. The driving electric motor MGd of the vehicle <NUM> corresponds to the second electric motor MG2 of the vehicle <NUM>. Like the vehicle <NUM>, the vehicle <NUM> further includes a high-voltage battery (not shown), an AC charger (not shown), an in-vehicle charging cable (not shown), a charging inlet (not shown), an auxiliary battery (not shown) and an electric-power control unit (not shown) that corresponds to the electric-power control device. The electric power generated by the power-supplying electric motor MGs is supplied to the second electric motor MG2 by the electric-power control unit, or used to charge the high-voltage battery by the electric-power control unit. As in the vehicle <NUM>, in the vehicle <NUM>, a transaxle (driving apparatus) <NUM> (see <FIG>) includes a power transmission device <NUM>, the power-supplying electric motor MGs and the driving electric motor MGd, such that the transaxle <NUM> and the electric-power control unit constitute a hybrid drive unit (mechanical-electrical integrated unit), and are housed in a single casing <NUM>.

<FIG> is a view showing, by way of examples, positions of respective components of the transaxle <NUM>. As shown in <FIG>, when the transaxle <NUM> is installed in the vehicle <NUM>, the second, third and fourth axes CL2, CL3, CL4 are parallel to a horizontal direction perpendicular to the longitudinal direction of the vehicle <NUM>. Further, when the transaxle <NUM> is installed in the vehicle <NUM>, the second, third and fourth axes CL2, CL3, CL4 are located in respective positions, such that the driving electric motor MGd, driven shaft <NUM> and differential gear device <NUM> are arranged in this order of description from top to bottom in the vertical direction of the vehicle <NUM>, and such that the driving electric motor MGd, differential gear device <NUM> and driven shaft <NUM> are arranged in this order of description from front to rear in the longitudinal direction of the vehicle <NUM>. Owing to this arrangement, distances among the second, third and fourth axes CL2, CL3, CL4 are appropriately ensured, and a dimension of the transaxle <NUM> in the vertical direction is reduced. Therefore, a surplus space is created by the arrangement of the driving electric motor MGd and the power-supplying electric motor MGs, and a space is created on an upper side of the driving electric motor MGd in the vertical direction. The electric-power control unit is provided in this space.

Although not shown in the drawings, when being installed in the vehicle <NUM>, the electric-power control unit is located on the upper side of the transaxle <NUM> in the vertical direction, like the electric-power control unit <NUM> of the vehicle <NUM>. Further, a lower portion of the electric-power control unit of the vehicle <NUM> in the vertical direction and an upper portion of the driving electric motor MGd in the vertical direction are located in respective positions overlapping with each other as seen in the horizontal direction, particularly, as seen in the longitudinal direction. The electric-power control unit is provided in a space created by the reduction of the dimension of the transaxle <NUM> in the vertical direction, and a space is created on the upper side of the hybrid drive unit in the vertical direction. Thus, when being installed in the vehicle <NUM>, the AC charger is located on the upper side of the hybrid drive unit in the vertical direction. Further, when being installed in the vehicle <NUM>, the intake pipe <NUM> is located on the upper side of the AC charger in the vertical direction.

In this third embodiment, it is possible to obtain substantially the same effects as in the above-described first embodiment. For example, in this third embodiment, too, the AC charger together with the engine <NUM>, transaxle <NUM> and electric-power control unit can be located within the engine compartment.

While the preferred embodiments of this invention have been described in detail by reference to the drawings, it is to be understood that the invention may be otherwise embodied.

For example, in the above-described embodiments, the engine <NUM> is an engine including the supercharger <NUM>. However, this is not essential. The present invention is applicable also to a case in which the engine <NUM> is an engine (internal-combustion engine) that is other than the engine including the supercharger <NUM>.

In the above-described first embodiment, when the transaxle <NUM> is installed in the vehicle <NUM>, the first, second, third and fourth axes CL1, CL2, CL3, CL4 are located in respective positions such that the first electric motor MG1, driven shaft <NUM>, differential gear device <NUM> and second electric motor MG2 are arranged in this order of description from front to rear in the longitudinal direction. However, this arrangement is not essential. For example, when the transaxle <NUM> is installed in the vehicle <NUM>, the first, second, third and fourth axes CL1, CL2, CL3, CL4 may be located in respective positions such that the first electric motor MG1, driven shaft <NUM>, differential gear device <NUM> and second electric motor MG2 are arranged in this order of description from rear to front in the longitudinal direction.

Claim 1:
A hybrid electric vehicle (<NUM>;<NUM>) comprising:
a drive wheel (<NUM>);
an engine (<NUM>);
an intake device (<NUM>) provided upstream of an intake pipe (<NUM>) of the engine (<NUM>);
an electric motor (MG2;MGd);
a power transmission device (<NUM>;<NUM>) configured to transmit a power of the electric motor (MG2;MGd) to the drive wheel (<NUM>);
a driving battery (<NUM>);
an electric-power control device (<NUM>) configured to control an electric power transferred between the driving battery (<NUM>) and the electric motor (MG2;MGd); and
a charger (<NUM>) configured to charge the driving battery (<NUM>) with the electric power supplied from an external power supply (<NUM>),
wherein the electric motor (MG2;MGd) and the power transmission device (<NUM>;<NUM>) constitute at least a part of a driving apparatus (<NUM>;<NUM>),
wherein the driving apparatus (<NUM>;<NUM>) and the electric-power control device (<NUM>) constitute a mechanical-electrical integrated unit (<NUM>) which is housed in a single casing (<NUM>;<NUM>) and which is located in a position adjacent to the engine (<NUM>),
wherein the charger (<NUM>) is located on an upper side of the mechanical-electrical integrated unit (<NUM>) in a vertical direction of the hybrid electric vehicle (<NUM>;<NUM>), and
wherein the intake pipe (<NUM>) is located on the upper side of the mechanical-electrical integrated unit (<NUM>) in the vertical direction and is connected to an intake manifold (<NUM>) attached to a main body (12a) of the engine (<NUM>).