CN114930695A - Motor unit - Google Patents

Abstract

It has a casing that accommodates a motor and a gear portion, and a pump that circulates oil accommodated in the casing. The housing includes a motor housing portion that houses the motor, and a gear portion housing portion that is disposed on one side of the motor housing portion in the motor axis direction and houses the gear portion. The pump is attached to an outer surface of the gear portion housing portion on one side in the motor axis direction, and at least a part thereof overlaps with the housing in the motor axis direction.

Description

motor unit

technical field

The present invention relates to a motor unit.

This application claims priority based on Japanese Patent Application No. 2020-003243 filed in Japan on January 10, 2020, the content of which is incorporated herein by reference.

Background technique

Japanese Patent Laid-Open No. 2016-73163 discloses a structure in which the refrigerant is cooled by a cooling device provided outside the rotating electrical machine and the refrigerant is supplied to the motor by a pump provided outside the rotating electrical machine.

prior art literature

Patent Literature

Patent Document 1: International Publication No. 2013/069744

SUMMARY OF THE INVENTION

The technical problem to be solved by the invention

However, in the case where the pump and the cooling device are arranged outside the rotating electrical machine, the rotating electrical machine becomes large and may be difficult to install.

Therefore, an object of the present invention is to provide a motor unit that can achieve overall miniaturization while maintaining cooling efficiency.

Technical solutions adopted to solve technical problems

An exemplary motor unit of the present invention includes a motor having a motor shaft that rotates around a motor axis extending in the horizontal direction, and a gear portion that rotates at a position along the motor axis. One side in the axial direction of the motor is connected to the motor shaft; a casing that accommodates the motor and the gear portion; and a pump that circulates oil accommodated in the casing, the casing having: a motor accommodating part for accommodating the motor; and a gear part accommodating part arranged on one side of the motor accommodating part in the motor axis direction and accommodating the gear part, The pump is attached to an outer surface of the gear portion housing portion on one side in the motor axis direction, and at least a part thereof overlaps with the housing in the motor axis direction.

Invention effect

According to the exemplary motor unit of the present invention, overall miniaturization can be achieved while maintaining cooling efficiency.

Description of drawings

FIG. 1 is a schematic diagram of a vehicle equipped with a motor unit according to an embodiment.

FIG. 2 is a conceptual diagram of a motor unit according to an embodiment.

3 is a perspective view of the motor unit viewed from above on one side in the motor axis direction.

4 is a perspective view of the motor unit as viewed from above on the other side in the motor axis direction.

5 is a perspective view of the motor unit as viewed from below on the other side in the motor axis direction.

6 is a side view of the motor unit viewed from one side in the motor axis direction.

FIG. 7 is a front view of the motor unit.

8 is a cross-sectional view of the motor housing portion cut along a plane orthogonal to the motor axis.

Detailed ways

Hereinafter, a motor unit according to an embodiment of the present invention will be described with reference to the drawings. In addition, the scope of the present invention is not limited to the following embodiments, but can be arbitrarily changed within the scope of the technical idea of the present invention. FIG. 1 is a schematic diagram of a vehicle Cb equipped with a motor unit 1 according to an exemplary embodiment of the present invention. In FIG. 1 , the traveling direction Dd of the vehicle Cb is indicated by an arrow. The vehicle Cb is a so-called FF type vehicle in which the motor unit 1 is disposed on the front side and the front wheels Tf are driven.

In the following description, the direction of gravity is defined based on the positional relationship in the case where the motor unit 1 is mounted on the vehicle Cb on a horizontal road surface. In addition, in the drawings, as a three-dimensional rectangular coordinate system, an XYZ coordinate system is appropriately shown. That is, in the following description, the XYZ coordinate system is based on the state of FIG. 1 . More specifically, it is defined as follows.

The Z-axis direction represents the vertical direction (that is, the vertical direction), the +Z direction is the upper side (the opposite side to the gravitational direction), and the −Z direction is the lower side (the gravitational direction). In addition, the X-axis direction is a direction orthogonal to the Z-axis direction, and represents the front-rear direction of the vehicle Cb on which the motor unit 1 is mounted. The +X direction is the front of the vehicle Cb, and the -X direction is the rear of the vehicle Cb. However, the +X direction may be the rear of the vehicle Cb, and the −X direction may be the front of the vehicle Cb. The Y-axis direction is a direction orthogonal to both the X-axis direction and the Z-axis direction, and represents the width direction (left-right direction) of the vehicle. The +Y direction is to the left of the vehicle Cb, and the -Y direction is to the right of the vehicle Cb. However, when the +X direction is the rear of the vehicle Cb, the +Y direction may be the right side of the vehicle Cb and the −Y direction may be the left side of the vehicle Cb.

The driving method of the vehicle Cb is not limited to the FF method, and may be an FR method in which the motor unit 1 is disposed on the front side and the rear wheels Tr are driven. The RR system may be adopted in which the motor unit 1 is arranged on the rear side of the vehicle Cb and the rear wheels Tr are driven. In addition, a four-wheel drive system in which the motor unit 1 is arranged on both the front side and the rear side and drives the front wheels Tf and the rear wheels Tr may be adopted. Other methods can also be used. The method of attaching the motor unit 1 to the vehicle Cb may be different depending on the driving method. For example, the X-axis direction may be the width direction (left-right direction) of the vehicle Cb, and the Y-axis direction may be the front-rear direction of the vehicle Cb.

In the following description, unless otherwise specified, the direction (Y-axis direction) parallel to the motor axis J2 of the motor 2 is simply referred to as “axial”, and the radial direction perpendicular to the motor axis J2 is simply referred to as “radial”, The circumferential direction centered on the motor axis J2 is simply referred to as the "circumferential direction". In addition, the above-mentioned "parallel direction" includes not only a completely parallel case but also a substantially parallel direction.

The motor unit 1 is installed in front of the vehicle Cb as a power source for the drive wheels of the vehicle Cb. In the present embodiment, the vehicle Cb is an electric vehicle (EV), but it is not limited to this. Examples of the vehicle Cb equipped with the motor unit 1 include a hybrid vehicle (HV) and a plug-in hybrid vehicle (PHV). At least one of the power sources such as driving wheels is a motor of the car.

As shown in FIG. 1 , the vehicle Cb drives the front wheels Tf by the motor unit 1 arranged on the front side. The output shaft 33 protrudes toward both sides in the Y direction of the motor unit 1 . The end of the output shaft 33 is connected to the drive shaft Sd via the joint Cp. The front wheel Tf is connected to the drive shaft Sd.

In the motor unit 1, the torque output from the motor 2 is output from the output shaft 33 to the outside. The torque from the output shaft 33 is transmitted to the drive shaft Sd via the joint Cp. Thereby, the front wheels Tf rotate, and the vehicle Cb travels on the road surface. Moreover, as a joint Cp, a universal joint is mentioned, for example, but it is not limited to this.

<1. Motor unit 1>

Hereinafter, a motor unit 1 according to an exemplary embodiment of the present invention will be described based on the drawings. FIG. 2 is a conceptual diagram of the motor unit 1 according to one embodiment. FIG. 3 is a perspective view of the motor unit 1 viewed from above on one side in the direction of the motor axis J2. FIG. 4 is a perspective view of the motor unit 1 as viewed from above on the other side in the direction of the motor axis J2. FIG. 5 is a perspective view of the motor unit 1 viewed from below on the other side in the direction of the motor axis J2. FIG. 6 is a side view of the motor unit 1 viewed from one side in the direction of the motor axis J2. FIG. 7 is a front view of the motor unit 1 . 8 is a cross-sectional view of the motor housing portion 51 cut along a plane perpendicular to the motor axis J2. In addition, FIG. 2 is only a conceptual diagram, and the arrangement and size of each part may be different from the actual motor unit 1 .

As shown in FIG. 2 , the motor unit 1 includes a motor 2 , a gear unit 3 , a pump 4 , a housing 5 , and an inverter unit 6 . That is, the motor unit 1 includes the motor 2 , the gear portion 3 , and the housing 5 .

<2. Motor 2>

As shown in FIG. 2 , the motor 2 includes: a rotor 21 that rotates around a motor axis J2 extending in the horizontal direction; and a stator 24 located radially outside the rotor 21 . The motor 2 is accommodated in the following motor accommodating portion 51 of the casing 5 .

<2.1 Rotor 21>

The rotor 21 is rotated by supplying electric power from a battery (not shown) to the stator 24 . The rotor 21 has a motor shaft 22, a rotor core 23, and a rotor magnet (not shown). The rotor 21 rotates around the motor axis J2 extending in the horizontal direction.

The motor shaft 22 extends around a motor axis J2 extending in the horizontal direction and the width direction of the vehicle Cb. That is, the motor 2 has the motor shaft 22 that rotates about the motor axis J2 extending in the horizontal direction. The motor shaft 22 rotates about the motor axis J2. The motor shaft 22 is a hollow shaft having a hollow portion 220 provided therein, and the hollow portion 220 has an inner peripheral surface extending along the motor axis J2.

The motor shaft 22 extends across the motor housing portion 51 and the gear portion housing portion 52 of the housing 5 . An end portion on one side (+Y side) of the motor shaft 22 protrudes into the inside of the gear portion housing portion 52 . The following first gear 311 of the gear portion 3 is fixed to the end portion of the motor shaft 22 that protrudes into the gear portion housing portion 52 . The motor shaft 22 is rotatably supported by the following first motor bearing 281 arranged on the bottom portion 512 and second motor bearing 282 arranged on the partition wall portion 513 of the casing 5 .

In addition, the portion of the motor shaft 22 arranged in the gear portion housing portion 52 is rotatably supported by the second motor bearing 282 and the first gear bearing 341 . As described above, the second motor bearing 282 is arranged on the partition wall portion 513 . The first gear bearing 341 is arranged in the below-described gear portion housing portion 52 of the housing 5 . In addition, the motor shaft 22 may be divided into a portion in the motor housing portion 51 and a portion in the gear portion housing portion 52 . In the case where the motor shaft 22 can be divided, the divided motor shaft 22 may adopt, for example, a screw coupling structure using an external thread and an internal thread. In addition, it may be joined by a fixing method such as welding.

The rotor core portion 23 is formed by laminating silicon steel sheets. The rotor core 23 is a cylindrical body extending in the axial direction. A plurality of rotor magnets are fixed to the rotor core portion 23 . The plurality of rotor magnets are arranged in the circumferential direction with alternating magnetic poles.

<2.2 Stator 24>

The stator 24 surrounds the rotor 21 from the radially outer side. That is, the motor 2 is an inner rotor type motor in which the rotor 21 is rotatably arranged inside the stator 24 . The stator 24 includes a stator core 25 , a coil 26 , and an insulator (not shown) interposed between the stator core 25 and the coil 26 . The stator 24 is held by the casing 5 . The stator core portion 25 has a plurality of magnetic pole teeth from the inner peripheral surface of the annular yoke portion to the radially inner side.

The coil 26 is formed by winding a wire between the magnetic pole teeth. The lead wire is connected to the inverter unit 6 via a bus bar (not shown).

<3. Gear part 3>

The gear portion 3 transmits the torque output from the motor 2 to the drive shaft Sd connected to the front wheels Tf. As shown in FIG. 2 , the gear portion 3 is accommodated in the gear portion accommodating portion 52 of the housing 5 . The gear portion 3 is connected to the motor shaft 22 on one side in the axial direction (+Y direction side). That is, the gear portion 3 is connected to the motor shaft 22 on the motor axis direction side (+Y direction side) along the motor axis J2. The gear portion 3 has a speed reduction portion 31 and a differential portion 32 .

<3.1 Deceleration section 31>

As shown in FIGS. 2 and 5 , the speed reduction portion 31 is connected to the motor shaft 22 . The reduction unit 31 has a function of reducing the rotational speed of the motor 2 and increasing the torque output from the motor 2 according to the reduction ratio. The reduction unit 31 transmits the torque output from the motor 2 to the differential unit 32 .

The speed reduction portion 31 is a parallel shaft gear type speed reducer in which the shaft centers of the respective gears are arranged in parallel. The speed reduction portion 31 has: a first gear 311 as an intermediate drive gear; a second gear 312 as an intermediate gear; a third gear 313 as a final drive gear; and an intermediate shaft 314 .

The first gear 311 is arranged on the outer peripheral surface of the motor shaft 22 . The first gear 311 may be the same member as the motor shaft 22, or may be a different member and be firmly fixed. The first gear 311 rotates around the motor axis J2 together with the motor shaft 22 .

The intermediate shaft 314 extends along an intermediate axis J4 that is parallel to the motor axis J2. Both ends of the intermediate shaft 314 are rotatably supported by the second gear bearing 342 arranged on the partition wall portion 513 and the third gear bearing 343 arranged on the below-described cover bottom portion 525 of the gear portion cover portion 522 .

The intermediate shaft 314 is supported by the housing 5 so as to be rotatable about the intermediate axis J4. The second gear 312 and the third gear 313 are arranged on the outer peripheral surface of the intermediate shaft 314 . That is, the second gear 312 and the third gear 313 are connected by the intermediate shaft 314 . The second gear 312 may be the same member as the intermediate shaft 314, or may be a different member and fixed firmly. The third gear 313 is also the same as the second gear 312 .

The second gear 312 and the third gear 313 rotate about the intermediate axis J4. The second gear 312 meshes with the first gear 311 . The third gear 313 meshes with the ring gear 321 of the differential portion 32 .

The torque of the motor shaft 22 is transmitted from the first gear 311 to the second gear 312 . Then, the torque transmitted to the second gear 312 is transmitted to the third gear 313 via the intermediate shaft 314 . Then, the torque transmitted to the third gear 313 is transmitted to the ring gear 321 of the differential portion 32 . In this way, the reduction unit 31 transmits the torque output from the motor 2 to the differential unit 32 . The gear ratio of each gear, the number of gears, etc. can be variously changed according to the desired reduction ratio.

<3.3 Differential Unit 32 >

The differential portion 32 transmits the torque output from the motor 2 to the output shaft 33 . The output shaft 33 is attached to the left and right of the differential portion 32 , respectively. As shown in FIG. 1 , the output shaft 33 is connected to the drive shaft Sd via the joint Cp.

The differential unit 32 has a function of, for example, absorbing the speed difference between the left and right front wheels Tf, that is, the output shaft 33 when the vehicle Cb turns, and transmitting the same torque to the left and right output shafts 33 . The differential portion 32 includes a ring gear 321, a gear housing (not shown), a pair of pinions (not shown), a pinion shaft (not shown), and a pair of side gears (not shown).

Further, as shown in FIGS. 5 , 7 , etc., the end portion of the output shaft 33 on the other side (the −Y direction side) in the axial direction is larger than the other side (−Y direction side) in the axial direction of the motor housing portion 51 of the housing 5 . The ends are more prominent.

In addition, in the gear part 3 of this embodiment, although the output shaft 33 protrudes to both sides in the Y direction, it is not limited to this. For example, depending on the installation method of the motor unit 1 , the output shaft 33 may protrude in only one direction in the Y direction, and the pair of motor units 1 may be used to drive one wheel, respectively. In this case, the differential portion can be omitted.

<3.3 Parking mechanism>

For example, in an electric vehicle, there is no braking mechanism that applies a brake to the vehicle Cb other than the side brakes. Therefore, the motor unit 1 may be provided with a parking mechanism that locks the vehicle Cb when the shift lever (not shown) is moved to the parking position. In the case where the vehicle Cb is an HV, PHV, etc. having an internal combustion engine and a transmission, the parking mechanism can be omitted.

<4. Inverter unit 6>

The inverter unit 6 is electrically connected to the stator 2 . The inverter unit 6 controls the electric power supplied to the motor 2 . As shown in FIG. 2 , the inverter unit 6 is accommodated in the inverter accommodating portion 53 of the casing 5 . The housing 5 further has an inverter housing portion 53 that houses the inverter unit 6 that supplies electric power to the motor 2 .

As shown in FIG. 2 , the refrigerant is supplied to the inverter unit 6 from a radiator (not shown). As shown in FIG. 2 , an inverter cooling flow path 71 for allowing the refrigerant to flow is arranged in a housing cover portion 531 that closes the opening of the inverter housing portion 53 . The refrigerant from the radiator flows into the inverter cooling flow path 71 through the refrigerant piping 72 . The refrigerant passes through the inverter cooling flow path 71 , thereby transferring the heat generated by the inverter unit 6 to the refrigerant. That is, the inverter unit 6 is cooled.

<5. Pump 4>

The pump 4 circulates the oil CL in the inner space of the casing 5 . That is, the pump 4 circulates the oil CL accommodated in the casing 5 . The oil CL circulated by the pump 4 is supplied to the motor 2 . The motor 2 is cooled by the oil CL. Pump 4 is an electric pump.

As shown in FIGS. 3 , 7 , etc., the pump 4 is attached to the outer surface on the axial direction side (+Y direction side) of the below-described cover flange portion 526 of the gear portion housing portion 52 of the casing 5 . The pump 4 circulates the oil CL for cooling the motor 2 and the gear unit 3 inside the casing 5 .

The pump 4 includes a pump motor and a compressing part, both of which are omitted from the drawings. The compression part has a suction port and a discharge port. For example, a trochoid pump in which an external gear (not shown) meshes with an internal gear and rotates as the compression part is mentioned, but it is not limited to this. For example, the compression unit may be a pump other than a trochoid pump such as a centrifugal pump. The pump motor drives the compression section. The compressor is driven by a pump motor, and sucks the oil CL in the oil reservoir 54 from the suction port, compresses it, and discharges it from the discharge port.

As shown in FIG. 7 , the suction port of the pump 4 is connected to the oil reservoir 54 via the suction pipe 500 . The suction piping 500 has a tubular shape arranged inside the casing 5 . One end of the suction pipe 500 is connected to the oil reservoir 54 . By driving the pump 4 , the oil CL stored in the oil reservoir 54 is sucked from the suction pipe 500 . Then, the oil CL sucked from the suction pipe 500 is sucked into the inside of the pump 4 from the suction port of the pump 4 . That is, the suction port of the pump 4 that sucks the oil is connected to the suction pipe 500 , and the suction pipe 500 is connected to the inner space of the oil reservoir 54 . The suction piping 500 may have a tubular shape formed inside the casing 5, or may be formed by piping separately prepared.

Moreover, the discharge port of the pump 4 is connected to the flow piping part 561 of the oil piping part 56 mentioned later. The oil CL discharged from the discharge port of the pump 4 flows into the oil cooler 8 via the flow piping portion 561 .

With the above configuration, the oil CL can be circulated inside the motor housing space 501 .

<6. Oil cooler 8>

The oil CL and the refrigerant supplied through a path different from the oil CL are supplied to the oil cooler 8 . The oil cooler 8 has an oil flow pipe portion and a refrigerant flow pipe portion, both of which are omitted from the drawings. The oil flow pipe part and the refrigerant flow pipe part are separated by materials with high thermal conductivity such as aluminum and copper, so that the oil and the refrigerant exchange heat.

One end portion of the oil flow pipe portion of the oil cooler 8 is connected to the discharge port of the pump 4 via the flow pipe portion 561 of the oil pipe portion 56 . Thereby, the oil CL discharged from the discharge port of the pump 4 flows into the oil flow pipe part of the oil cooler 8 via the flow pipe part 561 . The other end portion of the oil flow pipe portion of the oil cooler 8 is connected to a supply piping portion 562 of the oil piping portion 56 to be described later. The cooled oil CL that has flowed out of the oil cooler 8 is sent to the below-described oil distribution part 57 via the supply piping part 562 . That is, the oil cooler 8 that cools the oil CL passing through the oil piping portion 56 is arranged in the path of the oil piping portion 56 .

As described above, the refrigerant that exchanges heat with the oil CL flows into the refrigerant flow pipe portion of the oil cooler 8 . Here, the piping of the refrigerant through which the refrigerant circulates will be described. In the motor unit 1 of the present embodiment, the refrigerant that has undergone heat exchange with the oil CL through the oil cooler 8 flows into the oil cooler 8 after being used to cool the inverter unit 6 .

The inverter cooling flow path 71 is connected to the oil cooler 8 via a connecting pipe 73 . The refrigerant flowing out of the inverter cooling flow path 71 flows into the refrigerant flow pipe portion of the oil cooler 8 via the connecting pipe 73 . The oil CL flows in the oil flow pipe portion, and the refrigerant flows in the refrigerant flow pipe portion. At this time, the heat of the oil CL is transferred to the refrigerant, and the oil CL is cooled.

The outflow portion of the refrigerant flow pipe portion of the oil cooler 8 is connected to the radiator via the return pipe 74 . The refrigerant heat-exchanged with the oil CL in the oil cooler 8 is returned to the radiator through the return pipe 74 . Then, the refrigerant is cooled by radiating heat to the outside through the radiator. In addition, in this embodiment, although the oil CL is cooled by the refrigerant|coolant which cooled the inverter unit 6, it is not limited to this. For example, piping which directly receives the refrigerant from the radiator and returns it may be provided.

<7. Shell 5>

As shown in FIG. 2 and the like, the casing 5 includes a motor housing portion 51 , a gear portion housing portion 52 , an inverter housing portion 53 , an oil storage portion 54 (see FIGS. 4 and 5 ), an output shaft support portion 55 , and an oil piping portion. 56 (refer to FIG. 7 ), oil distribution portion 57 (refer to FIG. 8 ), and ribs 58 (refer to FIG. 5 ).

The gear portion accommodating portion 52 is located on the axial side (+Y direction side) of the motor accommodating portion 51 . The motor accommodating portion 51 and the gear portion accommodating portion 52 are formed of metals such as iron, aluminum, and an alloy of iron and aluminum, for example, but are not limited thereto.

As shown in FIG. 2 , the housing 5 has a motor accommodating space 501 and a gear portion accommodating space 502 . The motor accommodating space 501 is a space inside the motor accommodating portion 51 . The motor 2 is accommodated in the motor accommodation space 501 . The gear portion accommodating space 502 is a space inside the gear portion accommodating portion 52 . The gear unit 3 is accommodated in the gear unit accommodation space 502 . That is, the casing 5 accommodates the motor 2 and the gear portion 3 .

<7.1 Motor accommodating part 51>

The motor housing portion 51 has a cylindrical portion 511 and a bottom portion 512 . One axial side (+Y direction side) of the cylindrical portion 511 is open and extends in the axial direction. The bottom portion 512 extends radially inward from the end portion on the other axial side (the −Y direction side) of the cylindrical portion 511 . The bottom portion 512 closes the end portion on the other axial side (the −Y direction side) of the cylindrical portion 511 . In the motor housing portion 51, the cylindrical portion 511 and the bottom portion 512 are formed of the same member. Thereby, the motor accommodating part 51 has a bottomed cylindrical shape.

The motor accommodating portion 51 has a bottomed cylindrical shape with the gear portion accommodating portion 52 side open, so that the motor unit 1 can be assembled only by working from one side in the axial direction (+Y direction side). Therefore, operations such as changing the position of the operator and changing the position of the casing 5 are not required, and the work man-hours can be reduced. Therefore, the cost required for the work can be reduced.

<7.2 Oil storage section 54>

Below (-Z direction side) the motor accommodating part 51, the oil storage part 54 which protrudes radially outward is arrange|positioned. The motor housing portion 51 and the oil storage portion 54 are formed of the same member, and the peripheral wall of the oil storage portion 54 and the peripheral wall of the motor housing portion 51 protrude radially outward continuously. The oil storage portion 54 extends in the axial direction, and the inside thereof is connected to the motor housing space 501 of the motor housing portion 51 (see FIG. 8 ). Then, the oil CL in the motor housing space 501 flows downward and is stored in the oil storage portion 54 . That is, the housing 5 further has an oil storage portion that protrudes from the lower portion of the motor housing portion 51 in the vertical direction toward the radially outer side of the motor housing portion 51 and stores the oil CL.

In the present embodiment, the motor housing portion 51 and the oil storage portion 54 are formed of the same member, but the present invention is not limited to this. For example, a cutout extending in the axial direction (Y direction) may be formed below the motor accommodating portion 51 , and the cutout may be covered with a separately prepared oil storage portion 54 . In addition, although the curvature radius of the oil storage part 54 is smaller than the curvature radius of the motor accommodating part 51, it has an arc shape, but it is not limited to this. For example, it may be in the shape of a combination of planes. A shape capable of storing oil circulating in the motor housing portion 51 and flowing downward can be widely adopted.

As shown in FIG. 8 , cooling pipe portions 541 and 542 through which the refrigerant flows may be provided adjacent to the oil storage portion 54 . That is, the casing 5 further includes cooling pipe portions 541 and 542 through which the refrigerant flows, and the cooling pipe portions 541 and 542 flow the refrigerant for cooling the oil CL stored in the oil storage portion 54 .

The cooling pipe portion 541 is formed inside the wall portion of the oil storage portion 54 and has a tubular shape extending in the axial direction (Y direction). The inner side of the oil storage portion 54 of the cooling pipe portion 541 protrudes inward. Thereby, the area of the inner surface in contact with the oil CL can be increased, and the heat exchange efficiency, that is, the cooling efficiency can be improved.

Moreover, the cooling pipe part 542 is a cylindrical body arrange|positioned inside the oil storage part 54. As shown in FIG. By using the said cooling pipe part 542, the oil CL stored in the oil storage part 54 can be cooled efficiently. Moreover, although the cooling pipe part 542 is arrange|positioned inside the casing 5, since it arrange|positions in the space inside the oil storage part 54, it is hard to interfere with the motor 2. As shown in FIG. In addition, in the case 5 shown in FIG. 8, although both the cooling pipe part 541 and the cooling pipe part 542 are used, either one of them may be used.

The refrigerant supplied to the cooling pipe portions 541 and 542 may be, for example, a refrigerant that has cooled other components such as the inverter unit 6, or may be directly supplied from a radiator. You may include the structure which heats a refrigerant|coolant, and heats the oil CL stored in the oil storage part 54 at the time of a cold start. Thereby, the oil can be made to have an appropriate viscosity immediately after the cold start. Thereby, the lubrication of the motor 2 and the gear part 3 can be performed immediately after a cold start, and the lifetime of the motor unit 1 can be extended.

<7.3 Partition wall portion 513 >

The cylindrical portion 511 and the oil storage portion 54 are opened to one side in the axial direction (+Y direction side). Partition wall part 513 The partition wall part 513 closes the openings of the cylindrical part 511 and the oil storage part 54 . The partition wall portion 513 can be attached to and detached from the motor housing portion 51 and the oil storage portion 54 .

The motor 2 is accommodated in the motor accommodating space 501 surrounded by the cylindrical portion 511 , the bottom portion 512 and the partition wall portion 513 . The first motor bearing 281 is arranged on the bottom 512 . The end portion on the other side (the −Y direction side) in the axial direction of the motor shaft 22 is rotatably supported by the first motor bearing 281 .

A through hole 514 is formed in the partition wall portion 513 . The through hole 514 penetrates the partition wall portion 513 in the axial direction. The center of the through hole 514 coincides with the motor axis J2. The second motor bearing 282 is arranged in the through hole 514 . The motor shaft 22 penetrates the through hole 514 . At this time, the intermediate portion in the Y direction of the motor shaft 22 is rotatably supported by the second motor bearing 282 . That is, the motor shaft 22 is rotatably supported by the through hole 514 via the second motor bearing 282 .

The second gear bearing 342 is arranged below (−Z direction) the through hole 514 on one side in the axial direction (+Y direction side) of the partition wall portion 513 . The second gear bearing 342 rotatably supports the end portion on the other axial side (the −Y direction side) of the intermediate shaft 314 .

An oil flow hole 515 is formed in the partition wall portion 513 . The oil flow hole 515 is a through hole penetrating the partition wall portion 513 in the axial direction. The oil flow hole 515 connects the oil storage portion 54 and the gear portion accommodating portion 52 . A part of the oil CL accumulated in the oil storage part 54 flows into the gear part accommodating space 502 of the gear part accommodating part 52 through the oil flow hole 515 . In addition, by forming the oil flow hole 515 at a position at a certain height from the bottom of the oil storage portion 54 , the oil CL can be retained in the oil storage portion 54 .

<7.4 Gear accommodating portion 52 >

The gear portion 3 is accommodated in the gear portion accommodating portion 52 . That is, the housing 5 has the gear portion housing portion 52 that houses the gear portion 3 . The gear portion accommodating portion 52 is arranged on the axial side (+Y direction side) of the motor accommodating portion 51 . That is, the housing 5 has the gear part housing part 52 which is arrange|positioned at the axial direction side (+Y direction side) of the motor housing part 51, and accommodates the gear part 3. As shown in FIG.

The gear portion housing portion 52 includes a gear portion support portion 521 and a gear portion cover portion 522 . The gear portion support portion 521 extends radially outward from the outer surface of the end portion of the cylindrical portion 511 of the motor housing portion 51 on one side in the axial direction (+Y direction side). The gear portion support portion 521 and the cylindrical portion 511 are formed of the same member. That is, the gear portion housing portion 52 has the gear portion support portion 521 extending radially outward from the outer surface of the end portion on the axial side (+Y direction side) of the motor housing portion 511 .

A first output shaft passage hole 523 is formed in the gear portion support portion 521 . The output shaft 33 passes through the first output shaft passing hole 523 . Thereby, the output shaft 33 penetrates the gear portion support portion 521 and extends to the other side in the axial direction (the −Y direction side). The output shaft 33 is aligned with the motor housing portion 51 . That is, the gear portion 3 has the output shaft 33 extending through the gear portion support portion 521 and extending toward the other side in the axial direction (the −Y direction side).

The end portion of the output shaft 33 on the other side in the axial direction (the −Y direction side) is rotatably supported by the output shaft support portion 55 . In addition, the details of the output shaft support portion 55 will be described later. An oil seal (not shown) is provided between the output shaft 33 and the first output shaft passage hole 523 in order to suppress leakage of the oil CL.

The gear part cover part 522 has a cover cylindrical part 524 , a cover bottom part 525 and a cover flange part 526 . The cover cylindrical portion 524 has a cylindrical shape opened on the other side (the −Y direction side) in the axial direction. Further, the cover bottom portion 525 extends radially inward from an end portion of the cover cylindrical portion 524 on the one side in the axial direction (+Y direction side). The cover cylindrical portion 524, the cover bottom portion 525, and the cover flange portion 526 are formed of the same member. That is, the gear part cover part 522 has a bottomed cylindrical shape, and is opened on the other side (the −Y direction side) in the axial direction.

The cover flange portion 526 protrudes radially outward from the other axial direction side (−Y direction side) of the cover cylindrical portion 524 . When viewed in the axial direction, the cover flange portion 526 overlaps with the gear portion support portion 521 . The gear portion support portion 521 and the cover flange portion 526 are overlapped in the axial direction. Furthermore, the gear part cover part 522 is attached to the gear part support part 521 by fixing the edge part of the cover flange part 526 to the edge part of the gear part support part 521.

The first gear bearing 341 and the third gear bearing 343 are mounted on the cover bottom 525 . The end portion of the motor shaft 22 on one side in the axial direction (the side in the +Y direction) is rotatably supported by the first gear bearing 341 . Moreover, the end part of the axial direction one side (+Y direction side) of the intermediate shaft 314 is supported by the 3rd gear bearing 343 so that rotation is possible. That is, the motor shaft 22 is rotatably supported by the housing 5 via the first motor bearing 281 , the second motor bearing 282 , and the first gear bearing 341 . Further, the intermediate shaft 314 is rotatably supported by the casing 5 via the second gear bearing 342 and the third gear bearing 343 .

Further, a second output shaft passage hole 527 is formed in the cover cylindrical portion 524 . The output shaft 33 passes through the second output shaft passing hole 527 . Thereby, the output shaft 33 penetrates the cover cylindrical part 524, and is extended to the axial direction side (+Y direction side). An oil seal (not shown) is provided between the output shaft 33 and the second output shaft passage hole 527 in order to suppress leakage of the oil CL.

In the gear portion accommodating portion 52 , the first output shaft passing hole 523 and the second output shaft passing hole 527 overlap with each other when viewed in the axial direction. In addition, the portion of the output shaft 33 on the other side (the −Y direction side) in the axial direction relative to the differential portion 32 passes through the first output shaft passage hole 523 , and the portion on the one side (the +Y direction side) in the axial direction passes through the second output shaft. The output shaft passes through the hole 527 . The output shaft 33 arranged at both ends in the axial direction (Y direction) of the differential portion 32 rotates around the output axis J5.

<7.5 Inverter accommodating part 53>

As shown in FIGS. 3 , 4 , 8 , and the like, the inverter housing portion 53 is arranged above the motor housing portion 51 and on the −X direction side. The inverter housing portion 53 and the motor housing portion 51 are formed of the same member. That is, the inverter housing portion and the motor housing portion 51 are formed of the same member. The upper side of the inverter accommodating portion 53 is opened. A accommodating cover 531 is attached to the opening of the inverter accommodating portion 53 . The inverter unit 6 is accommodated in a space surrounded by the inverter accommodating portion 53 and the accommodating cover portion 531 .

The accommodating cover portion 531 is fixed to the inverter accommodating portion 53 by a fixing method such as screwing, for example. Thereby, the opening of the inverter accommodating portion 53 is closed by the accommodating cover portion 531 . The fixing of the housing cover portion 531 and the inverter housing portion 53 is not limited to screw fastening, and a fixing method that can be firmly fixed and can be attached and detached can be widely used.

The abutting portion of the inverter accommodating portion 53 and the accommodating cover portion 531 has a structure to suppress the intrusion of moisture. Thereby, moisture is less likely to adhere to the inverter unit 6 accommodated in the inverter accommodating portion 53 . In addition, as a structure for suppressing the intrusion of moisture at the butting portion of the inverter housing portion 53 and the housing cover portion 531 , for example, a structure in which a gasket, a packing, etc. are arranged between the inverter housing portion 53 and the housing cover portion 531 can be mentioned. , but not limited to this.

The inner space of the inverter accommodating portion 53 is connected to the motor accommodating space 501 of the motor accommodating portion 51 through the wiring hole 532 . The wiring for connecting the inverter unit 6 to the coil 26 of the motor 2 is arranged in the wiring hole 532 . By providing the above-mentioned wiring hole 532 , it is possible to reduce the number of openings through which water is distributed into the inner space of the inverter housing portion 53 . In addition, the wiring hole 532 is provided with a seal (not shown) that suppresses the penetration of the oil CL circulating in the motor accommodating space 501 .

As shown in FIG. 3 , FIG. 4 , FIG. 5 , and FIG. 8 , the housing cover 531 has the inverter cooling flow path 71 . The refrigerant passes through the inside of the inverter cooling flow path 71 . When the refrigerant passes through the inverter cooling flow path 71, the heat generated by the inverter unit 6 is transferred to the refrigerant. Thereby, the inverter unit 6 is cooled. Since the inverter unit 6 is cooled, it can operate stably. In the housing 5 of the present embodiment, the inverter cooling flow path 71 is arranged in the housing cover portion 531 . In order to improve cooling efficiency, the inverter unit 6 may be attached to the housing cover portion 531 . In addition, the inverter cooling flow path 71 may be arranged in the inverter accommodating portion 53 . In this case, the inverter unit 6 may be attached to the inverter housing portion 53 .

<7.6 Output shaft support portion 55 >

The output shaft support portion 55 protrudes outward from the end portion on the other axial side (the −Y direction side) of the outer peripheral surface of the motor housing portion 51 . The output shaft support portion 55 and the motor housing portion 51 are formed of the same member.

The output shaft support portion 55 has a through hole whose center coincides with the output axis J5, and an output bearing 551 is attached to the through hole (see FIGS. 2 , 4 , and 5 ). Further, the output shaft support portion 55 rotatably supports the output shaft 33 via the output bearing 551 .

That is, the housing 5 further includes an output shaft support portion 55 that rotatably supports the output shaft 33 on the other axial side (the −Y direction side) of the motor housing portion 51 . (0747, Claim 1, lines 13 to 14) In addition, the output shaft support portion 55 and the motor housing portion 51 are formed of the same member.

In addition, the output shaft support portion 55 and the lower surface of the inverter housing portion 53 are formed of the same member. In addition, the output shaft support portion 55 is formed by integral molding together with the inverter housing portion 53 . With such a configuration, the rigidity of the output shaft support portion 55 can be increased, and the vibration of the output shaft 33 can be suppressed.

The output shaft support portion 55 and the inverter housing portion 53 may be formed of different members. At this time, the output shaft support portion 55 and the inverter housing portion 53 may be in contact with each other. When the output shaft support portion 55 and the inverter housing portion 53 are not formed of the same member, stress is not easily transmitted from the inverter housing portion 53 to the output shaft support portion 55 . Therefore, even when stress acts on the inverter housing portion 53 , deformation of the output shaft support portion 55 is suppressed, and center runout of the output shaft 33 is less likely to occur.

The output shaft support portion 55 and the inverter housing portion 53 may be in non-contact. Stress is not easily transmitted between the inverter housing portion 53 and the output shaft support portion 55, and vibration and the like can be suppressed. In addition, the output shaft support portion 55 and the inverter housing portion 53 may be formed by the same member, and the output shaft support portion 55 and the motor housing portion 51 may be formed by different members. By forming in this way, the vibration of the motor 2 transmitted to the motor housing portion 51 and the vibration transmitted to the output shaft support portion 55 can be suppressed from resonating.

Since the housing 5 has the output shaft support portion 55 , the output shaft 33 can be extended from the gear portion support portion 521 to the other side (the −Y direction side) in the axial direction. As shown in FIG. 1 , the driving shaft Sd is connected to the front end portion of the output shaft 33 via the joint Cp (see FIG. 1 ).

By adjusting the length of the output shaft 33, the length of the drive shaft Sd connected to each of the left and right front wheels Tf when the motor unit 1 is mounted on the vehicle Cb can be the same length. By making the lengths of the driving shafts Sd the same, the driving shafts Sd are connected at the same angle with respect to the output shaft 33 . Thereby, an equal torque is transmitted to the left and right front wheels Tf, and the driver can operate the vehicle Cb without feeling uncomfortable. That is, the operability of the vehicle Cb can be improved.

In the motor unit 1, in the gear unit 3, the length of the output shaft 33 so that the left and right drive shafts Sd are equal in length is determined based on the installation position of the motor unit 1 in the vehicle Cb and the position of the front wheels Tf. In addition, since the housing 5 has the output shaft support portion 55, the output shaft 33 can be stably rotated even when the output shaft 33 is extended to the other side in the axial direction (the −Y direction side).

In other words, since the housing 5 of the motor unit 1 has the output shaft support portion 55 , the output shaft 33 can be extended toward the other side in the axial direction (the −Y direction side). Thereby, the left and right driving shafts Sd of the vehicle Cb in which the motor unit 1 is mounted can be made equal in length, and the sense of discomfort felt by the driver during running can be suppressed. In addition, the output shaft support portion 55 preferably supports the vicinity of the end portion of the output shaft 33 .

Further, in the motor unit 1 of the present embodiment, both ends in the Y direction of the output shaft 33 protrude outward from the housing 5 . Therefore, when the drive shaft Sd is attached via the joint Cp, the joint Cp and the drive shaft Sd are less likely to interfere with the casing 5 .

As shown in FIG. 5 , the rib 58 protrudes from the radially outer surface of the cylindrical portion 511 of the motor housing portion 51 and extends radially outward in the axial direction, and connects the gear portion support portion 521 and the output shaft support portion 55 . That is, the housing 5 further has the plate-shaped rib 58 protruding from the radially outer surface of the motor housing portion 51 and connecting the gear portion support portion 521 and the output shaft support portion 55 .

The rib 58 is formed of the same member as the motor housing portion 51 . In addition, the rib 58 is formed of the same member as the gear portion support portion 521 and the output shaft support portion 55 . That is, the rib 58 is formed of the same member as the motor housing portion 51 , the gear portion support portion 521 , and the output shaft support portion 55 . By providing the rib 58 , deformation of the motor housing portion 51 , the gear portion support portion 521 , and the output shaft support portion 55 is suppressed. As a result, vibration and noise of the motor 2 and the gear unit 3 themselves and the casing 5 are suppressed.

In the present embodiment, the width of the ribs 58 protruding from the cylindrical portion 511 is narrowed from the gear portion support portion 521 side toward the output shaft support portion 55 side. However, the shape is not limited to the above, and a shape capable of suppressing vibration and noise by the ribs 58 can be widely used.

<7.7 Oil piping section 56>

As shown in FIGS. 2 and 6 , the oil piping portion 56 has a tubular shape formed inside the gear portion support portion 521 of the gear portion housing portion 52 . The oil piping part 56 is connected to the oil distribution part 57 provided in the upper part of the motor accommodating space 501 . The oil piping part 56 connects the pump 4 to the oil distribution part 57 and supplies the oil CL to the oil distribution part 57 . That is, the housing 5 has the oil piping part 56 which connects the discharge port of the discharge oil of the pump 4 and the oil distribution part 57 provided in the internal space 501 of the motor housing part 51 mentioned above.

In addition, in the casing 5 of this embodiment, the flow piping part 561 and the supply piping part 562 are provided. The flow piping portion 561 connects the discharge port of the pump 4 and the inflow port of the oil cooler 8 . That is, the oil CL pressurized by the pump 4 is sent from the pump 4 to the oil cooler 8 via the flow piping portion 561 . In addition, the supply piping portion 562 connects the outflow portion of the oil cooler 8 to the below-described flow passage 571 of the oil distribution portion 57 . That is, the oil CL cooled by the oil cooler 8 is sent from the oil cooler 8 to the oil distribution part 57 via the supply piping part 562 .

In the present embodiment, the oil piping portion 56 is formed on the cover flange portion 526, but is not limited to this. It may be formed in the gear part support part 521, and may be formed by combining and fixing the gear part support part 521 and the cover flange part 526.

<7.8 Oil Distribution Section 57>

The oil dispersion part 57 is arranged in the motor housing part 51 . Moreover, the oil-spreading part 57 is arrange|positioned vertically upward rather than the motor 2. As shown in FIG. That is, the housing 5 further has the oil distribution part 57 which is arranged inside the motor accommodating part 51 and which is vertically upward from the motor 2 and which is connected to the oil piping part 56 .

The oil distribution portion 57 has a flow passage 571 extending in the axial direction (Y direction) and through which the supply oil CL flows, and a distribution hole 572 connecting the flow passage 571 and the motor housing space 501 .

The oil CL flowing in the oil piping portion 56 flows into the inside of the flow passage 571 of the oil distribution portion 57 . Then, the oil CL that has flowed into the flow passage 571 is dispersed into the motor housing space 501 from the dispersion hole 572 . By adopting the above-described configuration, the oil CL can be dispersed to the motor 2 arranged in the motor housing space 501 . Thereby, the motor 2 can be efficiently cooled by the oil CL. In addition, in this embodiment, although the oil distribution part has the tubular shape formed in the inside of the motor accommodating part 51, it is not limited to this. For example, a tube inserted into the motor housing space 501 may be used.

In addition, the oil-spreading part 57 may be in the shape of a container which is open upward and has an oil drop hole at an appropriate portion of the bottom, instead of a tubular shape. At this time, the oil CL supplied from the supply piping part 562 is made to flow into the oil distribution part 57 , and the oil is dripped from the oil distribution part 57 .

<7.9 Position of Pump 4 and Oil Cooler 8>

The pump 4 and the oil cooler 8 are attached to one axial side (+Y direction side) of the cover flange portion 526 of the gear portion housing portion 52 of the casing 5 . Furthermore, the pump 4 and the oil cooler 8 are attached to the outside of the gear part housing part 52 . The oil piping portion 56 connects the pump 4 and the oil cooler 8 . In addition, the oil piping portion 56 connects the oil cooler 8 and the oil distribution portion 57 .

As shown in FIG. 6 , the pump 4 and the oil cooler 8 are arranged at positions falling within the axial projection plane of the casing 5 . In addition, a part of the pump 4 and the oil cooler 8 may protrude outward from the axial projection surface of the casing 5 . That is, the pump 4 is attached to the outer surface of the gear portion housing portion 52 on one side in the axial direction (+Y direction side), and at least a part thereof overlaps with the housing 5 in the axial direction. Moreover, the oil cooler 8 is attached to the outer surface of the axial direction one side (+Y direction side) of the gear part accommodating part 52, and at least a part overlaps with the housing 5 in the axial direction.

By having the above-mentioned structure, the thickness in the vertical direction (Z direction) of the motor unit 1 can be reduced. The motor unit 1 can be miniaturized. The pump 4 is exposed to the outside of the motor unit 1 . When the vehicle is running, the wind collides with the pump 4 . The pump 4 is cooled by the driving air when the vehicle is running. In addition, the traveling wind when the vehicle is running also collides with the outer surface of the oil cooler 8 . Thereby, the oil cooler 8 is cooled by the traveling air.

<8. Lubrication and cooling of motor unit 1>

As shown in FIG. 2 , an oil reservoir P in which the oil supply CL is stored is provided in a lower region in the gear portion housing portion 52 . A part of the differential portion 32 is impregnated in the oil reservoir P. As shown in FIG. The oil CL accumulated in the oil accumulation portion P is lifted up by the operation of the differential portion 32 , and is supplied to the inside of the gear portion housing portion 52 . That is, the oil CL is lifted up by the tooth surfaces of the ring gear 321 when the ring gear 321 of the differential portion 32 rotates.

The oil CL diffused into the gear portion housing portion 52 is supplied to the gears of the speed reduction portion 31 and the differential portion 32 in the gear portion housing portion 52 , so that the oil CL spreads over the tooth surfaces of the gears for lubrication. Further, a part of the oil CL diffused into the gear portion housing portion 52 is supplied to each of the second motor bearing 282 , the first gear bearing 341 , the second gear bearing 342 and the third gear bearing 343 for lubrication.

During operation from the state where the motor 2 is stopped, a part of the ring gear 321 is immersed in the oil CL. Therefore, when the ring gear 321 rotates, the oil CL is lifted upward along the inner peripheral surface of the gear portion housing space 502 .

An oil pan 528 is arranged in the gear portion housing space 502 . The oil pan 528 is opened upward. In addition, the oil pan 528 is formed so as to straddle both axial ends of the gear portion accommodating space 502 . The oil CL lifted up from the oil reservoir P moves toward the upper side of the gear portion housing space 502 and flows into the oil pan 528 .

An end portion on one side in the axial direction of the oil pan 528 is connected to an oil supply passage (not shown). The oil CL stored in the oil pan 528 flows into the hollow portion 220 of the motor shaft 22 from the end portion on the axial side (+Y direction side) of the motor shaft 22 via an oil supply passage (not shown).

The oil CL flows into the hollow portion 220 of the motor shaft 22 . The oil CL in the hollow portion 220 of the motor shaft 22 flows into the motor shaft 22 from the end portion on the axial side (+Y direction side) of the motor shaft 22 and flows toward the motor 2 . In addition, for example, the hollow portion 220 of the motor shaft 22 may have a structure in which the oil CL is sent to the motor 2 side when the motor shaft 22 rotates, such as a spiral groove. The oil CL flowing through the hollow portion 220 is dispersed toward the stator 24 from an oil dispersion hole 221 (refer to FIG. 2 ) provided in the motor shaft 22 . The stator 24 is cooled by the oil CL. That is, in the motor unit 1 , the oil CL in the oil reservoir P in the gear part housing space 502 is lifted up by the gear part 3 , thereby circulating the oil CL in the motor unit 1 .

Further, in the motor unit 1 , in addition to the raising by the rotation of the gear portion 3 , the circulation of the oil CL by the pump 4 is performed. By driving the pump 4 , the oil CL accumulated in the oil reservoir 54 is sucked by the pump 4 . The pump 4 causes the oil CL sucked from the suction port to flow into the oil cooler 8 from the discharge port through the oil piping portion 56 . The oil CL exchanges heat with the refrigerant in the oil cooler 8 to be cooled, and flows into the oil distribution portion 57 via the oil piping portion 56 . Then, the oil CL flows through the flow passage 571 of the oil spreading portion 57 , and is spread from the spreading hole 572 to the motor housing space 501 . The oil CL dispersed from the dispersion hole 572 is blown to the motor 2 .

The oil CL blown to the motor 2 flows inside the motor 2 . Thereby, the oil CL cools the motor 2 . The oil CL after cooling the motor 2 flows downward by gravity, and flows into the oil storage part 54 connected to the lower part of the motor accommodating part 51 . In this way, the oil CL can be circulated in the motor housing space 501 by the pump 4 .

Part of the oil CL lifted up by the gear portion 3 passes through the hollow portion 220 of the motor shaft 22 and flows into the motor housing space 501 . In addition, the pump 4 circulates the oil CL in the space inside the motor housing space 501 and the oil reservoir 54 . Therefore, the circulating oil CL flows into the oil reservoir 54 side. The inner space of the oil storage portion 54 and the gear portion housing space 502 are partitioned by a partition wall portion 513 . An oil flow hole 515 is formed in the partition wall portion 513 . Therefore, a part of the oil CL accumulated in the oil storage portion 54 is caused to flow to the gear portion housing space 502 . Thereby, the amount of the oil CL accumulated in the oil reservoir 54 and the oil reservoir P is kept constant.

In this way, in the motor unit 1 , the oil CL is circulated in the motor housing space 501 and the gear portion housing space 502 , thereby lubricating and cooling the motor 2 and the gear portion 3 .

The embodiments of the present invention have been described above, but the respective configurations and combinations thereof in the embodiments are examples, and additions, omissions, substitutions, and other modifications of configurations can be made without departing from the gist of the present invention. Furthermore, the present invention is not limited by the embodiments.

industrial availability

The motor unit of the present invention can be used, for example, as at least part of a power source for a hybrid vehicle (HV), a plug-in hybrid vehicle (PHV) and an electric vehicle (EV).

(Symbol Description)

1 motor unit

2 motors

21 rotor

22 motor shaft

220 hollow part

221 oil distribution hole

23 rotor core

24 stator

25 stator core

26 coils

281 first motor bearing

282 second motor bearing

3 gears

31 Reduction Department

311 first gear

312 second gear

313 Third gear

314 Intermediate shaft

32 Differential part

321 ring gear

33 output shaft

341 first gear bearing

342 second gear bearing

343 third gear bearing

4 pumps

5 shells

500 suction piping

501 motor storage space

502 Gear part storage space

51 Motor storage part

511 barrel

512 bottom

513 Partition Wall

514 through hole

515 oil flow hole

52 Gear part storage part

521 gear part support part

522 gear cover

523 first output shaft through hole

524 cover cylinder

525 hood bottom

526 cover flange

527 second output shaft through hole

528 oil storage pan

53 Inverter storage section

531 accommodating cover

532 wiring hole

54 Oil Storage Department

541 cooling pipe

542 cooling pipe

55 Output shaft support

551 output bearing

56 Oil piping department

561 Flow Piping Department

562 Supply Piping Department

57 Oil Distribution Department

571 Flow Path

572 Scatter holes

58 ribs

6 Inverter Units

71 Inverter cooling flow path

72 refrigerant piping

73 Connection piping

74 Return piping

8 Oil cooler

Cb vehicle

Cp linker

Dd driving direction

Sd drive shaft

Tf front wheel

Tr rear wheel

P oil storage department

CL oil.

Claims (7)

1. A motor unit having: a motor having a motor shaft that rotates around a motor axis extending in a horizontal direction; a gear portion connected to the motor shaft on one side in the motor axis direction along the motor axis; a housing that houses the motor and the gear portion; and a pump that circulates the oil contained in the housing, The housing has: a motor housing portion, the motor housing portion housing the motor; and a gear portion accommodating portion, the gear portion accommodating portion is arranged on one side of the motor accommodating portion in the motor axis direction and accommodates the gear portion, The pump is attached to the outer surface of the gear portion housing portion on one side in the motor axis direction, and at least a part thereof overlaps the housing in the motor axis direction. 2. The motor unit of claim 1, wherein, The housing has an oil piping portion that connects a discharge port for discharging oil of the pump to an oil distribution portion provided in an inner space of the motor housing portion. 3. The motor unit of claim 2, wherein, The housing further includes an oil storage portion that protrudes from the lower portion in the vertical direction of the motor housing portion toward the radially outer side of the motor housing portion, and stores the oil, The pump sucks the oil stored in the inner space of the oil reservoir. 4. The motor unit of claim 3, wherein, The casing further includes a cooling pipe portion through which a refrigerant for cooling the oil stored in the oil storage portion flows. 5. The motor unit of any one of claims 1 to 4, wherein, An oil cooler is arranged in the path of the oil piping portion, and the oil cooler cools the oil passing through the oil piping portion, The oil cooler is attached to an outer surface of the gear portion housing portion on one side in the motor axis direction, and at least a part thereof overlaps with the housing in the motor axis direction. 6. The motor unit of any one of claims 1 to 5, wherein, The gear portion accommodating portion includes a gear portion supporting portion that extends radially outward from a radially outer surface of an end portion of the motor accommodating portion on one side in the motor axis direction and is connected to the The motor accommodating portion is formed of the same member, The oil piping portion has a tubular shape formed inside the gear portion support portion. 7. The motor unit of any one of claims 1 to 6, wherein, The housing also has: a tubular oil-spreading portion that is disposed in the motor housing portion vertically above the motor and is connected to the oil piping portion, The oil distribution part has: a flow passage extending in the motor axis direction and through which the oil flows; and A dispersion hole connecting the flow passage and the motor housing portion.

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