CN112088262A - Motor unit and vehicle drive device - Google Patents

Motor unit and vehicle drive device Download PDF

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Publication number
CN112088262A
CN112088262A CN201980028271.9A CN201980028271A CN112088262A CN 112088262 A CN112088262 A CN 112088262A CN 201980028271 A CN201980028271 A CN 201980028271A CN 112088262 A CN112088262 A CN 112088262A
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CN
China
Prior art keywords
oil
motor
oil passage
motor unit
housing
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN201980028271.9A
Other languages
Chinese (zh)
Inventor
山口康夫
藤原久嗣
中村圭吾
桧皮隆宏
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nidec Corp
Original Assignee
Nidec Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nidec Corp filed Critical Nidec Corp
Publication of CN112088262A publication Critical patent/CN112088262A/en
Pending legal-status Critical Current

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Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K9/00—Arrangements for cooling or ventilating
    • H02K9/19—Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • B60K11/04—Arrangement or mounting of radiators, radiator shutters, or radiator blinds
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/025—Support of gearboxes, e.g. torque arms, or attachment to other devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility

Abstract

One aspect of the present invention is a motor unit for rotating an axle of a vehicle, the motor unit including: a motor having a motor shaft that rotates about a motor axis; a transmission mechanism connected to the motor shaft and transmitting power of the motor to the output shaft; a housing that houses the motor and the transmission mechanism; an oil passage provided inside the housing; an electric oil pump that circulates oil in an oil passage; and an oil cooler that is provided with a part of the oil passage and cools the oil. The oil cooler is disposed on an upper portion of the housing on a side opposite to a road surface in the vertical direction.

Description

Motor unit and vehicle drive device
Technical Field
The invention relates to a motor unit and a vehicle drive device. The application is based on U.S. provisional application No. 62/663,324 filed on 27.4.2018 and japanese laid-open application No. 2018-150702 filed on 9.8.2018. The benefit of priority is claimed by this application. The contents of which are incorporated by reference in their entirety into this application.
Background
A motor unit for rotating an axle of a vehicle is known. The cooling device for a vehicle of patent document 1 is mounted on a vehicle having a motor, an inverter, and a power transmission mechanism, and cools oil in an oil circulation circuit.
Documents of the prior art
Patent document
Patent document 1: japanese patent laid-open publication No. 2017-114477
Disclosure of Invention
Problems to be solved by the invention
When the motor unit is installed in a vehicle, the motor unit is often installed in the sub-frame. Therefore, it is sometimes difficult to connect the motor unit to another device via a pipe, a hose, or the like.
In view of the above circumstances, it is an object of the present invention to provide a motor unit and a vehicle driving device that are easily connected to another device provided in a vehicle.
Means for solving the problems
One aspect of the present invention is a motor unit for rotating an axle of a vehicle, the motor unit including: a motor having a motor shaft that rotates about a motor axis; a transmission mechanism connected to the motor shaft and transmitting power of the motor to an output shaft; a housing that houses the motor and the transmission mechanism; an oil passage provided inside the housing; an electric oil pump that circulates oil in the oil passage; and an oil cooler that is disposed in a part of the oil passage and cools the oil, wherein the oil cooler is disposed in an upper portion of the housing on a side opposite to a road surface in a vertical direction.
In addition, one aspect of the present invention is a vehicle driving device including: the motor unit described above; a sub-frame that supports the motor unit and is mounted on the vehicle; an inverter electrically connected to the motor unit; and an inverter case that houses the inverter, wherein the sub-frame has a portion facing the motor unit from an axial direction and a front-rear direction of the vehicle, the inverter case is disposed on an upper portion of the sub-frame, and at least a portion of the oil cooler is disposed on a portion above the sub-frame, and the oil cooler can receive therein a coolant flowing in the inverter case.
Effects of the invention
According to the motor unit and the vehicle driving device of one aspect of the present invention, it is easy to connect to another device provided in the vehicle.
Drawings
Fig. 1 is a schematic diagram showing a motor unit and a vehicle driving device according to an embodiment mounted on a vehicle.
Fig. 2 is a perspective view showing the motor unit and the vehicle drive device.
Fig. 3 is a side view showing the motor unit and the vehicle drive device.
Fig. 4 is a perspective view showing the motor unit.
Fig. 5 is a sectional view showing the motor unit.
Fig. 6 is a diagram schematically showing the direction of oil flowing in the oil passage of the motor unit.
Fig. 7 is a schematic diagram showing an oil passage of the motor unit.
Fig. 8 is a schematic diagram showing the direction of oil flowing through the oil passage.
Fig. 9 is a schematic diagram showing the direction of oil flowing through the oil passage.
Fig. 10 is a schematic diagram showing an oil passage of a motor unit according to a modification of the embodiment.
Detailed Description
The motor unit 1 and the vehicle driving device 10 of the present embodiment will be described with reference to the drawings. In the following description, the vertical direction is defined based on the positional relationship in the case where the motor unit 1 of the present embodiment shown in the drawings is mounted on the vehicle 100 on a horizontal road surface, and the description is given. 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 is the vertical direction. The + Z side is the upper side in the vertical direction, and the-Z side is the lower side in the vertical direction. In the present embodiment, the vertical upper side is simply referred to as "upper side", and the vertical lower side is simply referred to as "lower side". The X-axis direction is a direction perpendicular to the Z-axis direction, and is a front-rear direction of the vehicle 100 on which the motor unit 1 is mounted. In the present embodiment, the + X side is the front side of the vehicle 100, and the-X side is the rear side of the vehicle 100. The Y-axis direction is a direction perpendicular to both the X-axis direction and the Z-axis direction, and is a left-right direction (vehicle width direction) of the vehicle 100. In the present embodiment, the + Y side is the left side of the vehicle 100, and the-Y side is the right side of the vehicle 100. The positional relationship in the front-rear direction is not limited to that of the present embodiment, and the + X side may be the rear side of the vehicle 100 and the-X side may be the front side of the vehicle 100. In this case, the + Y side is the right side of the vehicle 100, and the-Y side is the left side of the vehicle 100.
The motor axis J2 shown in the drawings as appropriate extends in the Y-axis direction, i.e., the left-right direction of the vehicle. In the following description, unless otherwise specified, the direction parallel to the motor axis J2 will be simply referred to as "axial direction". In the axial direction, a direction from a motor 20 to be described later of the motor unit 1 toward the transmission mechanism 30 is referred to as one axial side, and a direction from the transmission mechanism 30 toward the motor 20 is referred to as the other axial side. Specifically, in the present embodiment, one of the motor units 1 located on the left side (+ Y side) of the vehicle 100, out of the pair of motor units 1 described later, is the + Y side on one axial side and the-Y side on the other axial side. In the other motor unit 1 located on the right side (-Y side) of the vehicle 100, one axial side is the-Y side, and the other axial side is the + Y side. The radial direction centered on the motor axis J2 is simply referred to as "radial direction". A direction closer to the motor axis J2 in the radial direction is referred to as a radially inner side, and a direction farther from the motor axis J2 is referred to as a radially outer side. The circumferential direction around the motor axis J2, i.e., the direction around the motor axis J2, is simply referred to as the "circumferential direction". In the present embodiment, the "parallel direction" also includes a substantially parallel direction, and the "perpendicular direction" also includes a substantially perpendicular direction.
As shown in fig. 1, a vehicle 100 has two vehicle drive devices 10, 101 as power generation means for rotating an axle. That is, the vehicle 100 has a power train having two vehicle driving devices 10 and 101 and a battery (not shown). The vehicle 100 of the present embodiment is an Electric Vehicle (EV) having a motor as a power generation unit. The vehicle 100 includes a vehicle drive device 101 for front wheels and a vehicle drive device 10 for rear wheels. The vehicle driving device 101 for front wheels drives the left front side wheel and the right front side wheel. The vehicle driving device 10 for the rear wheels has a pair of motor units 1 for the rear wheels. One motor unit 1 of the pair of rear wheel motor units 1 drives the left rear wheel, and the other motor unit 1 drives the right rear wheel.
The vehicle driving device 10 for the rear wheels is disposed at a substantially central portion in the vehicle width direction of the vehicle 100. The two motor units 1 of the vehicle driving device 10 are arranged in the vehicle width direction so as to face each other in the vehicle width direction. The two motor units 1 have a structure in which they are plane-symmetrical (left-right symmetrical) with each other about a virtual vertical plane including a center axis J1 in the vehicle width direction of the vehicle 100 and perpendicular to the motor axis J2.
As shown in fig. 2 and 3, the vehicle drive device 10 of the present embodiment includes a motor unit 1, a sub-frame 2, an inverter 3, and an inverter case 4. The sub-frame 2 is mounted on the vehicle 100. The sub-frame 2 supports the motor unit 1. In the present embodiment, the sub-frame 2 also supports the inverter case 4. The sub-frame 2 has a front frame portion 2a, a rear frame portion 2b, and a pair of lateral frame portions 2 c.
The front frame portion 2a extends in the axial direction (vehicle width direction) and faces the motor unit 1 from the front side. The front frame portion 2a contacts a later-described housing 11 of the motor unit 1 from the front side. The rear frame portion 2b extends in the axial direction and faces the motor unit 1 from the rear side. The rear frame portion 2b contacts the housing 11 of the motor unit 1 from the rear side. The motor unit 1 is sandwiched from the front-rear direction by the front frame portion 2a and the rear frame portion 2 b.
The pair of lateral frame portions 2c are arranged at a distance from each other in the axial direction. The pair of lateral frame portions 2c extend in the front-rear direction and face the motor unit 1 from the axial direction. In the example of the present embodiment, the lateral frame portion 2c and the housing 11 of the motor unit 1 face each other with a gap therebetween in the axial direction. However, the present invention is not limited to this, and the lateral frame portion 2c may be in contact with the housing 11 of the motor unit 1 from the axial direction. The pair of motor units 1 is disposed between the pair of lateral frame portions 2c in the axial direction. Thus, the sub-frame 2 has a portion facing the motor unit 1 from the axial direction and the front-rear direction.
The inverter 3 is electrically connected to the motor unit 1. In the present embodiment, the inverter 3 is electrically connected to each of the pair of motor units 1. The inverter 3 is electrically connected to a stator 26 of a motor 20, which will be described later, of the motor unit 1. The inverter 3 can adjust the electric power supplied to the stator 26. The inverter 3 is controlled by an electronic control device not shown.
The inverter case 4 houses the inverter 3. That is, the inverter 3 is disposed inside the inverter case 4. The inverter case 4 is in the form of a container capable of housing the inverter 3. In the example of the present embodiment, the inverter case 4 has a rectangular parallelepiped shape. However, the inverter case 4 is not limited to this, and may have a shape other than a rectangular parallelepiped shape. The inverter case 4 is disposed above the sub-frame 2. The inverter case 4 is disposed at a substantially central portion in the axial direction of the sub-frame 2 and supported by the sub-frame 2. The inverter case 4 has a water passage (not shown) through which the coolant flows. The water passage of the inverter case 4 is connected to a radiator, not shown, provided in the vehicle 100. The coolant cooled by the radiator is supplied to the water channel of the inverter case 4. The inverter 3 is cooled by the coolant flowing through the water passage of the inverter case 4.
Motor unit 1 rotates an axle of vehicle 100. As shown in fig. 4 to 7, the motor unit 1 includes a housing 11, a plurality of bearings 14, 15, and 16, a motor 20, a transmission mechanism 30, an oil passage 40, oil pumps 61 and 62, an oil cooler 65, a first temperature sensor 70, a second temperature sensor (not shown), and a rotation sensor 80. The bearings 14, 15, 16 are, for example, ball bearings.
As shown in fig. 5, the housing 11 houses the motor 20 and the transmission mechanism 30. The housing 11 has a motor housing portion 12, a gear housing portion 13, and a partition wall portion 17. The motor housing portion 12 and the gear housing portion 13 are arranged to face each other in the axial direction and arranged in the axial direction.
The motor housing 12 is a portion of the housing 11 that houses the motor 20. The motor housing 12 has a cylindrical shape extending in the axial direction. In the present embodiment, the motor housing portion 12 has a bottomed cylindrical shape. The motor housing 12 is open at one axial side. The motor housing portion 12 has a peripheral wall portion 12a and a bottom wall portion 12 b. The bottom wall portion 12b holds the bearing 14. The bottom wall portion 12b supports the motor shaft 22 via the bearing 14 so as to be rotatable about the motor axis J2. That is, the housing 11 rotatably supports the motor shaft 22 via the bearing 14.
The gear housing 13 is a portion of the housing 11 that houses the transmission mechanism 30. The gear housing 13 is cylindrical and extends in the axial direction. The gear housing 13 has a peripheral wall portion 13 a. The peripheral wall portion 13a holds the bearing 15 therein. The peripheral wall portion 13a supports the output shaft 38 via the bearing 15 so as to be rotatable about the motor axis J2. That is, the housing 11 rotatably supports the output shaft 38 via the bearing 15.
The partition wall 17 has a plate shape extending in a direction perpendicular to the motor axis J2. The plate surface of the partition wall 17 faces the axial direction. The partition wall 17 has an annular plate shape centered on the motor axis J2. The partition wall 17 is disposed in the gear housing 13. The partition wall 17 is located on the other axial side than the bearing 15. The outer peripheral portion of the partition wall 17 is fixed to the inner peripheral surface of the peripheral wall 13 a. The inner peripheral portion of the partition wall 17 is connected to an outer peripheral portion of an internal gear 34, which will be described later, of the transmission mechanism 30. The partition wall portion 17 has an oil flow hole 17a that penetrates the partition wall portion 17 in the axial direction. The oil flow hole 17a is disposed in at least a lower portion of the partition wall 17. The partition wall portion 17 may be provided with only one oil flow hole 17a, or may be provided with a plurality of oil flow holes 17 a.
Motor 20 outputs torque that rotates an axle of vehicle 100. The torque of the motor 20 is transmitted to the axle via the transmission mechanism 30. The motor 20 has a rotor 21 and a stator 26. The rotor 21 includes a motor shaft 22, a rotor holder 23, a rotor core 24, and a rotor magnet 25.
The motor shaft 22 extends in the axial direction about a motor axis J2. The motor shaft 22 has a cylindrical shape. The motor shaft 22 is a hollow shaft that is open on both sides in the axial direction. The motor shaft 22 rotates about a motor axis J2. The motor shaft 22 is supported by the pair of bearings 14 and 16 to be rotatable about the motor axis J2. The bearing 14 supports the other axial end of the motor shaft 22. The bearing 16 supports a portion on one side in the axial direction of the motor shaft 22. The bearing 16 is held by a bearing holder 35, described later, of the transmission mechanism 30.
The motor shaft 22 has a recess 22 a. The recess 22a is open at an end surface on one axial side of the motor shaft 22 and is recessed from the end surface to the other axial side. The recess 22a has a hole shape extending in the axial direction. A coupling shaft 31, which will be described later, of the transmission mechanism 30 is fitted in the recess 22 a. The inner diameter of the motor shaft 22 on the other axial side than the recess 22a is smaller than the inner diameter of the recess 22 a. In the present embodiment, the portion of the inner peripheral surface of the motor shaft 22 having the largest inner diameter is the recessed portion 22 a. According to the present embodiment, the thickness of the motor shaft 22 can be secured to be large in the portion of the motor shaft 22 other than the recess 22 a. Therefore, the rigidity of the motor shaft 22 is improved.
The rotor holder 23 is fixed to the motor shaft 22. The rotor holder 23 has a portion located radially outside the motor shaft 22. The rotor holder 23 holds the rotor core 24 and the rotor magnet 25. The rotor holder 23 has a bottomed cylindrical shape. The rotor holder 23 is open on one axial side. The rotor holder 23 has a bottom portion 23a, a cylindrical portion 23b, and a sensor support portion 23 c.
The bottom portion 23a is annular and extends in the circumferential direction around the motor axis J2. In the present embodiment, the bottom portion 23a has a plate shape extending perpendicular to the motor axis J2, and the plate surface thereof faces the axial direction. The bottom portion 23a has a circular plate shape. The inner peripheral portion of the bottom portion 23a is fixed to the outer peripheral portion of the motor shaft 22. The axial position of the bottom portion 23a is located on one axial side of the axial position of the bearing 14 and on the other axial side of the axial position of the bearing 16.
The cylindrical portion 23b extends in the axial direction. The cylindrical portion 23b is cylindrical about the motor axis J2. A space is provided between the inner peripheral surface of the tube portion 23b and the outer peripheral surface of the motor shaft 22. The other axial end of the inner circumferential surface of the cylindrical portion 23b is connected to the outer circumferential portion of the bottom portion 23 a. The inner diameter of the cylindrical portion 23b increases from the portion connected to the bottom portion 23a toward one axial side. The inner peripheral surface of the tube portion 23b has a conical portion whose inner diameter increases toward one axial side. The axial end of the cylindrical portion 23b is disposed to overlap the bearing 16 when viewed in the radial direction. The other axial end of the cylindrical portion 23b is disposed to overlap the bearing 14 when viewed in the radial direction.
The sensor support portion 23c protrudes from the plate surface of the bottom portion 23a facing the other axial side toward the other axial side. The sensor support portion 23c has a cylindrical shape extending in the axial direction about the motor axis J2. The sensor support portion 23c has a portion that protrudes to the other side in the axial direction from the other end in the axial direction of the tube portion 23 b. A resolver rotor 80a of the rotation sensor 80, which will be described later, is fixed to the other axial end of the sensor support portion 23 c. In the illustrated example, the resolver rotor 80a is fixed to the outer peripheral surface of the sensor support portion 23 c.
The rotor core 24 is fixed to the outer peripheral surface of the cylindrical portion 23 b. The rotor core 24 has an annular shape extending in the circumferential direction around the motor axis J2. In the present embodiment, the rotor core 24 has a cylindrical shape extending in the axial direction. The rotor core 24 is, for example, a laminated steel sheet in which a plurality of electromagnetic steel sheets are laminated in the axial direction. The rotor core 24 has a holding hole 24a penetrating the rotor core 24 in the axial direction at a radially outer end portion of the rotor core 24. The plurality of holding holes 24a are arranged at intervals in the circumferential direction at the radial outer end of the rotor core 24. The rotor magnets 25 are held in the respective holding holes 24 a. The plurality of rotor magnets 25 are arranged in the circumferential direction at the radially outer end of the rotor core 24. The rotor magnet 25 is fixed to a radially outer end portion of the rotor core 24. The rotor magnet 25 may be an annular ring magnet.
The stator 26 is opposed to the rotor 21 with a gap in the radial direction. The stator 26 is located radially outside the rotor 21. The stator 26 includes a stator core 27, an insulator (not shown), and a plurality of coils 28. The stator core 27 has an annular shape extending in the circumferential direction around the motor axis J2. In the present embodiment, the stator core 27 has a cylindrical shape extending in the axial direction. The stator core 27 is fixed to the inner circumferential surface of the motor housing portion 12. The inner circumferential portion of the stator core 27 and the outer circumferential portion of the rotor core 24 are opposed to each other with a gap in the radial direction. The stator core 27 is, for example, a laminated steel plate in which a plurality of electromagnetic steel plates are laminated in the axial direction. The material of the insulating member is, for example, an insulating material such as resin. The plurality of coils 28 are attached to the stator core 27 via an insulator. The lower end of the stator 26 is disposed in an oil reservoir 50, described later, of the oil passage 40.
The transmission mechanism 30 is connected to the motor shaft 22 and transmits the power of the motor 20 to the output shaft 38. The transmission mechanism 30 is connected to one axial end of the motor shaft 22. The transmission mechanism 30 reduces the rotation of the motor 20 to increase the torque, and outputs the rotation as rotation about the output axis J4 of the output shaft 38. The transmission mechanism 30 is a speed reduction mechanism, and in the present embodiment, is a planetary gear mechanism. The output axis J4 of the output shaft 38 is arranged coaxially with the motor axis J2. According to the present embodiment, the motor unit 1 can be downsized.
The transmission mechanism 30 includes a coupling shaft 31, a sun gear 32, a planetary gear 33, an internal gear 34, a bearing holder 35, a carrier pin 36, a carrier 37, an output shaft 38, and a plurality of bearings 39a, 39 b. The bearings 39a and 39b are needle bearings, for example.
The coupling shaft 31 has a cylindrical shape extending in the axial direction. The coupling shaft 31 is a hollow shaft that is open on both sides in the axial direction. The axial end of the coupling shaft 31 is supported by the output shaft 38 via a bearing 39a so as to be rotatable about the motor axis J2. That is, the coupling shaft 31 and the output shaft 38 are rotatable relative to each other in the circumferential direction via a bearing 39 a.
The other axial end of the coupling shaft 31 is inserted into the recess 22 a. The other axial end of the connecting shaft 31 is fitted in the recess 22 a. In the present embodiment, a portion located on one axial side of the end portion on the other axial side of the outer peripheral surface of the coupling shaft 31 and a portion located on one axial side of the inner peripheral surface of the recess 22a are fitted so as to be mutually non-rotatable in the circumferential direction. That is, the coupling shaft 31 and the motor shaft 22 cannot rotate relative to each other in the circumferential direction. According to the present embodiment, the inner diameter of the recess 22a is large as described above. The outer diameter of the coupling shaft 31 fitted in the recess 22a can be increased to such an extent that the inner diameter of the recess 22a is large. Therefore, as described above, the rigidity of the motor shaft 22 can be improved, and the rigidity of the coupling shaft 31 can also be improved.
In the present embodiment, the other axial end of the connecting shaft 31 is fitted into the recess 22a so as to be movable in the axial direction. Specifically, the end portion on the other axial side of the connecting shaft 31 is spline-fitted in the recess 22 a. Therefore, the coupling shaft 31 is movable in the axial direction with respect to the motor shaft 22. An end surface of the coupling shaft 31 facing the other axial side is in contact with a bottom surface of the recess 22a facing the one axial side or faces the recess with a gap therebetween. In the illustrated example, the inner diameter of the inner peripheral surface of the motor shaft 22 is substantially the same as the inner diameter of the inner peripheral surface of the coupling shaft 31. Although not shown in fig. 5 and 6, a second throttle portion 58, which will be described later, is provided between the inside of the motor shaft 22 and the inside of the coupling shaft 31.
The sun gear 32 is provided on the coupling shaft 31. The sun gear 32 is an externally toothed gear having a motor axis J2 as a center axis. The sun gear 32 is located on one axial side of the recess 22 a. The sun gear 32 is disposed in an intermediate portion between an end portion on one side in the axial direction and an end portion on the other side in the axial direction in the outer peripheral portion of the connecting shaft 31. In the present embodiment, the coupling shaft 31 and the sun gear 32 are part of one member. The sun gear 32 is a helical gear. That is, the tooth line of the gear of the sun gear 32 extends in the direction around the motor axis J2 as it goes toward the axial direction. The tooth line of the gear of the sun gear 32 extends obliquely with respect to the motor axis J2 as viewed in the radial direction.
The planetary gear 33 is disposed radially outward of the sun gear 32 and meshes with the sun gear 32. The plurality of planetary gears 33 are provided at intervals in the circumferential direction on the radially outer side of the sun gear 32. That is, the transmission mechanism 30 has a plurality of planetary gears 33. In the present embodiment, the transmission mechanism 30 has three planetary gears 33 arranged at equal intervals in the circumferential direction. However, the number of the planetary gears 33 included in the transmission mechanism 30 is not limited to three.
The planetary gear 33 is annular and centered on the rotation axis J3. The planetary gear 33 is an externally toothed gear having a rotation axis J3 as a center axis. The rotation axis J3 is located radially outward of the motor axis J2, extending parallel to the motor axis J2. The rotational axis J3 is also the center axis of the wheel carrier pin 36. In the present embodiment, the planetary gear 33 has a cylindrical shape extending in the axial direction. The planetary gear 33 rotates about the rotation axis J3. That is, the planetary gear 33 rotates about the rotation axis J3. The planetary gear 33 rotates about the motor axis J2. That is, the planetary gear 33 revolves around the motor axis J2. The planetary gear 33 revolves around the sun gear 32 while rotating.
The planetary gear 33 has a first gear part 33a and a second gear part 33 b. The diameter (outer diameter) of the first gear part 33a is larger than the diameter of the second gear part 33 b. That is, in the present embodiment, the planetary gear 33 is of a stepped pinion type. Therefore, the transmission mechanism 30 further increases the reduction gear ratio of the rotation of the motor 20. The first gear portion 33a has a portion radially outward of the internal gear 34. The first gear portion 33a has a portion facing the inner peripheral surface of the peripheral wall portion 13a of the gear housing portion 13 from the radially inner side with a gap therebetween. The first gear portion 33a and the partition wall portion 17 are disposed so as to overlap each other when viewed in the axial direction.
The first gear portion 33a has a cylindrical shape centered on the rotation axis J3. The first gear portion 33a and the sun gear 32 are arranged to overlap each other when viewed in the radial direction. The first gear portion 33a meshes with the sun gear 32. The diameter of the first gear portion 33a is larger than the diameter of the sun gear 32. The first gear part 33a is a helical gear. That is, the tooth line of the gear of the first gear portion 33a extends in the direction around the rotation axis J3 as it goes toward the axial direction. The tooth line of the gear of the first gear part 33a extends obliquely with respect to the rotation axis J3 as viewed from the direction perpendicular to the rotation axis J3.
The second gear unit 33b has a cylindrical shape centered on the rotation axis J3. The second gear portion 33b meshes with the internal gear 34. The second gear unit 33b is a helical gear. That is, the tooth line of the gear of the second gear unit 33b extends in the direction around the rotation axis J3 as it goes toward the axial direction. The tooth line of the gear of the second gear portion 33b extends obliquely with respect to the rotation axis J3 when viewed from the direction perpendicular to the rotation axis J3.
Specifically, the second gear unit 33b includes a meshing portion 33c and a fitting portion 33 d. The engaging portion 33c and the fitting portion 33d are arranged in the axial direction. The meshing portion 33c and the internal gear 34 are arranged to overlap each other when viewed in the radial direction. The meshing portion 33c is a portion that meshes with the internal gear 34 in the second gear portion 33 b. That is, the gears of the second gear unit 33b are provided on the outer periphery of the meshing unit 33 c. The engaging portion 33c is located on the other axial side than the fitting portion 33 d. The diameter of the meshing portion 33c is smaller than that of the first gear portion 33 a. In the example of the present embodiment, the length of the meshing portion 33c in the axial direction is longer than the length of the first gear portion 33a in the axial direction. The engaging portion 33c is disposed to overlap with one axial end of the motor shaft 22, the recess 22a, and the other axial end of the coupling shaft 31 when viewed in the radial direction.
The fitting portion 33d is a portion of the second gear portion 33b that is fitted to the first gear portion 33 a. In the present embodiment, the inner peripheral portion of the first gear portion 33a is fitted to the outer peripheral portion of the fitting portion 33d so as to be movable in the axial direction. That is, the first gear part 33a has a portion fitted to the second gear part 33b so as to be movable in the axial direction. Specifically, the inner peripheral portion of the first gear portion 33a is spline-fitted to the outer peripheral portion of the fitting portion 33 d. Therefore, the first gear part 33a is movable in the axial direction with respect to the second gear part 33 b.
In the present embodiment, as described above, the end portion on the other axial side of the coupling shaft 31 is spline-fitted in the recess 22 a. The first gear part 33a and the second gear part 33b of the planetary gear 33 are spline-fitted. Therefore, when manufacturing the motor unit 1, the components can be assembled in a state where the first gear parts 33a of the planetary gears 33 are meshed with the sun gear 32 of the coupling shaft 31, and can be attached to the motor shaft 22 and the second gear part 33 b. Therefore, the assembly of the motor 20 and the transmission mechanism 30 is easy. In particular, when the sun gear 32 and the first gear portion 33a are helical gears as in the present embodiment, the above configuration makes assembly easier.
The internal gear 34 is annular with the motor axis J2 as the center. The internal gear 34 is an internal gear having a motor axis J2 as a central axis. The internal gear 34 has a cylindrical shape extending in the axial direction. The internal gear 34 is disposed radially outward of the planetary gears 33 and meshes with the planetary gears 33. In the present embodiment, the internal gear 34 is disposed radially outward of the meshing portion 33c of the second gear portion 33b and meshes with the meshing portion 33 c. The internal gear 34 is a helical gear. That is, the tooth lines of the internal gear 34 extend in the direction around the motor axis J2 as they go in the axial direction. The tooth lines of the internal gear 34 extend obliquely with respect to the motor axis J2, as viewed in the radial direction.
The internal gear 34 is fixed to the housing 11. The internal gear 34 is connected to the partition wall portion 17. Specifically, an end portion on one side in the axial direction of the outer peripheral portion of the internal gear 34 is connected to the inner peripheral portion of the partition wall portion 17. In the present embodiment, the internal gear 34 and the partition wall portion 17 are part of one member.
The bearing holder 35 has a flange portion 35a and a holder cylindrical portion 35 b. The flange portion 35a has a plate shape extending in a direction perpendicular to the motor axis J2. The plate surface of the flange 35a faces the axial direction. The flange portion 35a has an annular plate shape centered on the motor axis J2. The outer peripheral portion of the flange portion 35a is fixed to the other axial end of the internal gear 34. That is, the bearing holder 35 is fixed to the internal gear 34.
The holder cylindrical portion 35b has a cylindrical shape extending in the axial direction about the motor axis J2. An axial end of the retainer tube portion 35b is connected to an inner peripheral portion of the flange portion 35 a. A space is provided between the inner peripheral surface of the holder cylindrical portion 35b and the outer peripheral surface of the motor shaft 22. The retainer tube portion 35b retains the bearing 16 therein. That is, the bearing holder 35 holds the bearing 16. The holder cylinder portion 35b holds the motor shaft 22 via the bearing 16. The bearing holder 35 supports the motor shaft 22 via the bearing 16 so as to be rotatable about the motor axis J2.
The carrier pin 36 is disposed radially outward of the sun gear 32 and the connecting shaft 31. The carrier pins 36 are provided in plurality at intervals in the circumferential direction on the radially outer side of the sun gear 32. That is, the transmission mechanism 30 has a plurality of carrier pins 36. In the present embodiment, the transmission mechanism 30 has three carrier pins 36 arranged at equal intervals in the circumferential direction.
The carrier pin 36 has a cylindrical shape extending in the axial direction about the rotation axis J3. The carrier pin 36 is a hollow pin that is open on both sides in the axial direction. The carrier pins 36 are inserted into the planetary gears 33. The carrier pins 36 extend axially within the planet gears 33. The carrier pin 36 rotatably supports the planetary gear 33 via a bearing 39 b. That is, the planetary gear 33 is rotatable about the rotation axis J3 with respect to the carrier pin 36. The carrier pin 36 rotatably supports the second gear unit 33b via a bearing 39 b. In the present embodiment, a plurality of bearings 39b are arranged in an axial direction between the carrier pin 36 and the second gear unit 33 b.
The wheel frame 37 supports the wheel frame pin 36. The wheel frame 37 is fixed to the wheel frame pin 36. The carrier 37 rotates about the motor axis J2 in accordance with the rotation (revolution) of the planetary gears 33 and the carrier pins 36 about the motor axis J2.
The wheel frame 37 has a first wall 37a, a second wall 37b, and a connecting portion 37 c. The first wall portion 37a has a plate shape expanding in a direction perpendicular to the motor axis J2. The plate surface of the first wall 37a faces the axial direction. The first wall portion 37a has an annular plate shape centered on the motor axis J2. The first wall portion 37a supports the other axial end of the carrier pin 36. The other axial end of the plurality of carrier pins 36 is fixed to the first wall 37 a. The first wall portion 37a faces the flange portion 35a of the bearing holder 35 from one axial side. A space is provided between the first wall portion 37a and the flange portion 35 a. The first wall portion 37a has a hole 37d located on the motor axis J2 and extending axially through the first wall portion 37 a. The end portion on one axial side of the motor shaft 22 and the end portion on the other axial side of the coupling shaft 31 are inserted into the holes 37 d. The first wall portion 37a is disposed to overlap one end portion of the motor shaft 22 in the axial direction and the other end portion of the coupling shaft 31 in the axial direction when viewed in the radial direction.
The second wall portion 37b is disposed on one axial side of the first wall portion 37 a. The first wall 37a and the second wall 37b are arranged at an interval in the axial direction. The planetary gear 33 is disposed between the first wall 37a and the second wall 37b in the axial direction. The second wall portion 37b has a plate shape expanding in a direction perpendicular to the motor axis J2. The plate surface of the second wall 37b faces the axial direction. The second wall portion 37b has an annular plate shape centered on the motor axis J2. The second wall portion 37b supports an end portion of the carrier pin 36 on one axial side. One axial end of the plurality of carrier pins 36 is fixed to the second wall 37 b. That is, the first wall portion 37a and the second wall portion 37b support both end portions of the carrier pin 36 in the axial direction. In the present embodiment, the second wall portion 37b is located on one axial side of the sun gear 32.
The coupling portion 37c extends in the axial direction and couples the first wall portion 37a and the second wall portion 37 b. In the present embodiment, the coupling portion 37c has a plate shape extending in the axial direction. However, the coupling portion 37c is not limited to this, and may have a shaft shape extending in the axial direction. The plate surface of the coupling portion 37c faces in the radial direction. The other axial end of the coupling portion 37c is connected to the outer peripheral portion of the first wall 37 a. One axial end of the coupling portion 37c is connected to an outer peripheral portion of the second wall portion 37 b. In the present embodiment, the connecting portion 37c and the first wall portion 37a are part of one member.
The plurality of coupling portions 37c are provided at intervals in the circumferential direction. In the present embodiment, the wheel frame 37 has three connecting portions 37 c. The coupling portion 37c is disposed adjacent to the planetary gear 33 in the circumferential direction. The plurality of coupling portions 37c and the plurality of planetary gears 33 are alternately arranged in the circumferential direction. The coupling portion 37c is disposed radially inward of the radially outermost portion of the planetary gear 33. That is, the planetary gear 33 has a portion protruding radially outward from the connection portion 37 c. In the present embodiment, at least the first gear part 33a of the first gear part 33a and the second gear part 33b protrudes radially outward from the connecting part 37 c.
The output shaft 38 is arranged coaxially with the motor axis J2. In the present embodiment, the output shaft 38 has a cylindrical shape extending in the axial direction. The output shaft 38 is disposed on one axial side of the carrier 37. The output shaft 38 is connected to the carrier 37. The other axial end of the output shaft 38 is connected to the second wall 37b of the carrier 37. In the present embodiment, the output shaft 38 and the second wall portion 37b are a part of one member and are provided integrally. That is, the output shaft 38 and a part of the carrier 37 are part of one member. The output shaft 38 rotates about the motor axis J2 with rotation of the carrier 37 about the motor axis J2.
A space is provided between the outer peripheral surface of the output shaft 38 and the inner peripheral surface of the peripheral wall portion 13a of the gear housing portion 13. The output shaft 38 is supported by the peripheral wall portion 13 via the bearing 15. In the illustrated example, an axial end of the output shaft 38 protrudes from the peripheral wall 13a toward one axial side. However, the present invention is not limited to this, and the output shaft 38 may not protrude from the peripheral wall portion 13a to one axial side. The output shaft 38 is directly or indirectly linked with an axle of the vehicle 100.
In the present embodiment, the oil O circulation structure includes the oil passage 40 and the oil pumps 61 and 62. The oil passage 40 is provided inside the housing 11. The oil pumps 61 and 62 circulate oil O through the oil passage 40. That is, in the present embodiment, the motor unit 1 includes the first oil pump 61 and the second oil pump 62 that circulate the oil O through the oil passage 40. That is, the motor unit 1 has a plurality of oil pumps 61, 62. The first oil pump 61 and the second oil pump 62 can supply the oil O to the transmission mechanism 30. In the present embodiment, the first oil pump 61 and the second oil pump 62 can supply the oil O to the transmission mechanism 30 through the inside of the motor shaft 22. The first oil pump 61 and the second oil pump 62 are described in addition later.
The oil passage 40 includes a motor shaft inner oil passage portion 41, a coupling shaft inner oil passage portion 42, an annular oil passage portion 43, a first radial oil passage portion 44, a second radial oil passage portion 45, a carrier pin inner oil passage portion 46, a connection oil passage portion 47, a third radial oil passage portion 48, a fourth radial oil passage portion 49, and an oil reservoir portion 50.
As shown in fig. 5, the motor shaft inner oil passage portion 41 extends in the axial direction inside the motor shaft 22. The motor shaft inner oil passage portion 41 is located on the motor axis J2. The motor shaft internal oil passage portion 41 is formed by a through hole that penetrates the motor shaft 22 in the axial direction. The motor shaft inner oil passage portion 41 opens at the bottom surface of the recess 22 a. That is, the axial one end of the motor shaft internal oil passage portion 41 is open to the axial one bottom surface of the recess 22 a.
The coupling shaft inner oil passage portion 42 extends in the axial direction inside the coupling shaft 31. The coupling shaft inner oil passage portion 42 is located on the motor axis J2. The coupling shaft internal oil passage portion 42 is formed by a through hole penetrating the coupling shaft 31 in the axial direction. The coupling shaft inner oil passage portion 42 is connected to the motor shaft inner oil passage portion 41. That is, the other axial end of the coupling shaft internal oil passage portion 42 is connected to one axial end of the motor shaft internal oil passage portion 41. In the example of the present embodiment, the inner diameter of the coupling shaft inner oil passage portion 42 is substantially the same as the inner diameter of the motor shaft inner oil passage portion 41. In the present embodiment, since the outer diameter of the coupling shaft 31 can be increased by providing the concave portion 22a in the motor shaft 22 as described above, the inner diameter of the coupling shaft 31 can be made substantially the same as the inner diameter of the motor shaft 22. Therefore, the pressure loss of the oil O flowing from the inside of the motor shaft 22 into the inside of the coupling shaft 31 can be suppressed to be small.
The annular oil passage portion 43 is disposed between the outer peripheral surface of the end portion on the other axial side of the connecting shaft 31 and the inner peripheral surface of the recessed portion 22 a. The annular oil passage portion 43 is annular and extends in the circumferential direction. The annular oil passage portion 43 is a cylindrical space centered on the motor axis J2, and is provided in the recess 22 a. The annular oil passage portion 43 is located on the other axial side of the portion where the other axial end of the connecting shaft 31 is fitted in the recess 22 a.
The first radial oil passage portion 44 is disposed at the other axial end of the coupling shaft 31, extends in the radial direction, and opens into the coupling shaft inner oil passage portion 42 and the annular oil passage portion 43. The first radial oil passage portion 44 is formed of a through hole extending in the radial direction inside the coupling shaft 31 at the other end portion in the axial direction of the coupling shaft 31 and opening to the inner circumferential surface and the outer circumferential surface of the coupling shaft 31. In the present embodiment, the first radial oil passage portions 44 are provided in plurality at intervals from each other in the circumferential direction.
The second radial oil passage portion 45 is disposed at one axial end of the motor shaft 22, extends in the radial direction, and opens to the annular oil passage portion 43 and the outer peripheral surface of the motor shaft 22. The second radial oil passage portion 45 is formed of a through hole extending radially inside the motor shaft 22 at one axial end of the motor shaft 22 and opening to the inner peripheral surface of the recess 22a and the outer peripheral surface of the motor shaft 22. The radially outer end of the second radial oil passage portion 45 opens into a space between the first wall portion 37a and the flange portion 35a and the bearing 16 in the axial direction. In the present embodiment, the second radial oil passage portions 45 are provided in plurality at intervals in the circumferential direction.
The carrier pin internal oil passage portion 46 is provided inside the carrier pins 36, and opens to the axial end surfaces of the carrier pins 36 and the outer peripheral surfaces of the carrier pins 36. The carrier pin inner oil passage portion 46 has a pin axial oil passage portion 46a and a pin radial oil passage portion 46 b.
The pin axial oil passage portion 46a extends in the axial direction inside the carrier pin 36. The pin axial oil passage portion 46a is located on the rotation axis J3. The pin axial oil passage portion 46a is formed by a through hole that penetrates the carrier pin 36 in the axial direction. The pin axial oil passage portion 46a opens to an end surface of the carrier pin 36 facing one axial side and an end surface facing the other axial side, respectively.
The pin radial oil passage portion 46b extends in the direction perpendicular to the rotation axis J3 inside the carrier pin 36. The pin radial oil passage portion 46b opens to the pin axial oil passage portion 46a and the outer peripheral surface of the carrier pin 36. The pin radial oil passage portion 46b is formed of a through hole extending in a direction perpendicular to the rotation axis J3 inside the carrier pin 36 and opening to the inner circumferential surface and the outer circumferential surface of the carrier pin 36. Specifically, the pin radial oil passage portion 46b is disposed on the radially outer side of the rotation axis J3, that is, in a direction away from the motor axis J2 in the radial direction with respect to the rotation axis J3, in the interior of the carrier pin 36. That is, the pin radial oil passage portion 46b extends from the portion connected to the pin axial oil passage portion 46a toward a direction away from the motor axis J2 in the radial direction. In the present embodiment, the carrier pin inner oil passage portion 46 includes a plurality of pin radial oil passage portions 46b arranged at intervals in the axial direction. The plurality of pin radial oil passage portions 46b are open to a plurality of bearings 39b provided on the outer peripheral portion of the carrier pin 36. According to the present embodiment, the oil O flowing inside the carrier pin 36 is stably supplied to the bearing 39b by the action of the centrifugal force when the carrier pin 36 rotates (revolves) around the motor axis J2.
The connection oil passage portion 47 connects the second radial oil passage portion 45 and a portion of the carrier pin inner oil passage portion 46 that opens to the axial end surface of the carrier pin 36. The connecting oil passage portion 47 connects the other axial end of the pin axial oil passage portion 46a and the radially outer end of the second radial oil passage portion 45. The connection oil passage portion 47 is disposed between the first wall portion 37a and the flange portion 35a along the axial direction and the bearing 16. The connection oil passage portion 47 is an annular space (chamber) centered on the motor axis J2. That is, the connection oil passage portion 47 is constituted by an annular chamber provided between the first wall portion 37a and the flange portion 35a along the axial direction and the bearing 16.
In the present embodiment, the oil O flowing through the motor shaft inner oil passage portion 41 flows into the carrier pin inner oil passage portion 46 through the coupling shaft inner oil passage portion 42, the first radial oil passage portion 44, the annular oil passage portion 43, the second radial oil passage portion 45, and the connection oil passage portion 47. The oil O flowing into the carrier pin internal oil passage portion 46 flows out to the outer peripheral surface of the carrier pin 36, and lubricates and cools the bearing 39b between the carrier pin 36 and the planetary gear 33. According to the present embodiment, the oil passage 40 has the annular oil passage portion 43 disposed in the recess 22 a. Thus, when the other axial end of the connecting shaft 31 is fitted into the recess 22a of the motor shaft 22 during the manufacture of the motor unit 1, the work of aligning the first radial oil passage portion 44 and the second radial oil passage portion 45 can be reduced. That is, since the first radial oil passage portion 44 and the second radial oil passage portion 45 are connected by the annular oil passage portion 43, the oil O is stably supplied from the coupling shaft inner oil passage portion 42 inside the coupling shaft 31 to the carrier pin inner oil passage portion 46 without matching the circumferential position of the first radial oil passage portion 44 with the circumferential position of the second radial oil passage portion 45. Further, the same effect as described above can be obtained without matching the axial position of the first radial oil passage portion 44 with the axial position of the second radial oil passage portion 45. That is, according to the present embodiment, the oil O can be stably supplied from the inside of the coupling shaft 31 to the member of the transmission mechanism 30.
The third radial oil passage portion 48 is disposed on the other axial side of the recess 22a of the motor shaft 22 and extends in the radial direction. That is, the third radial oil passage portion 48 is disposed on the other axial side of the one axial end portion of the motor shaft 22. The third radial oil passage portion 48 opens to the motor shaft inner oil passage portion 41 and the outer peripheral surface of the motor shaft 22. The third radial oil passage portion 48 is formed of a through hole extending in the radial direction inside the motor shaft 22 and opening to the inner circumferential surface and the outer circumferential surface of the motor shaft 22. The third radial oil passage portion 48 is located between the pair of bearings 14 and 16 arranged with a space in the axial direction. The third radial oil passage portion 48 is disposed in an intermediate portion between both end portions in the axial direction of the motor shaft 22. The radially outer end of the third radial oil passage portion 48 opens toward the inner circumferential surface of the tube portion 23b of the rotor holder 23. The rotor holder 23, the rotor core 24, the rotor magnet 25, the stator core 27, and the third radial oil passage portion 48 are arranged to overlap each other when viewed in the radial direction. In the present embodiment, a plurality of the third radial oil passage portions 48 are provided at intervals in the circumferential direction. According to the present embodiment, the oil O flowing through the motor shaft inner oil passage portion 41 is supplied to each component of the motor 20 such as the rotor 21 and the stator 26 through the third radial oil passage portion 48. This enables the components of the motor 20 to be stably cooled and lubricated.
The fourth radial oil passage portion 49 is disposed at a portion on the axial direction side of the concave portion 22a in the coupling shaft 31, and extends in the radial direction. That is, the fourth radial oil passage portion 49 is disposed on one axial side of the other axial end portion of the connecting shaft 31. The fourth radial oil passage portion 49 opens to the outer peripheral surface of the coupling shaft inner oil passage portion 42 and the coupling shaft 31. The fourth radial oil passage portion 49 is formed of a through hole extending in the radial direction inside the coupling shaft 31 and opening to the inner circumferential surface and the outer circumferential surface of the coupling shaft 31. The fourth radial oil passage portion 49 is located between the pair of bearings 15 and 16 arranged at an interval in the axial direction. The fourth radial oil passage portion 49 is disposed in an intermediate portion between both end portions in the axial direction of the connecting shaft 31. The radially outer end of the fourth radial oil passage portion 49 opens toward the planetary gear 33. The fourth radial oil passage portion 49 opens to the outer peripheral portion of the meshing portion 33c of the second gear portion 33 b. The internal gear 34 and the planetary gear 33 are arranged so as to overlap with the fourth radial oil passage portion 49 when viewed in the radial direction. In the present embodiment, a plurality of the fourth radial oil passage portions 49 are provided at intervals from each other in the circumferential direction. According to the present embodiment, the oil O flowing through the coupling shaft inner oil passage portion 42 is supplied to the components of the transmission mechanism 30 such as the planetary gear 33, the ring gear 34, and the sun gear 32 through the fourth radial oil passage portion 49. This enables the components of the transmission mechanism 30 to be lubricated and cooled stably.
In the present embodiment, as described above, the oil O flowing inside the motor shaft 22 is supplied to the motor 20 and the transmission mechanism 30. According to the present embodiment, the oil O can be stably supplied to the motor 20 and the transmission mechanism 30 through the inside of the motor shaft 22. That is, the oil O can be easily distributed over the components in the housing 11 by being distributed over a wide range by flowing the oil O through the motor shaft 22.
The oil reservoir 50 is disposed at a lower portion (bottom portion) of the housing 11. The oil reservoir 50 is located in a lower portion of the housing 11. Oil O is accumulated in the oil reservoir 50. The oil reservoir 50 includes a motor oil reservoir 50a and a gear oil reservoir 50 b. The motor oil reservoir 50a is a portion of the oil reservoir 50 on the other axial side than the partition wall 17. The lower portion of the stator 26 is disposed in the motor oil reservoir 50 a. That is, the lower portion of the stator 26 is immersed in the oil O in the motor oil reservoir 50 a.
The gear oil reservoir 50b is a portion of the oil reservoir 50 on the axial direction side of the partition wall 17. The gear oil reservoir 50b is provided with a rotation locus (not shown) of the planetary gear 33 about the motor axis J2. Specifically, at least the first gear part 33a of the first gear part 33a and the second gear part 33b of the planetary gear 33 passes through the gear oil reservoir 50b along the rotation locus around the motor axis J2. That is, the rotation locus of the planetary gear 33 about the motor axis J2 passes through the oil reservoir 50. According to the present embodiment, the planetary gear 33 passes through the oil reservoir 50, whereby the oil O in the oil reservoir 50 is lifted up, and the oil O is also supplied to the upper portion of the housing 11. This enables stable lubrication and cooling of the components such as the transmission mechanism 30.
Arrows OF1, OF2, OF3 shown in fig. 6 simply indicate the flow OF oil O inside the housing 11. OF1 represents the flow OF oil O supplied from the oil cooler 65. The flow OF1 cools the stator 26 and the like, for example. OF2 indicates the flow OF oil O supplied from the first oil pump 61. The flow OF2 cools the rotor 21, the stator 26, and the like, for example, and lubricates the sun gear 32, the planetary gears 33, the ring gear 34, the bearings 14, 15, 16, 39a, 39b, and the like. OF3 represents the flow OF oil O provided by the oil pumping action based on the revolution OF the planetary gear 33 about the motor axis J2. The flow OF3 lubricates, for example, the sun gear 32, the planetary gears 33, the ring gear 34, the bearings 15, 16, 39a, 39b, and the like.
As shown in fig. 7, the oil passage 40 further includes a first oil passage portion 51, a second oil passage portion 52, an oil chamber 53, a third oil passage portion 54, a first throttle portion 55, an oil collection tank 56, a fourth oil passage portion 57, a second throttle portion 58, a pump housing portion 59, and a filter 60. That is, the motor unit 1 of the present embodiment includes the first throttle portion 55, the oil collection tank 56, the second throttle portion 58, and the filter 60. The first throttle portion 55, the oil collection tank 56, the second throttle portion 58, and the filter 60 are provided inside the housing 11.
The first oil passage portion 51 connects the first oil pump 61 and the inside of the motor shaft 22. The first oil passage portion 51 has a check valve 51a between the first oil pump 61 and the inside of the motor shaft 22. That is, the motor unit 1 has the check valve 51a inside the housing 11. The check valve 51a has a structure in which the valve body suppresses reverse flow by the back pressure of the fluid and allows the oil O to pass only in one direction. Specifically, the check valve 51a allows the flow of the oil O from the first oil pump 61 toward the motor shaft 22 in the first oil passage portion 51, but does not allow the flow of the oil O from the motor shaft 22 toward the first oil pump 61.
The first oil pump 61 is an electric oil pump. According to the present embodiment, the first oil pump 61, which is an electric oil pump, can stably supply the oil O into the motor shaft 22 through the first oil passage portion 51. For example, in the case where the first oil pump 61 is a mechanical oil pump coupled to the motor shaft 22 unlike the present embodiment, the oil O is not supplied into the motor shaft 22 when the rotation of the motor 20 is stopped. Further, when the rotation speed of the motor 20 is low, it is difficult to supply oil into the motor shaft 22. On the other hand, according to the present embodiment, even when the first oil pump 61 is operated at a timing when the ignition of the vehicle 100 is turned on, for example, while the rotation of the motor 20 is stopped, the oil O can be supplied into the motor shaft 22. Further, even when the rotation speed of the motor 20 is low, a predetermined amount of oil O can be supplied into the motor shaft 22. The first oil pump 61 can supply the oil O to the transmission mechanism 30. Therefore, the load applied to the components of the transmission mechanism 30 can be reduced at the time of starting the motor or the like.
As shown in fig. 2 to 6, the first oil pump 61 is disposed above the housing 11. According to the present embodiment, since the first oil pump 61 is disposed above the housing 11, the first oil pump 61 and the inverter 3 can be easily electrically connected. That is, the wiring (not shown) connecting the inverter 3 and the first oil pump 61 can be easily handled, and the wiring length can be shortened. In the present embodiment, the first oil pump 61 is provided inside the housing 11. That is, since the first oil pump 61 is of a built-in type, the first oil pump 61 and the oil passage 40 can be disposed entirely within the housing 11. Therefore, according to the present embodiment, it is possible to suppress a problem such as oil leakage from the oil passage or the electric oil pump outside the casing.
As shown in fig. 7, the second oil passage portion 52 connects the second oil pump 62 and the inside of the motor shaft 22. According to the present embodiment, the second oil pump 62 can supply the oil O into the motor shaft 22 more stably. The second oil pump 62 is a mechanical oil pump coupled to the motor shaft 22. As shown in fig. 5, the second oil pump 62 is disposed on the bottom wall portion 12b of the motor housing portion 12. The second oil pump 62 is disposed coaxially with the motor shaft 22 on the other axial side of the motor shaft 22. The second oil pump 62 is, for example, a trochoid pump or the like. According to the present embodiment, the first oil pump 61, which is an electric oil pump, can be selectively used according to the rotation state, temperature, and the like of the motor 20. For example, when the rotation speed of the motor 20 is low and stable, or when the temperatures of the motor 20 and the oil O are low, such as when the vehicle 100 is running, the operation of the first oil pump (electric oil pump) 61 may be stopped, and the oil O may be supplied into the motor shaft 22 only by the second oil pump (mechanical oil pump) 62.
The discharge amount of the oil O discharged from the first oil pump 61 is smaller than the discharge amount of the oil O discharged from the second oil pump 62. In other words, the discharge amount of the oil O discharged from the second oil pump 62 is larger than the discharge amount of the oil O discharged from the first oil pump 61. Specifically, the cross-sectional area of the oil passage in the discharge port of the second oil pump 62 is larger than the cross-sectional area of the oil passage in the discharge port of the first oil pump 61. In the present embodiment, the second oil pump 62 can be selectively used as the main pump and the first oil pump 61 can be selectively used as the sub pump.
The first oil pump 61 can supply the oil O to the second oil pump 62. In the present embodiment, the first oil pump 61 can supply the oil O to the second oil pump 62 through the oil chamber 53. In the control method of the motor unit 1 of the present embodiment, when the motor 20 is started, the first oil pump 61 supplies the oil O to the second oil pump 62. Generally, when the rotation of the motor is stopped, oil is not supplied to the mechanical oil pump. Therefore, conventionally, a load applied to the mechanical oil pump is large at the time of starting the motor or the like. On the other hand, according to the present embodiment, even when the rotation of the motor 20 is stopped, the oil O can be supplied to the second oil pump (mechanical oil pump) 62 by the first oil pump (electric oil pump) 61 in accordance with the start of the motor 20. For example, at the timing of turning on the ignition of the vehicle 100, the oil O can be supplied to the second oil pump 62 by the first oil pump 61. Therefore, the load applied to the second oil pump 62 can be reduced at the time of motor start or the like.
The oil chamber 53 is disposed in the bottom wall portion 12b of the motor housing portion 12 and extends in the axial direction. The oil chamber 53 is located on the motor axis J2. The oil chamber 53 is a space located between the motor shaft inner oil passage portion 41 and the second oil pump 62 in the axial direction. The oil chamber 53 faces a discharge port of the second oil pump 62. As shown in fig. 7, the oil chamber 53 is disposed in a portion where the first oil passage portion 51 and the second oil passage portion 52 are connected. According to the present embodiment, the first oil passage portion 51 and the second oil passage portion 52 merge in the oil chamber 53, and therefore, the structure of the oil passage 40 can be simplified as compared with a structure in which the oil passage portions 51 and 52 are connected to the inside of the motor shaft 22, respectively, for example. In the present embodiment, since the first oil passage portion 51 includes the check valve 51a as described above, when the oil O is supplied into the motor shaft 22 by the second oil pump 62, the oil O can be prevented from flowing backward to the first oil pump 61 through the first oil passage portion 51. Further, since the first oil passage portion 51 is connected to the oil chamber 53, and the oil chamber 53 faces the discharge port without facing the suction port of the second oil pump 62, the oil O flowing through the first oil passage portion 51 can be prevented from flowing back to the upstream side of the second oil pump 62.
The third oil passage portion 54 connects the first oil pump 61 and the oil cooler 65. That is, in the present embodiment, the oil passage branches off from the first oil pump 61 toward the downstream side. Specifically, the oil O discharged from the first oil pump 61 flows into the first oil passage portion 51 connected to the inside of the motor shaft 22 and the third oil passage portion 54 connected to the oil cooler 65. The third oil passage portion 54 is disposed above the housing 11. That is, the oil passage 40 has a portion that connects the first oil pump 61 and the oil cooler 65 and is disposed at an upper portion of the housing 11. According to the present embodiment, as described above, the first oil pump 61 is disposed at the upper portion of the housing 11, and the portion of the oil passage 40 that connects the first oil pump 61 and the oil cooler 65 (i.e., the third oil passage portion 54) is also disposed at the upper portion of the housing 11. Therefore, the length of the third oil passage portion 54 can be kept short, and the oil O can be efficiently cooled and circulated through the oil passage 40.
The first throttle portion 55 is provided in the third oil passage portion 54. The first throttle portion 55 narrows the oil passage of the third oil passage portion 54. Specifically, in the present embodiment, the inner diameter of the portion of the oil passage 40 located on the downstream side of the first throttle section 55 is smaller than the inner diameter of the portion of the oil passage 40 located on the upstream side of the first throttle section 55. According to the present embodiment, since the pressure loss in the third oil passage portion 54 is increased by the first throttle portion 55, the oil O discharged from the first oil pump 61 preferentially flows to the first oil passage portion 51. Therefore, for example, at the time of starting the motor or the like where the necessity of cooling the oil O is low, the flow rate of the oil O flowing from the first oil pump 61 into the motor shaft 22 can be ensured to be larger than the flow rate of the oil O flowing from the first oil pump 61 into the oil cooler 65.
The oil sump 56 is disposed above the motor 20. The oil sump 56 can temporarily store the oil O. A plurality of holes are provided in the bottom wall of the oil collection tank 56. The oil sump 56 can store the oil O and cause it to drip toward the motor 20. The fourth oil passage portion 57 connects the oil cooler 65 and the oil sump 56. According to the present embodiment, the oil O cooled by the oil cooler 65 is supplied to the oil tank 56 through the fourth oil passage portion 57. The motor 20 can be efficiently cooled by the dripping of the cold oil O from the oil tank 56.
The second throttle portion 58 narrows an oil passage connecting the inside of the motor shaft 22 and the portion of the transmission mechanism 30. According to the present embodiment, the second restriction portion 58 increases the pressure loss in the portion of the oil passage 40 that connects the inside of the motor shaft 22 and the transmission mechanism 30, and therefore the oil O in the motor shaft 22 flows to the motor 20 preferentially to the transmission mechanism 30. That is, the amount of oil O required to cool the motor 20 is larger than the amount of oil O required to lubricate the transmission mechanism 30, and therefore the oil O preferentially flows to the motor 20. This enables the components of the motor 20 to be stably cooled and lubricated.
The pump housing portion 59 houses a first oil pump 61. The pump housing portion 59 is a space (chamber) provided in a wall portion of the housing 11. In the present embodiment, the first oil pump 61 has a substantially cylindrical shape, and the pump housing portion 59 housing the first oil pump 61 has a substantially cylindrical space. The pump housing portion 59 has a cylindrical hole shape extending in the axial direction. However, the pump housing section 59 is not limited to this, and may have a shape other than a cylindrical hole shape. The pump housing portion 59 is disposed above the housing 11. At least a part of the first oil pump 61 is housed in the pump housing portion 59. The inner diameter of the pump housing 59 is larger than the outer diameter of the portion of the first oil pump 61 housed in the pump housing 59. Oil O is stored in the pump storage portion 59. According to the present embodiment, the oil O can be efficiently circulated through the oil passage 40 by the first oil pump 61 while the arrangement space of the oil passage 40 in the vicinity of the first oil pump 61 is kept small.
The filter 60 recovers impurities from the oil O. At least a part of the filter 60 is disposed in the oil reservoir 50. At least a part of the filter 60 is immersed in the oil O in the oil reservoir 50. However, the filter 60 is not limited to this, and may be provided in a portion of the oil passage 40 located between the first and second oil pumps 61 and 62 and the oil reservoir 50, for example. The first oil pump 61 sucks the oil O from the oil reservoir 50 through the filter 60. In the present embodiment, the second oil pump 62 also sucks the oil O from the oil reservoir 50 through the filter 60. The first oil pump 61 sends the oil O sucked from the oil reservoir 50 through the filter 60 to the oil cooler 65. According to the present embodiment, impurities such as solid components in the oil O can be recovered and removed by the filter 60. Therefore, the motor 20, the transmission mechanism 30, and the like operate stably. Since the first oil pump 61 pressure-feeds the oil O to the oil cooler 65, the cooling efficiency of the oil O is improved, and the motor 20 and the transmission mechanism 30 can be efficiently cooled and lubricated.
The oil cooler 65 has a water passage through which the coolant flows. The oil cooler 65 is connected to the inverter case 4 by a pipe, a hose, or the like. The oil cooler 65 can receive the coolant flowing through the inverter case 4 therein. The oil cooler 65 is provided with a part of the oil passage 40. The oil O is cooled by heat exchange between the coolant flowing through the water passage of the oil cooler 65 and the oil O flowing through a part of the oil passage 40. That is, the oil cooler 65 cools the oil O. According to the present embodiment, the temperature of the oil O circulating through the oil passage 40 can be reduced by the oil cooler 65. Therefore, the motor 20, the transmission mechanism 30, and the like can be efficiently cooled by the cooled oil O. The oil cooler 65 has a plurality of fin portions exposed to the outside of the oil cooler 65. The oil O is cooled by heat exchange between the outside air and the oil O via the plurality of fin portions.
As shown in fig. 2 to 6, the oil cooler 65 is disposed on an upper portion of the housing 11 on the opposite side of the road surface in the vertical direction. That is, the oil cooler 65 is disposed at an upper portion of the housing 11. In addition, the road surface is an upper surface of a road or the like on which the vehicle 100 runs or stops, that is, an upper surface of a road or the like on which the vehicle 100 is located. When the sub-frame 2, the motor unit 1, and the inverter case 4 are provided in the vehicle 100 as in the present embodiment, the inverter case 4 is disposed above the sub-frame 2 in consideration of, for example, the entry of water from the road surface. According to the present embodiment, since the oil cooler 65 of the motor unit 1 is disposed at the upper portion (top portion) of the housing 11, the oil cooler 65 can be easily connected to the inverter case 4. That is, the oil cooler 65 and the inverter case 4 are easily connected by a pipe, a hose, or the like, and the coolant that cools the inverter 3 is easily introduced into the oil cooler 65. Further, the oil O cooled by the oil cooler 65 is easily supplied to the motor 20 by dropping or the like from the upper portion of the housing 11.
In the present embodiment, the first oil pump 61 and the oil cooler 65 are arranged in the front-rear direction of the vehicle 100. In the two-motor type in which two motor units 1 are provided in the sub-frame 2 as in the present embodiment, it is difficult to secure an arrangement space of components in the front-rear direction and the vehicle width direction (axial direction) of the vehicle 100 in the motor units 1. Specifically, since the motor unit 1 is sandwiched by the sub-frame 2 from the front-rear direction of the vehicle 100, a space for installing components cannot be secured in a region adjacent to the motor unit 1 in the front-rear direction. Further, since the other motor unit 1, the axle, a part of the sub-frame 2, and the like are arranged in the vehicle width direction of the motor unit 1, a space for installing components cannot be secured in a region adjacent to the motor unit 1 in the vehicle width direction. Therefore, if the first oil pump 61 and the oil cooler 65 are disposed above the motor unit 1 and these components are arranged in the front-rear direction of the vehicle 100 as in the present embodiment, it is easy to secure a space for disposing the first oil pump 61 and the oil cooler 65. In the example of the present embodiment, the position in the vertical direction of the oil cooler 65, the position in the vertical direction of the first oil pump 61, and the position in the vertical direction of the inverter case 4 are substantially the same as each other. The first oil pump 61 is disposed between the oil cooler 65 and the inverter case 4 in the front-rear direction of the vehicle 100.
As shown in fig. 3, at least a part of the oil cooler 65 is disposed above the sub-frame 2. According to the present embodiment, since the oil cooler 65 is disposed to protrude upward from the sub-frame 2, the oil cooler 65 can be more easily connected to the inverter case 4 by piping. In the present embodiment, the entire oil cooler 65 is disposed above the sub-frame 2.
As shown in fig. 7, the first temperature sensor 70 is provided to the motor 20. In the present embodiment, the first temperature sensor 70 detects the temperature of the stator 26. That is, the first temperature sensor 70 detects the temperature of the motor 20. The first temperature sensor 70 is, for example, a thermistor or the like. The first temperature sensor 70 is electrically connected to the inverter 3, for example. According to the present embodiment, when the temperature of the motor 20 is equal to or higher than a predetermined value, the first oil pump 61 is operated to cool the motor 20 and the like by the oil O.
Although not particularly shown, the second temperature sensor is disposed in a part of the oil passage 40. The second temperature sensor is disposed in the oil reservoir 50, for example. The second temperature sensor detects the temperature of the oil O. The second temperature sensor is electrically connected to the inverter 3, for example. According to the present embodiment, when the temperature of the oil O in the oil passage 40 is equal to or higher than a predetermined value, the oil O can be cooled by operating the first oil pump 61 and circulating the oil O through the oil passage 40, and the components of the motor unit 1 can be cooled by the oil O.
As shown in fig. 5 to 7, the rotation sensor 80 is provided at an end portion in the axial direction of the motor 20. In the present embodiment, the rotation sensor 80 is disposed at the other axial end of the motor 20. The rotation sensor 80 and the bearing 14 are arranged to overlap each other when viewed in the radial direction. The rotation sensor 80 detects rotation of the motor 20. In the present embodiment, the rotation sensor 80 is a resolver. The rotation sensor 80 has a resolver rotor 80a and a resolver stator 80 b. Resolver rotor 80a is fixed to rotor 21. In the present embodiment, the resolver rotor 80a is fixed to the sensor support portion 23c of the rotor holder 23. The resolver stator 80b is fixed to the housing 11. In the present embodiment, the resolver stator 80b is fixed to the bottom wall portion 12b of the motor housing portion 12. The rotation sensor 80 is electrically connected to the inverter 3. According to the present embodiment, when the rotation speed of the motor 20 is equal to or greater than a predetermined value, the first oil pump 61 is operated to circulate the oil O through the oil passage 40, whereby the components can be cooled by the oil O.
The white open arrows shown in fig. 8 schematically indicate the flow of the oil O circulating through the oil passage 40 when the first oil pump 61 and the second oil pump 62 are operated. For example, at the time of motor startup, the inverter 3 operates the first oil pump 61 when the load on the motor 20 is greater than or equal to a predetermined value, when the temperature of the motor 20 is greater than or equal to a predetermined value, or when the temperature of the oil O is greater than or equal to a predetermined value, such as when the vehicle 100 is traveling. The white open arrows shown in fig. 9 schematically indicate the flow of the oil O circulating through the oil passage 40 when the first oil pump 61 is stopped and the second oil pump 62 is operated. For example, the inverter 3 stops the operation of the first oil pump 61 when the load on the motor 20 is small to a predetermined value or less, when the temperature of the motor 20 is low to a predetermined value or less, when the temperature of the oil O is low to a predetermined value or less, or the like while the vehicle 100 is running.
The present invention is not limited to the above-described embodiments, and for example, structural modifications and the like can be made as described below without departing from the scope of the present invention.
In the above embodiment, the motor unit 1 is a motor unit for the rear wheels of the vehicle 100, but is not limited thereto. The motor unit 1 may be a motor unit for a front wheel of the vehicle 100. The shape of the sub-frame 2 is not limited to the shape described in the above embodiment.
In the above embodiment, the second oil pump 62 is exemplified as a mechanical oil pump, but the present invention is not limited thereto. The second oil pump 62 may be an electric oil pump. In this case, the first oil pump 61 and the second oil pump 62 as the electric oil pump can be selectively used as appropriate according to the rotation state or load of the motor 20, the temperature of the oil O, and the like. For example, the second oil pump 62 may be used when the load on the motor 20 is greater than or equal to a predetermined value, and the first oil pump 61 may be used when the load on the motor 20 is less than or equal to a predetermined value. In this case, the second oil pump 62 is preferably disposed above the housing 11.
Fig. 10 shows a modification of the motor unit 1 of the above embodiment. The motor unit 1 may not have the second oil pump 62 as in this modification. The check valve 51a may not be provided in the first oil passage portion 51. In this case, the operational effects described in the above embodiment can be obtained, and the structure of the motor unit 1 can be simplified.
In the above embodiment, the motor unit 1 has the first temperature sensor 70 and the second temperature sensor, but the present invention is not limited to this. The motor unit 1 may not have any of the first temperature sensor 70 and the second temperature sensor. In addition, a plurality of first temperature sensors 70 may be provided. The second temperature sensor may be provided in plurality.
In the above embodiment, the motor unit 1 and the vehicle driving device 10 are mounted on the Electric Vehicle (EV) as an example, but the present invention is not limited to this. The motor unit 1 and the vehicle driving device 10 may be mounted on, for example, a plug-in hybrid electric vehicle (PHEV), a Hybrid Electric Vehicle (HEV), or the like.
In addition, the respective configurations (constituent elements) described in the above-described embodiment, modification example, rewriting example, and the like may be combined to enable addition, omission, replacement, and other changes of the configurations to be made without departing from the scope of the present invention. The present invention is not limited to the above-described embodiments, but is only limited by the claims.
Description of the reference symbols
1: a motor unit; 2: a sub-frame; 3: an inverter; 4: an inverter case; 10: a vehicle drive device; 11: a housing; 20: a motor; 22: a motor shaft; 30: a transfer mechanism; 38: an output shaft; 40: an oil path; 50: an oil storage section; 59: a pump housing section; 60: a filter; 61: a first oil pump (electric oil pump); 65: an oil cooler; 100: a vehicle; j2: a motor axis; o: and (3) oil.

Claims (8)

1. A motor unit for rotating an axle of a vehicle, wherein,
the motor unit includes:
a motor having a motor shaft that rotates about a motor axis;
a transmission mechanism connected to the motor shaft and transmitting power of the motor to an output shaft;
a housing that houses the motor and the transmission mechanism;
an oil passage provided inside the housing;
an electric oil pump that circulates oil in the oil passage; and
an oil cooler that is disposed in a part of the oil passage and cools the oil,
the oil cooler is disposed on an upper portion of the housing on a side opposite to a road surface in a vertical direction.
2. The motor unit according to claim 1,
the electric oil pump is disposed above the housing.
3. The motor unit according to claim 2,
the electric oil pump and the oil cooler are arranged in a front-rear direction of the vehicle.
4. The motor unit according to claim 2 or 3,
the oil passage has a portion that connects the electric oil pump and the oil cooler and is disposed in an upper portion of the housing.
5. The motor unit according to any one of claims 2 to 4,
the oil passage has a pump housing portion that houses the electric oil pump,
the oil is stored in the pump storage portion.
6. The motor unit according to any one of claims 1 to 5,
the electric oil pump is disposed inside the housing.
7. The motor unit according to any one of claims 1 to 6,
the oil passage has:
an oil reservoir disposed at a lower portion of the casing and storing the oil; and
a filter that recovers impurities from the oil,
the electric oil pump delivers the oil sucked from the oil reservoir through the filter to the oil cooler.
8. A vehicle drive device has:
the motor unit of any one of claims 1 to 7;
a sub-frame that supports the motor unit and is mounted on the vehicle;
an inverter electrically connected to the motor unit; and
an inverter case that houses the inverter,
wherein the content of the first and second substances,
the sub-frame has a portion opposed to the motor unit from an axial direction and a front-rear direction of the vehicle,
the inverter case is disposed at an upper portion of the sub-frame,
at least a part of the oil cooler is disposed above the sub-frame, and the oil cooler can receive the coolant flowing through the inverter case.
CN201980028271.9A 2018-04-27 2019-03-28 Motor unit and vehicle drive device Pending CN112088262A (en)

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US201862663324P 2018-04-27 2018-04-27
US62/663,324 2018-04-27
JP2018-150702 2018-08-09
JP2018150702 2018-08-09
PCT/JP2019/013508 WO2019208081A1 (en) 2018-04-27 2019-03-28 Motor unit and vehicle drive device

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WO2020219955A1 (en) 2019-04-25 2020-10-29 American Axle & Manufacturing, Inc. Electric drive module
DE102020212685A1 (en) 2020-10-07 2022-04-07 Volkswagen Aktiengesellschaft Device for supplying oil to an electric machine and electric machine comprising a device for supplying oil
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