JP2009142038A - Vehicle drive device - Google Patents

Abstract

Provided is a vehicle drive device that is excellent in assemblability and can be suppressed in size.
A vehicle driving device generates a driving force, and is arranged at a distance from each other, a motor generator MG1 and a motor generator MG2, a motor case that houses the motor generator MG1 and the motor generator MG2, and a motor case fixed to the motor case. PCU that controls motor generator MG1 and motor generator MG2 and a terminal block 71 connected to one end of PCU are provided. The terminal block 71 is integrally provided with an MG1 connector 72 that electrically connects the PCU 21 and the motor generator MG1, and an MG2 connector 73 that electrically connects the PCU 21 and the motor generator MG2.
[Selection] Figure 3

Description

  The present invention relates generally to a vehicle drive device, and more specifically to a vehicle drive device in which two rotating electric machines and a power control unit that controls the rotating electric machines are integrally provided.

Regarding a conventional vehicle drive device, for example, Japanese Patent Application Laid-Open No. 2007-99121 discloses a drive device for a hybrid vehicle for the purpose of integrating an inverter and reducing the size (Patent Document 1). In the drive device disclosed in Patent Document 1, motor generators MG1, MG2, a power split mechanism, and a power control unit are housed and integrated in a metal case. The power control unit includes an inverter that controls motor generator MG1 and an inverter that controls motor generator MG2. Terminal blocks for electrically connecting the inverters and motor generators MG1, MG2 are provided at one end and the other end of the case accommodating the power control unit, respectively.
JP 2007-99121 A

  In Patent Document 1 described above, the terminal block corresponding to the motor generator MG1 and the terminal block corresponding to the motor generator MG2 are provided separately at one end and the other end of the case that houses the power control unit. However, in such a configuration, the physique of the case becomes large due to the installation of the terminal block, and as a result, the drive device may be increased in size. In addition, since it is necessary to assemble terminal blocks corresponding to motor generators MG1 and MG2 respectively in the case, workability at the time of assembling the drive device is lowered.

  Accordingly, an object of the present invention is to solve the above-described problem, and to provide a vehicle drive device that is excellent in assemblability and can be suppressed in size.

  A vehicle drive device according to the present invention generates a driving force and is arranged to be spaced apart from each other, a first rotating electrical machine and a second rotating electrical machine, and a case body that houses the first rotating electrical machine and the second rotating electrical machine A power control unit fixed to the case body and controlling the first rotating electrical machine and the second rotating electrical machine, and a terminal block disposed on one end side of the power control unit. The terminal block is integrally formed with a first connector that electrically connects the power control unit and the first rotating electrical machine, and a second connector that electrically connects the power control unit and the second rotating electrical machine. Provided.

  According to the vehicle drive device configured as described above, the first connector and the second connector corresponding to the first rotating electrical machine and the second rotating electrical machine are concentrated on the terminal block, and the terminal block is connected to one end of the power control unit. By disposing on the side, the increase in the size of the vehicle drive device can be suppressed. Moreover, the assembly process of a terminal block can be simplified and the assembly property of the vehicle drive device can be improved.

  Preferably, the case body includes a wall portion that divides a first space in which the first rotating electric machine and the second rotating electric machine are accommodated and a second space in which the power control unit is accommodated. The terminal block is provided on the wall. The first connector and the second connector are disposed in the first space and include fitting portions into which the terminals of the first rotating electric machine and the second rotating electric machine are fitted, respectively. According to the vehicle drive device configured as described above, the terminals of the first rotating electrical machine and the second rotating electrical machine are fitted into the fitting portion simultaneously with the assembly of the first rotating electrical machine and the second rotating electrical machine to the case body. It becomes possible.

  Preferably, the wall portion rises from the first wall portion disposed between the second rotating electrical machine and the power control unit, and is disposed between the first rotating electrical machine and the power control unit. Second wall portion. The terminal block is provided on the second wall portion. The first connector extends from the second wall portion toward the first rotating electrical machine. The second connector bends from the second wall portion to the first wall portion side and extends toward the second rotating electrical machine. According to the vehicle drive device configured as described above, the relay member for relaying between the connector and the rotating electrical machine is unnecessary by forming the first connector and the second connector so as to extend toward each rotating electrical machine. It becomes. As a result, it is possible to improve the assemblability and reduce the number of parts.

  Preferably, the first connector and the second connector incorporate a bus bar to which a terminal is connected from the outside. The bus bar includes a buffer mechanism that allows connection by allowing positional displacement of the terminals. According to the vehicle drive device configured as described above, automation without using human hands can be easily applied to the connection between the first connector and the second connector and the terminal.

  As described above, according to the present invention, it is possible to provide a vehicle drive device that is excellent in assemblability and can be prevented from being enlarged.

  Embodiments of the present invention will be described with reference to the drawings. In the drawings referred to below, the same or corresponding members are denoted by the same reference numerals.

  FIG. 1 is a circuit diagram showing a configuration relating to motor generator control of a hybrid vehicle. A hybrid vehicle uses an internal combustion engine such as a gasoline engine or a diesel engine and a motor supplied with power from a chargeable / dischargeable secondary battery (battery) as a power source.

  Referring to FIG. 1, the hybrid vehicle includes a battery unit 40, a vehicle drive device 20, and an engine (not shown). Vehicle drive device 20 includes motor generators MG1 and MG2 that function as an electric motor and a generator, a power split mechanism 26 that distributes power between the engine and motor generators MG1 and MG2 (not shown), and control of motor generators MG1 and MG2. And a power control unit (PCU: Power Control Unit) 21.

  The battery unit 40 is provided with terminals 41 and 42. The vehicle drive device 20 is provided with DC terminals 43 and 44. A cable 6 and a cable 8 are electrically connected between the terminal 41 and the DC terminal 43 and between the terminal 42 and the DC terminal 44, respectively. The vehicle drive device 20 is provided with an MG1 connector 72 that electrically connects the PCU 21 and the motor generator MG1, and an MG2 connector 73 that electrically connects the PCU 21 and the motor generator MG2. . The MG1 connector 72 and the MG2 connector 73 are integrally provided on one terminal block, and the structure thereof will be described in detail later.

  The battery unit 40 includes a battery B, a system main relay SMR2 connected between the positive electrode of the battery B and the terminal 41, a system main relay SMR3 connected between the negative electrode of the battery B and the terminal 42, a battery A system main relay SMR1 and a limiting resistor R are connected in series between the positive electrode of B and the terminal 41. System main relays SMR1 to SMR3 are controlled to be in a conductive / nonconductive state in accordance with a control signal SE given from control device 30 described later.

  The battery unit 40 includes a voltage sensor 10 that measures a voltage VB between terminals of the battery B, and a current sensor 11 that detects a current IB flowing through the battery B. As the battery B, a secondary battery such as nickel hydride or lithium ion, a fuel cell, or the like can be used. As the power storage device that replaces the battery B, a large-capacity capacitor such as an electric double layer capacitor may be used.

  PCU 21 includes inverters 22, 14 provided corresponding to motor generators MG 1, MG 2, boost converter 12 provided in common with inverters 22, 14, and control device 30.

  Boost converter 12 boosts the voltage between DC terminals 43 and 44. Boost converter 12 includes a reactor 32 having one end connected to terminal 43, a boosting IPM (Intelligent Power Module) 13, and a smoothing capacitor 33. Boosting IPM 13 includes IGBT elements Q1 and Q2 connected in series between the output terminals of boosting converter 12 that outputs boosted voltage VH, and diodes D1 and D2 connected in parallel to IGBT elements Q1 and Q2, respectively. including. Smoothing capacitor 33 smoothes the voltage boosted by boost converter 12.

  Reactor 32 has the other end connected to the emitter of IGBT element Q1 and the collector of IGBT element Q2. The cathode of diode D1 is connected to the collector of IGBT element Q1, and the anode of diode D1 is connected to the emitter of IGBT element Q1. The cathode of diode D2 is connected to the collector of IGBT element Q2, and the anode of diode D2 is connected to the emitter of IGBT element Q2.

  Inverter 14 converts the DC voltage output from boost converter 12 into three-phase AC and outputs the same to motor generator MG2 that drives the wheels. Inverter 14 returns the electric power generated in motor generator MG2 to boost converter 12 along with regenerative braking. At this time, boost converter 12 is controlled by control device 30 to operate as a step-down circuit.

  Inverter 14 includes a U-phase arm 15, a V-phase arm 16, and a W-phase arm 17 that constitute a traveling IPM 18. U-phase arm 15, V-phase arm 16 and W-phase arm 17 are connected in parallel between the output lines of boost converter 12.

  U-phase arm 15 includes IGBT elements Q3 and Q4 connected in series, and diodes D3 and D4 connected in parallel with IGBT elements Q3 and Q4, respectively. The cathode of diode D3 is connected to the collector of IGBT element Q3, and the anode of diode D3 is connected to the emitter of IGBT element Q3. The cathode of diode D4 is connected to the collector of IGBT element Q4, and the anode of diode D4 is connected to the emitter of IGBT element Q4.

  V-phase arm 16 includes IGBT elements Q5 and Q6 connected in series, and diodes D5 and D6 connected in parallel with IGBT elements Q5 and Q6, respectively. The cathode of diode D5 is connected to the collector of IGBT element Q5, and the anode of diode D5 is connected to the emitter of IGBT element Q5. The cathode of diode D6 is connected to the collector of IGBT element Q6, and the anode of diode D6 is connected to the emitter of IGBT element Q6.

  W-phase arm 17 includes IGBT elements Q7, Q8 connected in series, and diodes D7, D8 connected in parallel with IGBT elements Q7, Q8, respectively. The cathode of diode D7 is connected to the collector of IGBT element Q7, and the anode of diode D7 is connected to the emitter of IGBT element Q7. The cathode of diode D8 is connected to the collector of IGBT element Q8, and the anode of diode D8 is connected to the emitter of IGBT element Q8.

  An intermediate point of each phase arm is connected to each phase end of each phase coil of motor generator MG2. That is, motor generator MG2 is a three-phase permanent magnet synchronous motor, and one end of each of three coils of U, V, and W phases is connected to a neutral point. The other end of the U-phase coil is connected to a connection node of IGBT elements Q3 and Q4. The other end of the V-phase coil is connected to a connection node of IGBT elements Q5 and Q6. The other end of the W-phase coil is connected to a connection node of IGBT elements Q7 and Q8.

  Current sensor 25 detects a current flowing through motor generator MG1 as motor current value MCRT1, and outputs motor current value MCRT1 to control device 30. Current sensor 24 detects the current flowing through motor generator MG2 as motor current value MCRT2, and outputs motor current value MCRT2 to control device 30.

  Inverter 22 is connected to boost converter 12 in parallel with inverter 14. Inverter 22 converts the DC voltage output from boost converter 12 to three-phase AC and outputs the same to motor generator MG1. Inverter 22 receives the boosted voltage from boost converter 12 and drives motor generator MG1 to start the engine, for example.

  Inverter 22 also returns electric power generated by motor generator MG1 to boost converter 12 by the rotational torque transmitted from the crankshaft of the engine. At this time, boost converter 12 is controlled by control device 30 to operate as a step-down circuit. Since the internal configuration of inverter 22 is the same as that of inverter 14, detailed description will not be repeated.

  Control device 30 receives torque command values TR1, TR2, motor rotation speeds MRN1, MRN2, voltages VB, VL, VH, current IB values, motor current values MCRT1, MCRT2, and start signal IGON.

  Here, torque command value TR1, motor rotational speed MRN1 and motor current value MCRT1 are related to motor generator MG1, and torque command value TR2, motor rotational speed MRN2 and motor current value MCRT2 are related to motor generator MG2. . The voltage VB is the voltage of the battery B, and the current IB is a current flowing through the battery B. Voltage VL is a voltage before boost of boost converter 12, and voltage VH is a voltage after boost of boost converter 12.

  Control device 30 outputs to boost converter 12 a control signal PWU for giving a boost instruction, a control signal PWD for giving a step-down instruction, and a signal CSDN for instructing prohibition of operation.

  Control device 30 converts drive instruction PWMI2 for converting a DC voltage, which is an output of boost converter 12 to inverter 14, into an AC voltage for driving motor generator MG2, and an AC voltage generated by motor generator MG2 as a DC voltage. And a regeneration instruction PWMC2 for returning to the step-up converter 12 side. Control device 30 converts drive voltage PWMI1 for converting a DC voltage into an AC voltage for driving motor generator MG1 for inverter 22, and an AC voltage generated by motor generator MG1 for converting to DC voltage. The regeneration instruction PWMC1 to be returned to the side is output.

  Next, the structure of the vehicle drive device 20 in FIG. 1 will be described in detail. FIG. 2 is a plan view showing an engine room of the hybrid vehicle.

  Referring to FIG. 2, an engine room 51 in which an engine 52 is mounted is provided in front of the hybrid vehicle. The engine room 51 is formed between the front bumper 53 and the dashboard panel 54. The dashboard panel 54 is a panel that partitions the engine room 51 and the vehicle compartment.

  The vehicle drive device 20 is accommodated in the engine room 51. The vehicle drive device 20 is provided adjacent to the engine 52 in the vehicle width direction. A motor generator MG1 is arranged at a position adjacent to the engine 52. A motor generator MG2 is arranged on the opposite side of the engine 52 to the motor generator MG1. Engine 52, motor generator MG1 and motor generator MG2 are arranged in the vehicle width direction. A power split mechanism 26 is arranged between motor generator MG1 and motor generator MG2.

  The axes that serve as the rotation centers of motor generator MG1 and motor generator MG2 are represented as rotating shaft 101 and rotating shaft 102, respectively. The rotating shaft 101 and the rotating shaft 102 extend in the vehicle width direction in parallel with each other. Motor generator MG1 is arranged such that rotating shaft 101 and the crankshaft of engine 52 are coaxial. Motor generator MG2 is positioned with respect to motor generator MG1 such that rotating shaft 102 is offset from the rotating shaft 101 toward the rear of the vehicle. With such a configuration, a space is formed in front of the motor generator MG2 in the vehicle, and the PCU 21 is disposed in this space.

  Vehicle drive device 20 includes a motor case 60 that houses motor generators MG <b> 1 and MG <b> 2 and power split mechanism 26. The motor case 60 is made of a metal such as aluminum. The PCU 21 is fixed to the motor case 60.

  The motor case 60 includes an MG1 case 61 that accommodates the motor generator MG1, and an MG2 / inverter case 64 that accommodates the motor generator MG2 and the PCU 21. The MG1 case 61 has a shape extending from the engine 52 in a tubular shape in the vehicle width direction. The MG2 / inverter case 64 is disposed adjacent to the MG1 case 61 in the vehicle width direction, and is connected to the MG1 case 61.

  In the motor case 60, a space 56 as a first space for accommodating the motor generators MG1, MG2 and a space 57 as a second space for accommodating the PCU 21 are formed. The motor case 60 includes a wall portion 68 that partitions the space 56 and the space 57. The wall 68 is formed in the MG2 / inverter case 64.

  The wall portion 68 includes a front portion 66 as a first wall portion and a side portion 67 as a second wall portion. Front portion 66 extends in the vehicle width direction and separates motor generator MG2 and PCU 21 from each other. The side portion 67 rises from the peripheral edge of the front portion 66 and extends in the vehicle front-rear direction. Side portion 67 separates motor generator MG1 and PCU 21 from each other. The vehicle drive device 20 includes a water jacket 69 in which cooling water flows. A water jacket 69 is disposed on the front portion 66, and the PCU 21 is disposed with the water jacket 69 interposed therebetween. The water jacket 69 is provided in a plane with respect to the front portion 66 so as to cover the surface of the front portion 66. Water jacket 69 plays a role of thermally blocking between motor generator MG2 and PCU 21.

  The vehicle drive device 20 includes a terminal block 71. The terminal block 71 is integrally provided with the MG1 connector 72 and the MG2 connector 73 in FIG. That is, the MG1 connector 72 and the MG2 connector 73 are provided on the terminal block 71 in an inseparable state. The terminal block 71 is disposed on one end side of the PCU 21. Terminal block 71 is arranged on the side of PCU 21 facing motor generator MG1. The terminal block 71 is disposed on one end side of the PCU 21 in the vehicle width direction. The terminal block 71 is provided on the side portion 67 of the wall portion 68.

  FIG. 3 is an exploded view showing the vehicle drive device in a range surrounded by a two-dot chain line III in FIG. 2. Referring to FIGS. 2 and 3, terminal block 71 includes a base portion 74. The base portion 74 extends in a plate shape and couples the MG1 connector 72 and the MG2 connector 73 in an inseparable state. The base portion 74 is fixed to the side portion 67 with the MG1 connector 72 and the MG2 connector 73 passing through the side portion 67.

  The MG1 connector 72 and the MG2 connector 73 have a linear shape and a bent shape in the space 57, respectively. That is, MG1 connector 72 has a shape that extends linearly from side portion 67 toward motor generator MG1. MG2 connector 73 has a shape that bends from side portion 67 to front portion 66 side, and further extends toward motor generator MG2 through the back side of front portion 66.

  Motor generator MG1 and motor generator MG2 include tab 81 and tab 82 as terminals, respectively. The tab 81 and the tab 82 are directly provided on the motor generator MG1 and the motor generator MG2, respectively. Tab 81 and tab 82 extend from the stators of motor generator MG1 and motor generator MG2, respectively. The MG1 connector 72 includes a fitting portion 72p into which the tab 81 is fitted, and a fitting portion 72q into which the tab 83 which is a terminal on the inverter 22 side is fitted. The MG2 connector 73 includes a fitting portion 73p into which the tab 82 is fitted, and a fitting portion 73q into which the tab 84 that is a terminal on the inverter 14 side is fitted. The fitting direction of the tab 81 with respect to the fitting portion 72p and the fitting direction of the tab 82 with respect to the fitting portion 73p are the same axial direction and coincide with the axial directions of the rotating shaft 101 and the rotating shaft 102.

  The MG1 connector 72 incorporates a bus bar 76 that conducts between the tab 81 and the tab 83. The MG2 connector 73 incorporates a bus bar 79 that conducts between the tab 82 and the tab 84. In FIG. 3, only the cross section of the bus bars 76 and 79 in the base portion 74 is shown. However, the bus bar 76 extends between the fitting portion 72p and the fitting portion 72q, and the bus bar 79 includes the fitting portion 73p and the fitting portion 73p. It extends between the fitting parts 73q. Bus bar 76 includes U-phase bus bar 76U, V-phase bus bar 76V, and W-phase bus bar 76W corresponding to the U-phase, V-phase, and W-phase of motor generator MG1. Bus bar 79 includes U-phase bus bar 79U, V-phase bus bar 79V, and W-phase bus bar 79W corresponding to the U-phase, V-phase, and W-phase of motor generator MG2. The U-phase bus bar 76U, the V-phase bus bar 76V, the W-phase bus bar 76W, the U-phase bus bar 79U, the V-phase bus bar 79V, and the W-phase bus bar 79W are arranged in one direction at predetermined intervals.

  For example, a terminal block provided with the MG1 connector 72 and a terminal block provided with the MG2 connector 73 are separately provided, and the terminal block provided with the MG1 connector 72 is disposed on the side portion 67, and the terminal block provided with the MG2 connector 73. Is assumed to be disposed on the front portion 66. In this case, each terminal block can be disposed in the vicinity of motor generators MG1 and MG2, while the separate terminal blocks are provided to increase the length of MG2 and inverter case 64 in the vehicle width direction. On the other hand, in the present embodiment, the terminal block 71 having both the MG1 connector 72 and the MG2 connector 73 is arranged on one end side of the PCU 21, thereby reducing the length of the MG2 / inverter case 64 in the vehicle width direction. it can.

  In the present embodiment, MG1 connector 72 and MG2 connector 73 are configured to extend toward motor generator MG1 and motor generator MG2, respectively, and motors are fitted to fitting portions 72p and 72q provided at the ends of the extension. The tabs 81 and 82 of the generators MG1 and MG2 are directly fitted. With such a configuration, the tabs 81 and 82 can be fitted into the fitting portions 72p and 72q simultaneously when the motor generators MG1 and Mg2 are assembled to the motor case 60. Thereby, it becomes possible to complete the electrical connection between the motor generators MG1 and MG2 and the terminal block 71 by automatic fitting using a robot or the like, and the assemblability of the vehicle drive device 20 can be improved. .

  FIG. 4 is a cross-sectional view of the terminal block along the line IV-IV in FIG. Referring to FIG. 4, the outline line of water jacket 69 provided on front portion 66 is represented by a two-dot chain line 103. Further, oil for lubricating and cooling the motor generator MG1 is circulated in the MG1 case 61, and the position of the oil surface is represented by a two-dot chain line 104. Further, a terminal block 86 different from the terminal block 71 is provided on the side portion 67. In order to avoid interference with the water jacket 69 and the terminal block 86 and to prevent the terminal block 71 from being immersed in oil, it is necessary to arrange the terminal block 71 in the region S defined by the two-dot chain lines 103 and 104.

  Referring to FIG. 3, in the present embodiment, the connection between motor generators MG1, MG2 and MG1 connector 72, MG2 connector 73 is achieved by fitting tabs 82, 81 to fitting portions 72p, 73p. Is doing. With such a configuration, the pitch between the phase bus bars built in the MG1 connector 72 and the MG2 connector 73 can be shortened as compared with the case where both are connected using a fastening member such as a bolt. Thereby, the terminal block 71 can be reduced in size, and the terminal block 71 can be disposed in the region S in FIG.

  FIG. 5 is a perspective view showing a bus bar built in the MG1 connector in FIG. Referring to FIG. 5, the bus bar 76 allows a displacement of the tab 81, that is, a displacement of the motor generator MG <b> 1 with respect to the terminal block 71 and allows the tab 81 to be fitted to the fitting portion 72 p. Is provided. The structure will be described below.

  The fitting direction of the tab 81 with respect to the fitting portion 72p is referred to as an X-axis direction, and directions orthogonal to each other within a plane orthogonal to the X-axis direction are referred to as a Y-axis direction and a Z-axis direction. The bus bar 76 forms a fitting portion 72p and includes a tab insertion portion 77 into which the tab 81 is inserted. A curved portion 78 extending in the X-axis direction is formed in the vicinity of the tab insertion portion 77 while the bus bar 76 is curved in a wave shape. The bending portion 78 is formed so that the amplitude direction of the bending portion 78 coincides with the Y-axis direction. When the tab 81 is inserted into the tab insertion portion 77, the bending portion 78 bends in the Y-axis direction according to the position of the tab 81. Thereby, the positional deviation of motor generator MG1 in the Y-axis direction with respect to terminal block 71 can be absorbed, and tab 81 can be fitted into fitting portion 72p.

  FIG. 6 is a cross-sectional view of the MG1 connector taken along line VI-VI in FIG. Referring to FIG. 6, the bus bar 76 is provided with an elastic portion 80 that applies an elastic force to the tab 81 fitted in the fitting portion 72 p and presses the tab 81 against the tab insertion portion 77. The length B in the X-axis direction of the tab 81 that can be inserted into the tab insertion part 77 is set to be larger than the length A in the X-axis direction of the tab insertion part 77 in pressure contact with the tab 81. With such a configuration, even when the insertion length of the tab 81 is insufficient, the tab 81 can be reliably pressed against the tab insertion portion 77. Thereby, the positional deviation of motor generator MG1 with respect to terminal block 71 in the X-axis direction can be absorbed.

  FIG. 7 is a cross-sectional view of the MG1 connector along the line VII-VII in FIG. Referring to FIG. 7, the length C in the Z-axis direction of the insertion port of the tab insertion portion 77 is larger than the length D of the tab 81 in the Z-axis direction. With such a configuration, it is possible to absorb the misalignment of the motor generator MG1 in the Z-axis direction with respect to the terminal block 71 and to fit the tab 81 to the fitting portion 72p.

  In the above, only the bus bar 76 built in the MG1 connector 72 has been described, but the bus bar 79 built in the MG2 connector 73 also has a similar buffering structure for allowing displacement of the motor generator MG2 with respect to the terminal block 71. . With such a configuration, positioning errors among the terminal block 71, the motor generator MG1, and the motor generator MG2 can be absorbed when the assembly process is automated.

  The vehicle drive device 20 according to the embodiment of the present invention generates a driving force, and is a motor generator MG1 as a first rotating electrical machine and a motor generator MG2 as a second rotating electrical machine that are arranged apart from each other, and a motor generator Motor case 60 as a case body that accommodates MG1 and motor generator MG2, PCU 21 as a power control unit that is fixed to motor case 60 and controls motor generator MG1 and motor generator MG2, and is connected to one end of PCU 21 Terminal block 71. The terminal block 71 includes an MG1 connector 72 as a first connector that electrically connects the PCU 21 and the motor generator MG1, and an MG2 connector 73 as a second connector that electrically connects the PCU 21 and the motor generator MG2. Are integrally provided.

  According to the vehicle drive device 20 in the embodiment of the present invention configured as described above, the motor case 60 has the configuration in which the terminal block 71 having both the MG1 connector 72 and the MG2 connector 73 is arranged on one end side of the PCU 21. The size of the vehicle driving device 20 can be suppressed from being increased. At the same time, it is possible to reduce the number of parts and improve the assemblability.

  In the present embodiment, the present invention is applied to a hybrid vehicle using an internal combustion engine and a battery as power sources. However, the present invention is not limited to this, and a fuel cell hybrid vehicle (FCHV) using a fuel cell and a battery as power sources is used. : Fuel Cell Hybrid Vehicle) or an electric vehicle (EV: Electric Vehicle). In the hybrid vehicle in the present embodiment, the internal combustion engine is driven at the fuel efficiency optimum operating point, whereas in the fuel cell hybrid vehicle, the fuel cell is driven at the power generation efficiency optimum operating point. In addition, the use of the battery is basically the same for both hybrid vehicles.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a circuit diagram which shows the structure regarding the motor generator control of a hybrid vehicle. It is a top view which shows the engine room of a hybrid vehicle. FIG. 3 is an exploded view showing a vehicle drive device in a range surrounded by a two-dot chain line III in FIG. 2. It is sectional drawing of the terminal block along the IV-IV line | wire in FIG. It is a perspective view which shows the bus bar incorporated in the MG1 connector in FIG. It is sectional drawing of the MG1 connector along the VI-VI line in FIG. It is sectional drawing of the MG1 connector along the VII-VII line in FIG.

Explanation of symbols

  20 vehicle drive unit, 21 power control unit (PCU), 56, 57 space, 60 motor case, 66 front part, 67 side part, 68 wall part, 71 terminal block, 72 MG1 connector, 72p, 72q, 73p, 73q Fitting part, 73 MG2 connector, 76, 79 bus bar, 78 curved part, 81-84 tab.

Claims (4)

A first rotating electrical machine and a second rotating electrical machine that generate driving force and are spaced apart from each other;
A case body that houses the first rotating electrical machine and the second rotating electrical machine;
A power control unit fixed to the case body and controlling the first rotating electrical machine and the second rotating electrical machine;
A terminal block disposed on one end of the power control unit;
The terminal block includes a first connector that electrically connects the power control unit and the first rotating electrical machine, and a second connector that electrically connects the power control unit and the second rotating electrical machine. And a vehicle drive device. The case body includes a wall portion that divides a first space in which the first rotating electrical machine and the second rotating electrical machine are housed, and a second space in which the power control unit is housed,
The terminal block is provided on the wall;
The said 1st connector and the said 2nd connector are arrange | positioned in the said 1st space, The fitting part by which the terminal of a said 1st rotary electric machine and a said 2nd rotary electric machine is each fitted is included. Vehicle drive device. The wall portion rises from the first wall portion disposed between the second rotating electrical machine and the power control unit, and between the first rotating electrical machine and the power control unit. A second wall portion disposed,
The terminal block is provided on the second wall;
The first connector extends from the second wall portion toward the first rotating electrical machine, the second connector bends from the second wall portion to the first wall portion side, and is connected to the second rotating electrical machine. The vehicle drive device according to claim 2, which extends toward the vehicle. The first connector and the second connector include a bus bar to which a terminal is connected from the outside,
4. The vehicle drive device according to claim 1, wherein the bus bar includes a buffer mechanism that allows connection by allowing positional displacement of a terminal. 5.

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