CN113765300B

CN113765300B - Motor unit

Info

Publication number: CN113765300B
Application number: CN202111145356.0A
Authority: CN
Inventors: 福永庆介; 宫田阳平; 村田大辅; 水谷真澄; 斋藤恒之; 铃木理世
Original assignee: Nidec Corp
Current assignee: Nidec Corp
Priority date: 2018-09-28
Filing date: 2019-09-26
Publication date: 2025-02-11
Anticipated expiration: 2039-09-26
Also published as: JPWO2020067280A1; CN112840537A; DE112019004896T5; CN112840537B; JP2023169192A; JP7342877B2; CN113765300A; WO2020067280A1

Abstract

A motor unit mounted on a vehicle for driving the vehicle includes a motor having a rotor and a stator, the rotor being rotatable about a motor axis, a transmission mechanism that transmits power of the motor and outputs the power from an output shaft, a housing having a motor housing portion that houses the motor and a gear housing portion that houses the transmission mechanism, an inverter unit that supplies power to the motor, oil that circulates through an oil passage provided in the housing, and an oil cooler that is provided in a path of the oil passage for cooling the oil, at least a portion of the inverter unit overlapping the oil cooler when viewed in an axial direction of the motor axis.

Description

Motor unit

The present application is a divisional application of patent application with application number 201980062998.9 (international application number PCT/JP 2019/037835), application date 2019, 9, 26, and the name "motor unit".

Technical Field

The present invention relates to a motor unit.

Background

In recent years, development of a driving device mounted on an electric vehicle has been actively performed. JP-A2010-268633 discloses a motor unit connected to a PDU (power drive unit) housing an inverter. In recent years, development of a motor unit integrating an inverter has been performed.

Prior art literature

Patent literature

Patent document 1 Japanese patent laid-open publication No. 2010-2686

Disclosure of Invention

Problems to be solved by the invention

If the inverter is integrated with the motor unit, the motor unit tends to be large in size.

An object of one embodiment of the present invention is to provide a motor unit capable of realizing miniaturization by integrating an inverter.

Means for solving the problems

A motor unit according to an embodiment of the present invention is mounted on a vehicle and drives the vehicle. The motor unit includes a motor having a rotor and a stator, the rotor being rotatable about a motor axis, a transmission mechanism that transmits power of the motor and outputs the power from an output shaft, a housing having a motor housing portion that houses the motor and a gear housing portion that houses the transmission mechanism, an inverter unit that supplies power to the motor, oil that circulates in an oil passage provided in the housing, and an oil cooler that is provided in a path of the oil passage and cools the oil, at least a portion of the inverter unit overlapping the oil cooler when viewed in an axial direction of the motor axis.

A motor unit according to another aspect of the present invention is mounted on a vehicle to drive the vehicle. The motor unit has a motor, a transmission mechanism that transmits power of the motor and outputs from an output shaft, a housing that houses the motor and the transmission mechanism, and an inverter unit that supplies power to the motor. The transmission mechanism has a motor drive shaft that extends along a motor axis and rotates by the motor, a motor drive gear that is fixed to the motor drive shaft and rotates about the motor axis, a counter shaft that extends along a counter shaft axis, a counter gear that is fixed to the counter shaft and meshes with the motor drive gear and rotates about the counter shaft axis, a drive gear that is fixed to the counter shaft and rotates about the counter shaft axis, a ring gear that meshes with the drive gear and rotates about an output axis, and the output shaft that is connected to the ring gear and rotates about the output axis. The motor axis, the secondary axis and the output axis extend parallel to each other. The motor drive shaft is a hollow shaft that is open on both axial sides of the motor axis. The output shaft is connected to the inside of the motor drive shaft. The auxiliary shaft is located above the motor axis with respect to the gravitational direction. The inverter unit is located directly above the motor. At least a portion of the inverter unit overlaps the counter gear when viewed in an axial direction of the motor axis.

Effects of the invention

According to one embodiment of the present invention, a motor unit is provided in which an inverter is integrated to enable miniaturization.

Drawings

Fig. 1 is a conceptual diagram of a motor unit of an embodiment.

Fig. 2 is a perspective view of a motor unit of one embodiment.

Fig. 3 is a side view of a motor unit of one embodiment.

Fig. 4 is an exploded perspective view of a motor unit of one embodiment.

Fig. 5 is an exploded perspective view of a motor unit of one embodiment.

Fig. 6 is a schematic cross-sectional view of the motor unit.

Detailed Description

Hereinafter, a motor unit according to an embodiment of the present invention will be described with reference to the drawings. The scope of the present invention is not limited to the following embodiments, and can be arbitrarily changed within the scope of the technical idea of the present invention. In the drawings below, the actual structure may be different from the scale, the number, and the like in each structure for easy understanding of each structure.

In the following description, the gravity direction is defined based on the positional relationship in the case where the motor unit 10 is mounted on a vehicle on a horizontal road surface. In the drawings, an XYZ coordinate system is appropriately shown as a three-dimensional orthogonal coordinate system. In the XYZ coordinate system, the Z-axis direction indicates the vertical direction (i.e., the up-down direction), the +z direction is the upper side (the opposite side to the gravity direction), and the Z direction is the lower side (the gravity direction). Therefore, in the present specification, the term "upper" refers to an upper side with respect to the gravitational direction. The X-axis direction is a direction perpendicular to the Z-axis direction, and indicates a front-rear direction of a vehicle on which the motor unit 10 is mounted, and the +x direction is a vehicle front direction and the-X direction is a vehicle rear direction. The Y-axis direction is a direction perpendicular to both the X-axis direction and the Z-axis direction, and indicates a width direction (left-right direction) of the vehicle, the +y-direction is a left direction of the vehicle, and the-Y-direction is a right direction of the vehicle.

Fig. 1 is a conceptual diagram of a motor unit 10 of one embodiment. Fig. 2 is a perspective view of the motor unit 10. The motor axis J1, the auxiliary axis J3, the output axis J4, the rotation axis J6, the 1 st central axis J7c, and the 2 nd central axis J7e described later are virtual axes which are not actually present.

The motor unit 10 is mounted on a vehicle, and drives the vehicle by rotating the wheels H. The motor unit 10 is mounted on an Electric Vehicle (EV), for example. The motor unit 10 may be mounted on a vehicle such as a Hybrid Electric Vehicle (HEV), a plug-in hybrid electric vehicle (PHV), or the like, which uses a motor as a power source.

As shown in fig. 1, the motor unit 10 includes a motor 1, a transmission mechanism (transmission shaft) 5, a housing 6 accommodating the motor 1 and the transmission mechanism 5, an oil pump 96, an oil cooler 97, a parking lock mechanism 7, oil O, and an inverter unit 8.

(Shell)

The housing 6 is, for example, aluminum die-cast. The case 6 is configured by connecting a plurality of members arranged in the vehicle width direction. A housing space 6S for housing the motor 1 and the transmission mechanism 5 is provided inside the housing 6. The housing 6 holds the motor 1 and the transmission mechanism 5 in the storage space 6S. The housing space 6S is divided into a motor chamber 6A housing the motor 1 and a gear chamber 6B housing the transmission mechanism 5.

The housing 6 includes a motor housing portion 62 that houses the motor 1 with a motor chamber 6A provided therein, a gear housing portion 63 that houses the transmission mechanism 5 with a gear chamber 6B provided therein, and a partition wall portion 61 that divides the motor chamber 6A and the gear chamber 6B. The partition wall portion 61 is located between the motor housing portion 62 and the gear housing portion 63 in the axial direction.

An oil reservoir P for storing the oil supply O is provided in a lower region in the storage space 6S. A partition wall opening 61a is provided in a partition wall portion 61 that divides the motor chamber 6A and the gear chamber 6B. The partition wall opening 61a communicates the motor chamber 6A and the gear chamber 6B. The oil O in the storage space 6S moves between the motor chamber 6A and the gear chamber 6B through the partition wall opening 61a.

An oil passage 90 through which the oil O circulates is provided in the storage space 6S. The oil O is supplied from the oil reservoir P to each portion of the motor unit 10 in the oil passage 90. The oil passage 90 will be described in detail later.

(Oil)

The oil O is accumulated inside the housing. The oil O circulates through an oil passage 90 provided in the housing 6. The oil O is used for lubricating the transmission mechanism 5 and for cooling the motor 1. The oil O is stored in a lower region (i.e., the oil reservoir P) of the storage space 6S. In order to realize the functions of lubricating oil and cooling oil, it is preferable to use oil equivalent to the lubricating oil for automatic transmission (ATF: automatic Transmission Fluid) having a low viscosity.

A part of the motor 1 is immersed in the oil O stored in the oil reservoir P. More specifically, a part of the stator 32 of the motor 1 is immersed in the oil O in the oil reservoir P. Thereby, the oil O cools the stator 32.

In addition, a part of the transmission mechanism 5 is immersed in the oil O in the oil reservoir P. More specifically, a part of the ring gear 51 of the transmission mechanism 5 is immersed in the oil O in the oil reservoir P. The oil O accumulated in the oil reservoir P is lifted by the operation of the ring gear 51, and is diffused into the gear chamber 6B. The oil O diffused into the gear chamber 6B is supplied to each gear of the transmission mechanism 5 in the gear chamber 6B so that the oil O spreads over the tooth surfaces of the gears. The oil O supplied to the transmission mechanism 5 for lubrication drops and is recovered in the oil reservoir P.

(Oil passage)

The oil passage 90 is provided in the housing 6. The oil passage 90 is formed across the motor chamber 6A and the gear chamber 6B of the housing space 6S. The oil passage 90 is a path for supplying the oil O from the oil reservoir P to the motor 1 and guiding the oil O to the oil reservoir P again.

In the present specification, the "oil passage" refers to a path of the oil O circulating in the storage space 6S. Therefore, the "oil passage" is a concept including not only a "flow passage" that forms a stable flow of oil that stably faces one direction, but also a path (for example, an oil reservoir P) where the oil supply temporarily stays and a path where the oil supply drops.

The oil passage 90 is provided with an oil pump 96 and an oil cooler 97. In the oil passage 90, the oil O circulates in the order of the oil reservoir P, the oil pump 96, the oil cooler 97, and the motor 1, and returns to the oil reservoir P.

The oil pump 96 is provided in the path of the oil passage 90 and pumps the oil O. The oil pump 96 is an electric pump driven by electricity. The oil pump 96 is fixed to the gear housing 63 of the housing 6.

As shown in fig. 2, the oil pump 96 is provided to the housing 6 and accommodated in the oil pump accommodating hole 69. The oil pump receiving hole 69 extends in the axial direction. The oil pump receiving hole 69 opens to the left side in the vehicle width direction (+y direction). A suction port (not shown) for sucking the oil O into the oil pump 96 and a discharge port (not shown) for pumping the oil O to the downstream side are opened in the inner peripheral surface of the oil pump housing hole 69.

The oil pump 96 includes a pump motor 96m and a pump mechanism (not shown) driven by the pump motor 96 m. The pump motor 96m is exposed outside the opening of the oil pump housing hole 69. The pump mechanism is housed in the oil pump housing hole 69.

The rotation axis J6 of the pump motor 96m is parallel to the motor axis J1. That is, the pump motor 96m rotates around a rotation axis J6 parallel to the motor axis J1. The oil pump 96 having the pump motor 96m is easily elongated in the direction of the rotation axis J6. According to the present embodiment, by making the rotation axis J6 of the pump motor 96m parallel to the motor axis J1, the size of the motor unit 10 can be miniaturized in the radial direction of the motor axis J1.

The pump mechanism is, for example, a trochoid pump in which an external gear and an internal gear mesh and rotate. In this case, the internal gear of the pump mechanism portion is rotated by the pump motor 96 m. A gap between the internal gear and the external gear of the pump mechanism section is connected to the suction port and the discharge port.

As shown in fig. 1, the oil pump 96 sucks up the oil O from the oil reservoir P through a flow path provided in the casing. The oil pump 96 supplies the sucked oil O to the oil cooler 97.

The oil cooler 97 is provided in the path of the oil passage 90 and cools the oil O passing through the oil passage 90. The oil cooler 97 is fixed to the gear housing 63 of the housing 6. A refrigerant pipe 97j through which a refrigerant cooled by a radiator (not shown) passes is connected to the oil cooler 97. The oil O passing through the oil cooler 97 exchanges heat with the refrigerant passing through the refrigerant pipe 97j, and is cooled. Further, an inverter unit 8 is provided in the path of the refrigerant pipe 97j. That is, the inverter unit 8 and the oil cooler 97 are connected to each other through a pipe (refrigerant pipe 97 j) that forms a refrigerant path. The refrigerant passing through the refrigerant pipe 97j cools not only the oil O passing through the oil cooler 97 but also the inverter unit 8.

The oil O having passed through the oil cooler 97 is supplied to the motor 1 via a flow path provided in the housing 6 above the motor chamber 6A. The oil O supplied to the motor 1 flows along the outer circumferential surface of the motor 1 and the coil surface of the stator 32 from the upper side toward the lower side to extract heat of the motor 1. Thereby, the entire motor 1 can be cooled. The oil O that cools the motor 1 drops downward and is accumulated in the lower region in the motor chamber 6A. The oil O accumulated in the lower region of the motor chamber 6A moves toward the gear chamber 6B through the partition wall opening 61a provided in the partition wall portion 61.

(Motor)

The motor 1 is a motor generator having both a function as a motor and a function as a generator. The motor 1 mainly functions as an electric motor to drive the vehicle, and functions as a generator during regeneration.

As shown in fig. 1, the motor 1 has a rotor 31 and a stator 32 surrounding the rotor 31. The rotor 31 is rotatable about the motor axis J1. The stator 32 is annular. The stator 32 surrounds the rotor 31 from the radially outer side of the motor axis J1.

The rotor 31 is fixed to a motor drive shaft 11 described later. The rotor 31 rotates about the motor axis J1. The rotor 31 has a rotor core and rotor magnets held on the rotor core.

The stator 32 has a stator core and a coil. The stator core has a plurality of teeth protruding radially inward of the motor axis J1. The coil is wound around the teeth of the stator core.

The motor 1 is connected to an inverter 8 a. The inverter 8a converts a direct current supplied from a battery, not shown, into an alternating current, and supplies the alternating current to the motor 1. The respective rotational speeds of the motor 1 are controlled by controlling the inverter 8 a.

(Transfer mechanism)

The transmission mechanism 5 transmits the power of the motor 1 and outputs the power from the output shaft 55. The transmission mechanism 5 incorporates a plurality of mechanisms for transmitting power between the drive source and the driven device.

The transmission mechanism 5 includes a motor drive shaft 11, a motor drive gear 21, a counter shaft 13, a counter shaft gear (large gear portion) 23, a drive gear (small gear portion) 24, a ring gear 51, an output shaft (axle) 55, and a differential device (differential gear) 50.

Each gear and each shaft of the transmission mechanism 5 can rotate about any one of the motor axis J1, the sub axis J3, and the output axis J4. In the present embodiment, the motor axis J1, the sub axis J3, and the output axis J4 extend parallel to each other. The motor axis J1, the sub axis J3, and the output axis J4 are parallel to the width direction of the vehicle. In the following description, the axial direction refers to the axial direction of the motor axis J1. That is, the axial direction refers to a direction parallel to the motor axis J1 and refers to the vehicle width direction.

The motor drive shaft 11 extends along a motor axis J1. The motor drive shaft 11 is fixed to the rotor 31. The motor drive shaft 11 is rotated by the motor 1. A motor drive gear 21 is fixed to the motor drive shaft 11.

The motor drive shaft 11 extends in the axial direction about the motor axis J1. The motor drive shaft 11 is a hollow shaft that opens on both axial sides of the motor axis J1. The outer shape of the motor drive shaft 11 as viewed in the axial direction is a cylindrical shape centered on the motor axis J1. The motor drive shaft 11 is bearing-supported rotatably about the motor axis J1. An output shaft 55 is provided inside the motor drive shaft 11.

The motor drive gear 21 is fixed to the motor drive shaft 11. The motor drive gear 21 rotates around the motor axis J1 together with the motor drive shaft 11.

The secondary shaft 13 extends along a secondary axis J3. The auxiliary shaft 13 rotates about the auxiliary axis J3. The counter shaft 13 is rotatably held by a housing (not shown) accommodating the transmission mechanism 5 via a bearing (not shown), for example. A counter gear 23, a drive gear 24, and a parking lock gear 7a are fixed to the counter shaft 13.

The counter gear 23 is fixed to the counter shaft 13. The counter gear 23 rotates together with the counter shaft 13 about the counter axis J3. The counter gear 23 meshes with the motor drive gear 21.

The drive gear 24 is fixed to the auxiliary shaft 13. The drive gear 24 rotates about the secondary axis J3 together with the counter shaft 13 and the counter shaft gear 23. The drive gear 24 is disposed on the opposite side of the motor 1 in the axial direction with respect to the counter gear 23.

The parking lock gear 7a is a part of the parking lock mechanism 7. The parking lock gear 7a is fixed to the auxiliary shaft 13. The parking lock gear 7a rotates around the secondary axis J3 together with the counter shaft 13, the counter shaft gear 23, and the drive gear 24. The parking lock gear 7a is disposed between the counter gear 23 and the drive gear 24 in the axial direction.

The ring gear 51 is fixed to the differential device 50. The ring gear 51 rotates about the output axis J4. The ring gear 51 meshes with the drive gear 24. The ring gear 51 transmits the power of the motor 1 transmitted via the drive gear 24 to the differential device 50.

The differential device 50 is a device for transmitting torque output from the motor 1 to the wheels H of the vehicle. The differential device 5 has a function of transmitting the same torque to the left and right output shafts 55 while absorbing the speed difference between the left and right wheels H when the vehicle turns.

The differential device 50 has a gear housing (not shown) fixed to the ring gear 51, a pair of pinion gears (not shown), a pinion shaft (not shown), and a pair of side gears (not shown). The gear housing rotates together with the ring gear 51 about the output axis J4. The gear housing houses a pair of pinion gears, a pinion shaft, and a pair of side gears. The pair of pinion gears are bevel gears facing each other. A pair of pinion gears are supported on the pinion shaft. The pair of side gears are bevel gears that mesh perpendicularly with the pair of pinion gears. A pair of side gears are fixed to the output shaft 55, respectively.

The output shaft 55 rotates about the output axis J4. In the motor unit 10, a pair of output shafts 55 are provided. A pair of output shafts 55 are connected at one end portion respectively to side gears of the differential device 50. That is, the output shaft 55 is connected to the ring gear 51 via the differential device 50. The power of the motor 1 is transmitted to the output shaft 55 via each gear. In addition, a pair of output shafts 55 protrude to the outside of the housing 6 at the other end portions, respectively. A wheel H is mounted on the other end of the output shaft 55. The output shaft 55 outputs power to the outside (to the road surface via the wheels H).

In the present embodiment, the output axis J4 coincides with the motor axis J1. One of the pair of output shafts 55 passes through the inside of the motor drive shaft 11 as a hollow shaft. Therefore, the motor unit 10 of the present embodiment can be miniaturized in the radial direction of the motor axis J1 as compared with a motor unit having a structure in which the motor axis J1 and the output axis J4 are not coaxially arranged.

Fig. 3 is a side view of the motor unit 10 of one embodiment.

The transmission mechanism 5 constitutes a power transmission path from the motor 1 to the output shaft 55. In the power transmission path of the transmission mechanism 5, the power of the motor 1 is first transmitted from the motor drive gear 21 to the counter gear 23. The counter gear 23 and the drive gear 24 are coaxially arranged and rotate together with the drive gear 24. The power of the motor 1 is transmitted from the drive gear 24 to the ring gear 51, and is transmitted to the output shaft 55 via the differential device 50.

(Positional relationship of axes)

As shown in fig. 3, the sub axis J3 is located above the motor axis J1. Further, since the motor axis J1 coincides with the output axis J4, the sub axis J3 is located above the output axis J4. According to the present embodiment, the centers of the counter gear 23 and the drive gear 24 are offset from the centers of the motor 1 and the ring gear 51 in the up-down direction when viewed from the axial direction. Since the drive gear 24 and the ring gear 51 are engaged with each other, the absolute distance therebetween is uniquely determined. Therefore, by disposing the motor axis J1 and the sub axis J3 so as to be displaced in the up-down direction, the dimension components of the sub axis J3 and the motor axis J1 in the vehicle longitudinal direction can be shortened. As a result, the motor unit 10 can be miniaturized in the vehicle longitudinal direction, and the impact area in the vehicle can be ensured to be large.

In the present embodiment, the counter gear 23 and the drive gear 24 are located above the motor axis J1. That is, the lower ends of the counter gear 23 and the drive gear 24 are both located above the motor axis J1. Therefore, the drive gear 24 can be disposed so as to be greatly overlapped with the ring gear 51 when viewed from the up-down direction, and the size of the motor unit 10 in the vehicle front-rear direction can be further reduced.

As shown in fig. 3, a line segment virtually connecting the motor axis J1 and the auxiliary axis J3 is defined as a1 st line segment L1 when viewed from the axial direction. Line segment 1L 1 is at an angle α to a plumb line VL extending in the vertical direction. The angle alpha is preferably within 45 deg.. That is, the 1 st line L1 preferably extends in a direction within 45 ° with respect to the vertical direction (gravitational direction). This can further reduce the size of the motor unit 10 in the vehicle longitudinal direction. The angle α is more preferably 20 ° or less. That is, the 1 st line L1 more preferably extends in a direction within 20 ° with respect to the vertical direction. This can further reduce the size of the motor unit 10 in the vehicle longitudinal direction.

The sub axis J3 is located on the rear side (-X direction) of the vehicle than the motor axis J1. As described above, a part of the ring gear 51 is immersed in the oil O in the oil reservoir P, and the oil O is lifted up by the ring gear 51. When the vehicle is advancing, the ring gear 51 rotates in the direction of the rotation direction T1 shown in fig. 3. The rotation direction T1 is a direction in which the ring gear 51 rotates on the upper side in the vehicle rear side. Therefore, the oil O lifted by the ring gear 51 is more effectively scattered on the vehicle rear side. According to the present embodiment, by positioning the counter axis J3 on the vehicle rear side of the motor axis J1, the oil O lifted by the ring gear 51 can be efficiently supplied to the counter gear 23 and the drive gear 24. This improves the lubricity of the tooth surfaces of the counter gear 23 and the drive gear 24, thereby improving the power transmission efficiency of the transmission mechanism 5.

As shown in fig. 3, the oil pump 96 is located above the motor axis J1. That is, the lower end of the oil pump 96 is located above the motor axis J1. According to the present embodiment, the size of the motor unit 10 in the vehicle front-rear direction can be further reduced compared to the case where the oil pump and the motor axis J1 are arranged in the vehicle front-rear direction. As a result, the motor unit 10 can be miniaturized in the vehicle longitudinal direction, and the impact area in the vehicle can be ensured to be large.

The oil pump 96 is disposed on the obliquely upper side of the vehicle front with respect to the motor axis J1. That is, the oil pump 96 is located above the motor axis J1 and at a position on the front side (+x direction) of the vehicle than the motor axis J1. As described above, on the upper side of the motor axis J1, the counter gear 23 and the drive gear 24 are located on the vehicle rear side (-X direction) than the motor axis J1. Therefore, in the present embodiment, the oil pump 96, the counter gear 23, and the drive gear 24 can be arranged above the motor axis J1 so as to be offset in the vehicle longitudinal direction. Thereby, the motor unit 10 can be miniaturized.

As described above, the oil pump 96 has the pump motor 96m that rotates around the rotation axis J6 parallel to the motor axis J1. As shown in fig. 3, a line segment virtually connecting the motor axis J1 and the rotation axis J6 is defined as a 2 nd line segment L2 when viewed from the axial direction. Line segment 2L 2 is at an angle β to plumb line VL extending in the plumb direction. The angle beta is preferably within 45 deg.. That is, the 2 nd line L2 preferably extends in a direction within 45 ° with respect to the vertical direction. This can further reduce the size of the motor unit 10 in the vehicle longitudinal direction. The angle β is more preferably 35 ° or less. That is, the 2 nd line L2 more preferably extends in a direction within 35 ° of the vertical direction. This can further reduce the size of the motor unit 10 in the vehicle longitudinal direction.

The oil cooler 97 is located above the motor axis J1. That is, the lower end of the oil cooler 97 is located above the motor axis J1. According to the present embodiment, the size of the motor unit 10 in the vehicle longitudinal direction can be further reduced compared to the case where the oil cooler and the motor axis J1 are arranged in the vehicle longitudinal direction.

The oil cooler 97 is disposed adjacent to the oil pump 96 on the upper side of the motor axis J1. The oil cooler 97 and the oil pump 96 are connected to each other via a flow path provided in the housing 6. By disposing the oil cooler 97 and the oil pump 96 adjacent to each other, the flow path connecting the oil cooler 97 and the oil pump 96 can be shortened. This shortens the flow path constituting the oil passage 90, and improves the circulation efficiency of the oil O in the oil passage 90.

The oil cooler 97 is located on the front side (+x direction) of the vehicle with respect to the motor axis J1. That is, the oil cooler 97 is disposed on the obliquely upper side of the vehicle front with respect to the motor axis J1. According to the present embodiment, the oil cooler 97 can be cooled down in air when the vehicle is traveling, and the cooling efficiency of the oil cooler 97 with respect to the oil O can be improved.

(Parking Lock mechanism)

The parking lock mechanism 7 is driven in accordance with a shift operation by the driver. The parking lock mechanism 7 is switched between a locked state in which transmission of power in the transmission mechanism 5 is restricted and an unlocked state in which the restriction is released.

As shown in fig. 3, the parking lock mechanism 7 has a parking lock gear 7a, a parking lock arm 7b, an arm support shaft 7e, a parking lock actuator 7c, and a parking lock power transmission mechanism 7d.

The parking lock gear 7a is fixed to the auxiliary shaft 13. The parking lock gear 7a rotates together with the counter shaft 13 about the counter axis J3. A plurality of teeth protruding radially outward of the secondary axis J3 and arranged in the circumferential direction of the secondary axis J3 are provided on the outer peripheral surface of the parking lock gear 7 a.

The parking lock arm 7b has a plate shape extending along a plane perpendicular to the axial direction. The parking lock arm 7b is rotatably supported by an arm support shaft 7e centered on a 2 nd central axis J7e extending in the axial direction. The parking lock arm 7b extends upward from the arm support shaft 7 e.

The parking lock arm 7b extends along the outer peripheral surface of the parking lock gear 7 a. The parking lock arm 7b is opposed to the tooth portion of the parking lock gear 7a in the radial direction of the auxiliary shaft J3. The parking lock arm 7b has an engagement portion 7ba opposed to the tooth portion of the parking lock gear 7 a. The engagement portion 7ba protrudes radially inward of the secondary axis J3. The engagement portion 7ba is engaged with a tooth portion of the parking lock gear 7 a. That is, the parking lock arm 7b is engaged with the parking lock gear at the engagement portion 7ba.

The parking lock arm 7b is driven by a parking lock actuator 7c and rotates within a predetermined range around a 2 nd center axis J7 e. When the parking lock mechanism 7 is brought into the locked state by the operation of the driver, the parking lock arm 7b rotates counterclockwise about the 2 nd center axis J7e in fig. 3, and the engagement portion 7ba is engaged with the tooth portion of the parking lock gear 7 a. This suppresses rotation of the auxiliary shaft 13, and restricts transmission of power in the transmission mechanism 5. On the other hand, when the parking lock mechanism 7 is brought into the unlocked state by the operation of the driver, the parking lock arm 7b rotates clockwise about the 2 nd center axis J7e, and the engagement portion 7ba is released from the tooth portion of the parking lock gear 7 a. Thus, the auxiliary shaft 13 can freely rotate, and the transmission mechanism 5 is in a state capable of transmitting power.

According to the present embodiment, the parking lock arm 7b extends in the up-down direction. The counter shaft 13 and the parking lock arm 7b are arranged in an aligned manner in the vehicle front-rear direction as viewed in the axial direction. Therefore, the dimension of the motor unit 10 in the up-down direction can be suppressed. In addition, a part of the parking lock arm 7b overlaps the counter gear 23 when viewed from the axial direction. Therefore, even if the parking lock arm 7b and the auxiliary shaft 13 are arranged in the vehicle front-rear direction, the motor unit 10 can be restrained from increasing in size in the vehicle front-rear direction.

The parking lock power transmission mechanism 7d is located between the parking lock actuator 7c and the parking lock arm 7 b. The parking lock power transmission mechanism 7d transmits power of the manual shaft 7ca rotating around the 1 st center axis J7c to the parking lock arm 7b, and rotates the parking lock arm 7b around the 2 nd center axis J7 e.

The parking lock actuator 7c has a manual shaft 7ca centered on a1 st center axis J7c extending in the up-down direction. The parking lock actuator 7c rotates the manual shaft 7ca about the 1 st center axis J7 c. The parking lock actuator 7c drives the parking lock arm 7b via the parking lock power transmission mechanism 7 d.

The parking lock actuator 7c is fixed to the upper side of the housing 6. More specifically, the parking lock actuator 7c is located directly above the minor axis J3. That is, the parking lock actuator 7c overlaps the auxiliary axis J3 when viewed from the up-down direction. This can reduce the size of the motor unit 10 in the horizontal direction.

As shown in fig. 2, the parking lock actuator 7c is fixed to the outer surface of the gear housing 63 of the housing 6. The parking lock actuator 7c is located on the gear housing 63 side with respect to the partition wall 61 of the housing 6. That is, according to the present embodiment, the parking lock actuator 7c does not overlap with the partition wall portion 61 when viewed from the up-down direction. In order to maintain the strength of the entire casing 6, the partition wall portion 61 has a shape protruding radially outward of the motor axis J1 with respect to the motor 1 and the transmission mechanism 5. According to the present embodiment, since the parking lock actuator 7c and the partition wall portion 61 do not overlap when viewed from the vertical direction, an increase in the projected area of the motor unit 10 in the axial direction can be suppressed, and miniaturization of the motor unit 10 can be achieved.

As shown in fig. 1, the parking lock gear 7a is located between the counter gear 23 and the drive gear 24 in the axial direction of the counter axis J3. According to the present embodiment, the parking lock gear 7a can be disposed close to the partition wall portion 61, as compared with the case where the parking lock gear is disposed on the opposite side of the partition wall portion 61 from the counter gear 23 and the drive gear 24. This can suppress the parking lock arm 7b disposed along the outer periphery of the parking lock gear 7a from being disposed so as to protrude radially outward of the secondary axis J3, thereby realizing downsizing of the motor unit 10.

(Inverter unit)

As shown in fig. 2, the inverter unit 8 has an inverter 8a and an inverter case 8b that houses the inverter 8 a. Although not shown, the inverter unit 8 further includes a circuit board and a capacitor.

The inverter unit 8 has a substantially rectangular shape when viewed from the up-down direction. The inverter unit 8 is fixed to the outer side surface of the housing 6. More specifically, the inverter unit 8 is fixed to the outer surface of the motor housing 62 of the housing 6 in the inverter housing 8 b. The inverter unit 8 is connected to a bus bar (not shown) of the motor 1 above the motor 1. The inverter unit 8 supplies alternating current to the motor 1 via a bus bar. Thereby, the inverter unit 8 supplies electric power to the motor 1.

The inverter unit 8 is located directly above the motor 1. That is, the inverter unit 8 is located above the motor 1 and overlaps the motor 1 when viewed from the vertical direction. As a result, the size of the motor unit 10 in the vehicle longitudinal direction can be reduced compared to the case where the inverter unit 8 is disposed in the vehicle longitudinal direction with respect to the motor 1. As a result, a large impact area in the vehicle can be ensured.

In general, the projection area of the motor housing portion 62 in the axial direction is smaller than the projection area of the gear housing portion 63 in the axial direction. According to the present embodiment, since the inverter unit 8 is disposed radially outward of the motor housing 62, it is easy to dispose the inverter unit 8 and the gear housing 63 so as to overlap each other when viewed in the axial direction. This reduces the projected area of the entire motor unit 10 in the axial direction, and can reduce the size of the motor unit 10.

As shown in fig. 3, at least a part of the inverter unit 8 overlaps the counter gear 23 when viewed from the axial direction. By disposing the inverter unit 8 and the counter gear 23 so as to overlap each other, the projected area of the motor unit 10 in the axial direction can be reduced, and the motor unit 10 can be miniaturized.

At least a part of the inverter unit 8 overlaps with the oil pump 96 as viewed in the axial direction. Likewise, at least a part of the inverter unit 8 overlaps the oil cooler 97 when viewed from the axial direction. By disposing the inverter unit 8 so as to overlap the oil pump 96 and the oil cooler 97, the projected area of the motor unit 10 in the axial direction can be reduced, and the motor unit 10 can be miniaturized.

Fig. 4 and 5 are exploded perspective views of the motor unit 10, and are views showing the inverter unit 8 separated from the housing 6. In fig. 4 and 5, the perspective directions of the motor unit 10 are different from each other.

As shown in fig. 4 and 5, the inverter unit 8 is fixed to the housing 6 of the motor unit 10 in a plurality of fixing portions 40, 45. The plurality of fixing portions 40, 45 are classified into a1 st fixing portion 40 (see fig. 4) and a2 nd fixing portion 45 (see fig. 5). The 1 st fixing portion 40 is located on the vehicle front side with respect to the motor axis J1, and the 2 nd fixing portion 45 is located on the vehicle rear side with respect to the motor axis J1.

As shown in fig. 4, the 1 st fixing portion 40 includes an eave portion 42 provided on the inverter unit 8, an opposing surface 43 provided on the case 6, and a fixing bolt 41.

The eave 42 of the 1 st fixing portion 40 protrudes in the horizontal direction on the outer side surface of the inverter case 8b of the inverter unit 8. The eave portion 42 is provided with a through hole 42a penetrating in the vertical direction.

The facing surface 43 of the 1 st fixing portion 40 faces the eave portion 42 in the up-down direction. In the present embodiment, the facing surface 43 is provided in the case 6 located below the inverter unit 8. Therefore, in the present embodiment, the opposing surface 43 of the 1 st fixing portion 40 faces upward. The facing surface 43 is provided with a screw hole 43a extending in the vertical direction and opening toward the eave 42 (i.e., upper side).

The fixing bolt 41 of the 1 st fixing portion 40 is screwed into the screw hole 43a of the facing surface 43 through the through hole 42a of the eave portion 42. Thereby, the lower surface of the eave 42 contacts the facing surface 43, and the inverter unit 8 and the case 6 are fixed to each other.

As shown in fig. 5, the 2 nd fixing portion 45 includes an eave portion 47 provided on the case 6, an opposing surface 48 provided on the inverter unit 8, and a fixing bolt 46.

The eave portion 47 of the 2 nd fixing portion 45 protrudes in the horizontal direction on the outer side surface of the motor housing portion 62 of the housing 6. The eave portion 47 is provided with a through hole 47a penetrating in the vertical direction.

The facing surface 48 of the 2 nd fixing portion 45 faces the eave portion 47 in the up-down direction. In the present embodiment, the facing surface 48 is provided on the inverter unit 8 located on the upper side of the housing 6. Therefore, in the present embodiment, the facing surface 48 of the 2 nd fixing portion 45 is directed downward. The facing surface 48 is provided with a screw hole 48a extending in the vertical direction and opening toward the eave 47 (i.e., the lower side).

The fixing bolt 46 of the 2 nd fixing portion 45 is screwed into the screw hole 48a of the facing surface 48 through the through hole 47a of the eave portion 47. As a result, the upper surface of the eave 47 contacts the facing surface 48, and the inverter unit 8 and the case 6 are fixed to each other.

The 1 st fixing portion 40 and the 2 nd fixing portion 45 are disposed on opposite sides with respect to the motor axis J1 when viewed from the up-down direction. The eaves 42 and 47 of the 1 st fixing portion 40 and the 2 nd fixing portion 45 extend away from the motor axis J1 when viewed in the vertical direction.

According to the present embodiment, the eave portion 42 of the 1 st fixing portion 40 and the eave portion 47 of the 2 nd fixing portion 45, which are located on opposite sides of each other with respect to the motor axis J1, are provided separately in the inverter unit 8 and the housing 6, respectively. Therefore, the motor unit 10 can be made smaller in the vehicle longitudinal direction than in the case where all of the eaves are provided in either the inverter unit 8 or the housing 6.

Fig. 6 is a schematic cross-sectional view of the motor unit 10. In fig. 6, detailed structures of the respective parts (for example, coils of the stator 32, rotor magnets of the rotor 31, and the like) are omitted.

The inverter unit 8 has a lower surface 8s opposed to the housing 6. The lower surface 8s is a flat surface along the horizontal direction. The lower surface 8s of the inverter unit 8 is surrounded by a plurality of fixing portions (the 1 st fixing portion 40 and the 2 nd fixing portion 45) as viewed from the up-down direction. That is, the plurality of fixing portions 40 and 45 are disposed around the lower surface 8s.

As shown in fig. 4 and 5, the 1 st rib 62a and the 2 nd rib 62b protruding in the radial direction of the motor axis J1 are provided on the outer side surface of the motor housing portion 62 of the housing 6. The 1 st rib 62a extends along the axial direction of the motor axis J1. The 1 st rib 62a is located directly above the motor 1. The 2 nd rib 62b extends along the circumferential direction of the motor axis J1.

As shown in fig. 6, the 1 st rib 62a and the 2 nd rib 62b are provided with notch surfaces 62s cut along the lower surface 8s of the inverter unit 8. That is, a notch surface 62s is provided on the outer side surface of the case 6. The notch surface 62s is a flat surface along the horizontal direction. The notch surface 62s faces the lower surface 8s of the inverter unit 8 in the vertical direction with a gap therebetween.

The contact surfaces of the case 6 and the inverter unit 8 in the 1 st fixing portion 40 and the 2 nd fixing portion 45 are applied with surface pressure by the fixing bolts 41, 46. Therefore, in the 1 st fixing portion 40 and the 2 nd fixing portion 45, the case 6 and the inverter unit 8 are integrally coupled. On the other hand, in the region where the surface pressure is not applied, in the case where the case 6 and the inverter unit 8 are in contact, the vibration of the case 6 accompanying the actions of the motor 1 and the transmission mechanism 5 is transmitted to the inverter unit 8, and thus the inverter unit 8 may be excited. When the inverter unit 8 is excited, damage may occur to each part of the inverter unit 8 (the inverter 8a, the circuit board, the capacitor, and the like). According to the present embodiment, the case 6 and the inverter unit 8 are separated in the up-down direction in the region surrounded by the fixing portions 40, 45 when viewed from the up-down direction. This suppresses transmission of the vibration of the case 6 to the inverter unit 8, and the inverter unit 8 can be excited.

While the embodiments and modifications of the present invention have been described above, the structures and combinations thereof in the embodiments and modifications are examples, and the structures may be added, omitted, substituted, and other modified without departing from the spirit of the present invention. The present invention is not limited to the embodiments.

Description of the reference numerals

1, Motor, 5, transmission mechanism, 7, parking lock mechanism, 7a, parking lock gear, 7b, parking lock arm, 7c, parking lock actuator, 8, inverter unit, 8a, 8s, lower surface, 10, motor unit, 11, motor drive shaft, 13, auxiliary shaft, 21, motor drive gear, 23, auxiliary shaft, 24, drive gear, 40, 1 st fixed part (fixed part), 45, 2 nd fixed part, 41, 46, fixing bolt, 42, 47, eave part, 42a, 47, 48, opposite surfaces, 43a, 48a, threaded hole, 51, gear ring, 55, output shaft, 61, partition wall part, 62s, notch surface, 63, gear storage part, 90, oil path, 96, oil pump, 96m, pump motor, 97, oil cooler, J1, J3, auxiliary shaft, J4, output shaft, J6, L1, L2, O2 and oil line segment.

Claims

1. A motor unit mounted on a vehicle to drive the vehicle, wherein,

The motor unit includes:

A motor having a rotor and a stator, the rotor being rotatable about a motor axis;

a transmission mechanism that transmits power of the motor and outputs the power from an output shaft;

A housing having a motor housing portion for housing the motor and a gear housing portion for housing the transmission mechanism;

an inverter unit that supplies power to the motor;

An oil circulating in an oil passage provided in the housing, and

An oil cooler provided in a path of the oil passage and configured to cool the oil,

At least a part of the inverter unit overlaps the oil cooler when viewed from an axial direction of the motor axis,

The oil cooler is fixed to a radially outer side surface of the housing,

The transmission mechanism has a gear overlapping at least a part of the inverter unit when viewed from an axial direction of the motor axis,

At least a portion of the oil cooler is disposed in front of the gear.

2. A motor unit mounted on a vehicle to drive the vehicle, wherein,

The motor unit includes:

an inverter unit that supplies power to the motor;

An oil circulating in an oil passage provided in the housing, and

The inverter unit is fixed to the housing at a fixing portion,

The fixing portion has:

an eave portion provided on one of the case and the inverter unit, and extending in a horizontal direction;

an opposing surface provided on the other of the housing and the inverter unit and opposing the eave portion in the vertical direction, and

The bolt is fixed on the fixing device,

The eave part is provided with a through hole which penetrates along the up-down direction,

Threaded holes are arranged on the opposite surfaces,

The fixing bolt is screwed into the screw hole of the facing surface through the through hole of the eaves.

3. The motor unit according to claim 1 or 2, wherein,

The oil cooler is located above the motor axis.

4. The motor unit according to claim 1 or 2, wherein,

The inverter unit and the oil cooler are connected to each other by a pipe constituting a refrigerant path.

5. The motor unit according to claim 1, wherein,

The inverter unit is fixed to the housing at a fixing portion,

The fixing portion has:

The bolt is fixed on the fixing device,

Threaded holes are arranged on the opposite surfaces,

6. The motor unit according to claim 2 or 5, wherein,

The fixing part is provided with a1 st fixing part and a2 nd fixing part,

In the 1 st fixing portion, the eave portion is provided to the inverter unit, the opposing surface is provided to the housing,

In the 2 nd fixing portion, the eave portion is provided to the case, and the facing surface is provided to the inverter unit.

7. The motor unit according to claim 6, wherein,

The 1 st fixing portion is located on the opposite side of the 2 nd fixing portion with respect to the motor axis as viewed in an axial direction of the motor axis.

8. The motor unit according to claim 1 or 2, wherein,

The inverter unit has a lower surface opposite to the housing,

The housing and the lower surface face each other in the vertical direction with a gap therebetween.

9. The motor unit according to claim 1 or 2, wherein,

The motor housing part is provided with a motor chamber inside,

The housing is provided with a flow path which,

The oil is supplied to a motor at an upper side of the motor chamber via the flow path after passing through the oil cooler.