CN113193679B

CN113193679B - Motor unit

Info

Publication number: CN113193679B
Application number: CN202110019911.9A
Authority: CN
Inventors: 石川勇树; 藤原久嗣
Original assignee: Nidec Corp
Current assignee: Nidec Corp
Priority date: 2020-01-10
Filing date: 2021-01-07
Publication date: 2024-03-29
Anticipated expiration: 2041-01-07
Also published as: CN113193679A; JP7434911B2; JP2021112052A

Abstract

The motor unit of the invention has: a motor having a motor rotation shaft that rotates around a motor shaft extending in a horizontal direction; a gear portion connected to the motor rotation shaft on one side in the motor shaft direction of the motor shaft; and a housing accommodating the motor and the gear portion. An output rotation shaft support portion is provided in the housing.

Description

Motor unit

Technical Field

The present invention relates to a motor unit.

Background

Japanese patent No. 6014599 discloses a motor power unit having a motor and a speed reducer. The motor power unit has: a motor housing that extends in an axial direction of the motor and accommodates the motor; and a speed reducer housing integrally formed with the motor housing at one axial end of the motor housing. A drive rotation shaft extending toward the left and right wheels and serving as left and right axles is connected to the decelerator in the decelerator housing.

Prior art literature

Patent literature

Patent document 1: international publication No. 2013/069744

Disclosure of Invention

Problems to be solved by the invention

The motor power unit is mounted to a frame of a vehicle such as a side member. The mounting position of the motor power unit differs depending on the vehicle. When the center of the connecting portion of the speed reducer to the left and right drive rotation shafts is not at the center in the width direction of the vehicle, the left and right drive rotation shafts extending from the speed reducer toward the wheels are different in length. If the difference between the lengths of the left and right drive rotation shafts becomes large, there is a possibility that an uncomfortable feeling is given to the steering wheel operation.

Accordingly, an object of the present invention is to provide a motor unit capable of adjusting the lengths of left and right driving rotation shafts, improving rigidity, and suppressing vibration.

Means for solving the problems

The motor unit of the present invention has: a motor having a motor rotation shaft that rotates around a motor shaft extending in a horizontal direction; a gear unit connected to the motor rotation shaft on one side in a motor shaft direction of the motor shaft; and a housing that houses the motor and the gear portion. The housing includes a motor housing portion for housing the motor and a gear portion housing portion for housing the gear portion. The gear unit housing portion includes a gear unit support portion that extends radially outward from an outer surface of an end portion of the motor housing portion on one side in the motor axis direction, the gear unit includes an output rotation shaft that penetrates the gear unit support portion and extends toward the other side in the motor axis direction, and the housing includes an output rotation shaft support portion that rotatably supports the output rotation shaft on the other side in the motor axis direction.

The effects of the invention are as follows.

According to the motor unit of the present invention, the lengths of the left and right driving rotation shafts can be made uniform, rigidity can be improved, and vibration can be suppressed.

Drawings

Fig. 1 is a schematic diagram of a vehicle mounted with a motor unit according to an embodiment.

Fig. 2 is a schematic diagram of a motor unit of one embodiment.

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

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

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

Fig. 6 is a side view of the motor unit as seen from one side in the motor shaft direction.

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

Fig. 8 is a cross-sectional view of the motor housing section taken at a plane orthogonal to the motor shaft.

In the figure:

1-motor unit, 2-motor, 21-rotor, 22-motor rotation shaft, 220-hollow portion, 221-injection hole, 23-rotor core, 24-stator, 25-stator core, 26-coil, 281-first motor bearing, 282-second motor bearing, 3-gear portion, 31-reduction portion, 311-first gear, 312-second gear, 313-third gear, 314-intermediate rotation shaft, 32-differential portion, 321-ring gear, 33-output rotation shaft, 341-first gear bearing, 342-second gear bearing, 343-third gear bearing, 4-pump, 5-housing, 500-suction piping, 501-motor housing space, 502-gear portion housing space, 51-motor housing portion, 511-barrel portion, 512-bottom portion, 513-partition wall portion, 514-through hole, 515-oil flow hole, 52-gear portion housing portion, 521-gear portion support portion, 522-gear portion cover portion, 523-first output rotation shaft passing hole, 524-cover tube portion, 525-cover bottom portion, 526-cover flange portion, 527-second output rotation shaft passing hole, 528-Chu Youpan, 53-inverter housing portion, 531-housing cover portion, 532-wiring hole, 54-oil storage portion, 541-cooling tube portion, 542-cooling tube portion, 55-output rotation shaft supporting portion, 551-output bearing, 56-oil piping portion, 561-flow piping portion, 562-supply piping portion, 57-oil injection portion, 571-flow path, 572-spray hole, 58-rib, 6-inverter unit, 71-inverter cooling flow path, 72-refrigerant piping, 73-connection piping, 74-return piping, 8-oil cooler, cb-vehicle, cp-joint, dd-running direction, sd-driving rotation shaft, tf-front wheel, tr-rear wheel, P-oil storage portion, CL-oil.

Detailed Description

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

In the following description, the gravitational direction is defined based on the positional relationship in the case where the motor unit 1 is mounted on the vehicle Cb on a horizontal road surface. In the drawings, an XYZ coordinate system is appropriately shown as a three-dimensional orthogonal coordinate system. That is, in the following description, the XYZ coordinate system is based on the state of fig. 1. Defined in more detail as follows.

The Z-axis direction shows the vertical direction (i.e., the up-down direction), the +z direction is the upper side (the opposite side to the gravity direction), and the Z direction is the lower side (the gravity direction). The X-axis direction is a direction orthogonal to the Z-axis direction, and shows the front-rear direction of the vehicle Cb on which the motor unit 1 is mounted. The +x direction is the front of the vehicle Cb, and the-X direction is the rear of the vehicle Cb. However, there may be a case where the +x direction is the rear of the vehicle Cb and the-X direction is the front of the vehicle Cb. The Y-axis direction is a direction orthogonal to both the X-axis direction and the Z-axis direction, and shows the width direction (left-right direction) of the vehicle. The +Y direction is to the left of the vehicle Cb, and the-Y direction is to the right of the vehicle Cb. However, when the +x direction is the rear of the vehicle Cb, there may be cases where the +y direction is the right of the vehicle Cb and the-Y direction is the left of the vehicle Cb.

The driving method of the vehicle Cb is not limited to the FF method, and may be an FR method in which the motor unit 1 is disposed on the front side and the rear wheels Tr are driven. The RR mode may be one in which the motor unit 1 is disposed on the rear side of the vehicle Cb and the rear wheels Tr are driven. The motor unit 1 may be disposed on both the front side and the rear side to drive the front wheels Tf and the rear wheels Tr. Other modes can be adopted. Depending on the driving method, the mounting method of the motor unit 1 on the vehicle Cb may be different. For example, the X-axis direction may be the width direction (left-right direction) of the vehicle Cb, and the Y-axis direction may be the front-rear direction of the vehicle Cb.

In the following description, unless otherwise specified, a direction parallel to the motor axis J2 of the motor 2 (Y-axis direction) is simply referred to as an "axial direction", a radial direction orthogonal to the motor axis J2 is simply referred to as a "radial direction", and a circumferential direction centered on the motor axis J2 is simply referred to as a "circumferential direction". The term "parallel direction" as used herein includes not only a case of being completely parallel but also a case of being substantially parallel.

The motor unit 1 is mounted in front of the vehicle Cb as a power source for driving wheels of the vehicle Cb. In the present embodiment, the vehicle Cb is an Electric Vehicle (EV), but the present invention is not limited thereto, and examples of the vehicle Cb on which the motor unit 1 is mounted include vehicles in which at least one of power sources of drive wheels such as a Hybrid Vehicle (HV) and a plug-in hybrid vehicle (PHV) is a motor.

As shown in fig. 1, the vehicle Cb drives the front wheels Tf by the motor unit 1 disposed on the front side. The output rotary shafts 33 protrude on both sides of the motor unit 1 in the Y direction. A driving rotation shaft Sd is connected to an end of the output rotation shaft 33 via a joint Cp. The front wheel Tf is connected to the drive rotation shaft Sd.

In the motor unit 1, torque output from the motor 2 is output from the output rotation shaft 33 to the outside. Torque from the output rotation shaft 33 is transmitted to the driving rotation shaft Sd via the joint Cp. Thus, front wheel Tf rotates, and vehicle Cb travels on the road surface. The joint Cp may be, for example, a universal joint, but is not limited thereto.

< 1 Motor Unit 1 >)

Hereinafter, a motor unit 1 according to an embodiment of an example of the present invention will be described based on the drawings. Fig. 2 is a schematic diagram of the motor unit 1 of one embodiment. Fig. 3 is a perspective view of the motor unit 1 as viewed from above one side in the motor axis J2 direction. Fig. 4 is a perspective view of the motor unit 1 as viewed from above the other side in the motor axis J2 direction. Fig. 5 is a perspective view of the motor unit 1 as seen from below the other side in the motor axis J2 direction. Fig. 6 is a side view of the motor unit 1 as seen from one side in the motor axis J2 direction. Fig. 7 is a front view of the motor unit 1. Fig. 8 is a cross-sectional view of the motor housing portion 51 taken along a plane orthogonal to the motor axis J2. Fig. 2 is a schematic diagram, and the arrangement and dimensions of the respective portions may be different from those of the actual motor unit 1.

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

< 2 Motor 2 >)

As shown in fig. 2, the motor 2 includes a rotor 21 that rotates around a motor shaft J2 extending in the horizontal direction, and a stator 24 that is positioned radially outward of the rotor 21. The motor 2 is accommodated in a motor accommodation portion 51 of the housing 5, which will be described below.

2.1 rotor 21 >

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

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

The motor rotation shaft 22 extends across the motor housing 51 and the gear housing 52 of the housing 5. The end of one side (+y side) of the motor rotation shaft 22 protrudes toward the gear portion housing portion 52. The first gear 311 of the gear portion 3 described below is fixed to an end of the motor rotation shaft 22 protruding into the gear portion housing portion 52. The motor rotation shaft 22 is rotatably supported by a first motor bearing 281 disposed at the bottom portion 512 and a second motor bearing 282 disposed at the partition wall portion 513 of the housing 5, which will be described later.

The portion of the motor rotation shaft 22 disposed in the gear portion housing portion 52 is rotatably supported by the second motor bearing 282 and the first gear bearing 341. As described above, the second motor bearing 282 is disposed in the partition wall portion 513. The first gear bearing 341 is disposed in a gear portion housing 52 of the housing 5 described below. The motor rotation shaft 22 may be divided into a portion in the motor housing portion 51 and a portion in the gear housing portion 52. In the case where the motor rotation shaft 22 can be divided, for example, a threaded coupling using male threads and female threads can be used as the divided motor rotation shaft 22. The joining may be performed by a fixing method such as welding.

The rotor core 23 is formed by laminating silicon steel plates. The rotor core 23 is a cylindrical body extending in the axial direction. A plurality of rotor magnets are fixed to the rotor core 23. The plurality of rotor magnets alternately arrange magnetic poles in the circumferential direction.

< 2.2 stator 24 >)

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

The coil 26 is formed by winding a wire between the pole teeth. The lead wires are connected to the inverter unit 6 via bus bars, not shown.

< 3 Gear part 3 >

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

< 3.1 speed reduction portion 31 >)

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

The speed reduction unit 31 is a parallel shaft gear type speed reducer in which the axes of the gears are arranged in parallel. The reduction section 31 has a first gear 311 as an intermediate transmission gear, a second gear 312 as an intermediate gear, a third gear 313 as an end transmission gear, and an intermediate rotation shaft 314.

The first gear 311 is disposed on the outer peripheral surface of the motor rotation shaft 22. The first gear 311 may be the same member as the motor rotation shaft 22, or may be a separate member and firmly fixed. The first gear 311 rotates together with the motor rotation shaft 22 about the motor shaft J2.

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

The intermediate rotary shaft 314 is rotatably supported by the housing 5 about an intermediate shaft J4. The second gear 312 and the third gear 313 are disposed on the outer peripheral surface of the intermediate rotary shaft 314. That is, the second gear 312 and the third gear 313 are connected via an intermediate rotation shaft 314. The second gear 312 may be the same member as the intermediate rotary shaft 314, or may be a separate member and firmly fixed. The third gear 313 is also identical to the second gear 312.

The second gear 312 and the third gear 313 rotate around the intermediate shaft J4. The second gear 312 is meshed with the first gear 311. The third gear 313 meshes with the ring gear 321 of the differential portion 32.

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

< 3.2 differential portion 32 >)

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

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

As shown in fig. 5, 7, etc., the end of the output rotary shaft 33 on the other side in the axial direction (-Y direction side) protrudes further than the end on the other side in the axial direction (-Y direction side) of the motor housing portion 51 of the housing 5.

In the gear portion 3 of the present embodiment, the output rotation shaft 33 protrudes to both sides in the Y direction, but the present invention is not limited thereto. For example, according to the mounting method of the motor units 1, the output rotary shaft 33 may be configured to protrude only in one of the Y directions, and the single wheel may be driven by each of the pair of motor units 1. In this case, the differential portion can be omitted.

< 3.3 parking mechanism >)

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

< 4 inverter unit 6 >)

The inverter unit 6 is electrically connected to the motor 2. The inverter unit 6 controls electric power supplied to the motor 2. As shown in fig. 2, the inverter unit 6 is housed in the inverter housing 53 of the case 5. The housing 5 further includes an inverter housing 53 for housing the inverter unit 6 that supplies power to the motor 2.

As shown in fig. 2, the refrigerant is supplied to the inverter unit 6 from a radiator, not shown. As shown in fig. 2, an inverter cooling channel 71 for flowing a refrigerant is disposed in the housing cover 531 that closes the opening of the inverter housing 53. The refrigerant from the radiator flows into the inverter cooling flow path 71 through the refrigerant pipe 72. Since the refrigerant passes through the inverter cooling flow path 71, heat generated by the inverter unit 6 is transferred to the refrigerant. That is, the inverter unit 6 is cooled.

< 5 Pump 4 >

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

As shown in fig. 3, 7, etc., the pump 4 is mounted on an outer surface of a below-described one side in the axial direction (+y direction side) of a cover flange portion 526 of the gear portion housing portion 52 of the housing 5. The pump 4 circulates oil CL for cooling the motor 2 and the gear portion 3 in the interior of the housing 5.

The pump 4 includes a pump motor and a compression unit, both of which are not shown. The compression part has a suction port and a discharge port. The compression unit may be, for example, a gerotor pump in which an external gear meshes with an internal gear, not shown, to rotate, but is not limited thereto. For example, the compression unit may be a pump other than a gerotor pump such as a centrifugal pump. The pump motor drives the compression section. The compression unit is driven by a pump motor to suck the oil CL of the oil reservoir 54 from the suction port, compress the oil CL, and then discharge the oil CL from the discharge port.

As shown in fig. 7, the suction port of the pump 4 is connected to the oil reservoir 54 via a suction pipe 500. The suction pipe 500 is a tubular member disposed inside the housing 5. One end of the suction pipe 500 is connected to the oil reservoir 54. By driving the pump 4, the oil CL stored in the oil storage portion 54 is sucked from the suction pipe 500. Then, the oil CL sucked from the suction pipe 500 is sucked into the pump 4 from the suction port of the pump 4. That is, the suction port of the pump 4 for sucking oil is connected to the suction pipe 500, and the suction pipe 500 is connected to the internal space of the oil reservoir 54. The suction pipe 500 may be a tubular member formed inside the housing 5, or may be a pipe prepared separately.

The discharge port of the pump 4 is connected to a flow pipe 561 of the oil pipe 56 described below. The oil CL discharged from the discharge port of the pump 4 flows into the oil cooler 8 through the flow pipe 561.

With this configuration, the oil CL can be circulated in the motor housing space 501.

< 6 oil cooler 8 >)

The oil CL and the refrigerant supplied from a different path from the oil CL are supplied to the oil cooler 8. The oil cooler 8 has an oil flow pipe portion and a refrigerant flow pipe portion, both of which are not shown. The oil flow tube portion and the refrigerant flow tube portion are isolated by a material having a high thermal conductivity such as aluminum or copper, so that the oil exchanges heat with the refrigerant.

One end of the oil flow tube portion of the oil cooler 8 is connected to the discharge port of the pump 4 via a flow pipe portion 561 of the oil pipe portion 56. Thereby, the oil CL discharged from the pump 4 flows into the oil flow tube portion of the oil cooler 8 via the flow pipe portion 561. The other end of the oil flow tube portion of the oil cooler 8 is connected to a supply pipe portion 562 described below of the oil pipe portion 56. The cooled oil CL flowing out of the oil cooler 8 is sent to an oil injection portion 57 described below through a supply pipe portion 562. That is, the oil cooler 8 for cooling the oil CL passing through the oil piping portion 56 is disposed in the path of the oil piping portion 56.

As described above, the refrigerant that exchanges heat with the oil CL flows into the refrigerant flow tube portion of the oil cooler 8. Here, a piping for a refrigerant through which the refrigerant flows will be described. In the motor unit 1 of the present embodiment, the refrigerant that exchanges heat with the oil CL in the oil cooler 8 is used to cool the inverter unit 6, and then flows into the oil cooler 8.

The inverter cooling flow path 71 and the oil cooler 8 are connected via a connection pipe 73. The refrigerant flowing out of the inverter cooling passage 71 flows into the refrigerant flow tube portion of the oil cooler 8 through the connection pipe 73. The oil CL flows in the oil flow pipe portion, and the refrigerant flows toward the refrigerant flow pipe portion. At this time, heat of the oil CL is transferred to the refrigerant, thereby cooling the oil CL.

The outflow portion of the refrigerant flow tube portion of the oil cooler 8 is connected to a radiator via a return pipe 74. The refrigerant having exchanged heat with the oil CL in the oil cooler 8 returns to the radiator through the return pipe 74. Then, the refrigerant is cooled by radiating heat to the outside in the radiator. In the present embodiment, the oil CL is cooled by the refrigerant after cooling the inverter unit 6, but the present invention is not limited to this. For example, a pipe may be provided to directly receive and return the refrigerant from the radiator.

< 7, shell 5 >

As shown in fig. 2 and the like, the housing 5 includes a motor housing 51, a gear housing 52, an inverter housing 53, an oil reservoir 54 (see fig. 4 and 5), an output rotation shaft support 55, an oil pipe 56 (see fig. 7), an oil injection portion 57 (see fig. 8), and a rib 58 (see fig. 5).

The gear portion housing portion 52 is located on one axial side (+y direction side) of the motor housing portion 51. The motor housing 51 and the gear housing 52 are formed of, for example, metal such as iron, aluminum, or an alloy thereof, but are not limited thereto.

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

< 7.1 Motor housing portion 51 >)

The motor housing portion 51 includes a cylindrical portion 511 and a bottom portion 512. The tubular portion 511 is open on one axial side (+y direction side) and extends in the axial direction. The bottom portion 512 is expanded radially inward from the end portion on the other axial side (-Y direction side) of the tubular portion 511. The bottom portion 512 closes an end portion of the tubular portion 511 on the other axial side (-Y direction side). In the motor housing 51, the tube 511 and the bottom 512 are formed of the same member. Thus, the motor housing portion 51 has a bottomed tubular shape.

The motor housing 51 has a bottomed tubular shape with a gear housing 52 side opening, and can be assembled by performing work from only one axial side (+y direction side). Therefore, it is unnecessary to change the position of the operator, change the position of the housing 5, and the like, and the number of man-hours can be reduced. Therefore, the cost required for the operation can be reduced.

< 7.2 oil reservoir 54 >)

An oil reservoir 54 protruding radially outward is disposed below the motor housing 51 (-Z direction side). The motor housing portion 51 and the oil reservoir portion 54 are formed of the same member, and a peripheral wall of the oil reservoir portion 54 is continuous with a peripheral wall of the motor housing portion 51 and protrudes radially outward. The oil reservoir 54 extends in the axial direction, and is connected to the motor housing space 501 of the motor housing 51 (see fig. 8). The oil CL in the motor housing space 501 flows downward and is stored in the oil reservoir 54. That is, the housing 5 further includes an oil reservoir that bulges radially outward of the motor housing 51 from a lower portion in the vertical direction of the motor housing 51 and that stores the oil CL.

In the present embodiment, the motor housing portion 51 and the oil reservoir portion 54 are formed of the same member, but the present invention is not limited thereto. For example, a slit extending in the axial direction (Y direction) may be formed below the motor housing portion 51, and the slit may be covered with a separately prepared oil reservoir portion 54. The oil reservoir 54 is arcuate with a smaller radius of curvature than the motor housing 51, but is not limited thereto. For example, a planar shape may be combined. The shape of the oil circulating in the motor housing 51 and flowing downward can be widely adopted.

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

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

The cooling pipe portion 542 is a cylindrical body disposed inside the oil reservoir portion 54. By using such a cooling pipe portion 542, the oil CL stored in the oil reservoir 54 can be cooled efficiently. Further, the cooling pipe portion 542 is disposed inside the housing 5, but is disposed in the internal space of the oil reservoir 54, so that it is difficult to interfere with the motor 2. In the case 5 shown in fig. 8, both the cooling pipe portion 541 and the cooling pipe portion 542 are used, but either one may be used.

The refrigerant supplied to the cooling pipe portions 541 and 542 may be, for example, a refrigerant obtained by cooling other components such as the inverter unit 6, or may be directly supplied from a radiator. The refrigerant may be heated, and the oil CL stored in the oil reservoir 54 may be heated during a cold start. In this way, the oil can be given a suitable viscosity shortly after cold start. This allows lubrication of the motor 2 and the gear portion 3 to be performed immediately after cold start, and further, the lifetime of the motor unit 1 can be prolonged.

< 7.3 partition wall portion 513 >

The cylinder 511 and the oil reservoir 54 are open to one axial side (+y direction side). The partition wall 513 closes the opening of the tube 511 and the oil reservoir 54. The partition wall 513 is detachable from the motor housing 51 and the oil reservoir 54.

The motor 2 is accommodated in the motor accommodation space 501 surrounded by the tube 511, the bottom 512, and the partition wall 513. A first motor bearing 281 is disposed at the bottom 512. An end portion of the motor rotation shaft 22 on the other side in the axial direction (-Y direction side) is rotatably supported by the first motor bearing 281.

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

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

An oil flow hole 515 is formed in the partition wall portion 513. The oil flow hole 515 is a through hole penetrating the partition wall 513 in the axial direction. The oil flow hole 515 connects the oil reservoir 54 and the gear housing 52. A part of the oil CL stored in the oil reservoir 54 flows into the gear housing space 502 of the gear housing 52 through the oil flow hole 515. Further, by forming the oil flow hole 515 at a position at a constant height from the bottom of the oil reservoir 54, the oil CL can remain in the oil reservoir 54.

< 7.4 Gear portion housing portion 52 >)

The gear portion 3 is accommodated in the gear portion accommodating portion 52. That is, the housing 5 has a gear portion housing portion 52 that houses the gear portion 3. The gear unit housing 52 is disposed on one axial side (+y direction side) of the motor housing 51. That is, the housing 5 includes a gear portion housing 52 disposed on one axial side (+y direction side) of the motor housing 51 and housing the gear portion 3.

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

The gear portion support portion 521 is formed with a first output rotation shaft passage hole 523. The output rotation shaft 33 penetrates the first output rotation shaft passing hole 523. Thus, the output rotary shaft 33 penetrates the gear portion support portion 521 and extends toward the other axial side (-Y direction side). The output rotary shaft 33 is juxtaposed with the motor housing 51. That is, the gear portion 3 has an output rotation shaft 33 penetrating the gear portion support portion 521 and extending toward the other side in the axial direction (-Y direction side).

An end portion on the other side (Y direction side) in the axial direction of the output rotary shaft 33 is rotatably supported by the output rotary shaft support portion 55. Further, the output rotation shaft supporting portion 55 is described in detail below. In order to suppress leakage of the oil CL, an oil seal (not shown) is provided between the output rotation shaft 33 and the first output rotation shaft passage hole 523.

The gear portion cover 522 has a cover cylinder portion 524, a cover bottom portion 525, and a cover flange portion 526. The cover tube portion 524 has a tubular shape with an opening on the other side in the axial direction (-Y direction side). The cover bottom portion 525 extends radially inward from an end portion of one axial side (+y direction side) of the cover tube portion 524. The cover cylinder portion 524, the cover bottom portion 525, and the cover flange portion 526 are formed of the same member. That is, the gear housing 522 has a bottomed tubular shape and is open on the other side (Y direction side) in the axial direction.

The cover flange 526 protrudes radially outward from the other axial side (-Y direction side) of the cover tube 524. The cover flange portion 526 overlaps the gear portion support portion 521 as viewed in the axial direction. The gear portion support portion 521 overlaps the cover flange portion 526 in the axial direction. The gear portion cover 522 is attached to the gear portion support 521 by fixing the edge portion of the cover flange 526 to the edge portion of the gear portion support 521.

A first gear bearing 341 and a third gear bearing 343 are mounted on the cover bottom 525. An end portion of one axial side (+y direction side) of the motor rotation shaft 22 is rotatably supported by the first gear bearing 341. An end portion of the intermediate rotary shaft 314 on one axial direction side (+y direction side) is rotatably supported by a third gear bearing 343. That is, the motor rotation shaft 22 is rotatably supported by the housing 5 via the first motor bearing 281, the second motor bearing 282, and the first gear bearing 341. The intermediate rotary shaft 314 is rotatably supported by the housing 5 via a second gear bearing 342 and a third gear bearing 343.

A second output rotation shaft passing hole 527 is formed in the casing tube 524. The output rotation shaft 33 penetrates the second output rotation shaft passing hole 527. Thus, the output rotary shaft 33 penetrates the cover tube 524 and extends toward one axial side (+y direction side). In order to suppress leakage of the oil CL, an oil seal (not shown) is provided between the output rotation shaft 33 and the second output rotation shaft passing hole 527.

In the gear portion housing portion 52, the first output rotation shaft passing hole 523 overlaps the second output rotation shaft passing hole 527 when viewed in the axial direction. The output rotation shaft 33 penetrates the first output rotation shaft passing hole 523 at a portion on the other side (Y direction side) in the axial direction than the differential portion 32, and penetrates the second output rotation shaft passing hole 527 at a portion on the one side (Y direction side) in the axial direction. The output rotary shafts 33 disposed at both ends of the differential portion 32 in the axial direction (Y direction) rotate around the output shaft J5.

< 7.5 inverter housing 53 >

As shown in fig. 3, 4, 8, and the like, the inverter housing 53 is disposed above the motor housing 51 and on the-X direction side. The inverter housing 53 and the motor housing 51 are formed of the same member. That is, the inverter housing portion and the motor housing portion 51 are formed of the same member. The inverter housing 53 is opened upward. A storage cover 531 is attached to an opening of the inverter storage 53. The inverter unit 6 is housed in a space surrounded by the inverter housing 53 and the housing cover 531.

The housing cover 531 is fixed to the inverter housing 53 by a fixing method such as screw fixation, for example. Thereby, the opening of the inverter housing 53 is closed by the housing cover 531. The fixation of the storage cover 531 and the inverter storage 53 is not limited to screw fixation, and a fixation method that can be firmly fixed and can be detached can be widely adopted.

The abutting portion of the inverter housing 53 and the housing cover 531 has a structure for suppressing the penetration of moisture. As a result, moisture is less likely to adhere to the inverter unit 6 stored in the inverter storage 53. The structure of suppressing the penetration of moisture in the abutting portion of the inverter housing 53 and the housing cover 531 may be, for example, a structure in which a gasket, or the like is disposed between the inverter housing 53 and the housing cover 531, but is not limited thereto.

The internal space of the inverter housing 53 is connected to the motor housing space 501 of the motor housing 51 through the wiring hole 532. The wiring hole 532 is provided with wiring for connecting the inverter unit 6 to the coil 26 of the motor 2. By providing such wiring holes 532, the opening through which moisture flows into the internal space of the inverter housing 53 can be reduced. A seal (not shown) for suppressing penetration of the oil CL circulating in the motor housing space 501 is provided in the wiring hole 532.

As shown in fig. 3, 4, 5, 8, and the like, the storage cover 531 includes an inverter cooling flow path 71. The refrigerant passes through the inside of the inverter cooling passage 71. When the refrigerant passes through the inverter cooling flow path 71, heat generated from the inverter unit 6 is transferred to the refrigerant. Thereby, the inverter unit 6 is cooled. The inverter unit 6 can be cooled to operate stably. In the case 5 of the present embodiment, the inverter cooling flow path 71 is disposed in the storage cover 531. In order to enhance the cooling effect, the inverter unit 6 may be mounted to the housing cover 531. The inverter cooling flow path 71 may be disposed in the inverter housing 53. In this case, the inverter unit 6 may be mounted in the inverter housing 53.

< 7.6 output rotation shaft support portion 55 >)

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

The output rotary shaft support 55 has a through hole whose center coincides with the output shaft J5, and an output bearing 551 (see fig. 2, 4, and 5) is mounted in the through hole. The output rotation shaft support 55 rotatably supports the output rotation shaft 33 via an output bearing 551.

That is, the housing 5 further includes an output rotation shaft support portion 55 rotatably supporting the output rotation shaft 33 on the other side (Y-direction side) in the axial direction of the motor housing portion 51. (0747, claim 1, lines 13 to 14) and the output rotation shaft supporting portion 55 and the motor housing portion 51 are formed of the same member.

The output rotation shaft support 55 and the lower surface of the inverter housing 53 are formed of the same member. The output rotation shaft support portion 55 is formed by integral molding together with the inverter housing portion 53. With this configuration, the rigidity of the output rotation shaft support 55 can be improved, and vibration of the output rotation shaft 33 can be suppressed.

The output rotation shaft support portion 55 and the inverter housing portion 53 may be formed of different members. At this time, the output rotation shaft support portion 55 and the inverter housing portion 53 may be in contact. If the output rotation shaft support portion 55 and the inverter housing portion 53 are not formed of the same member, it is difficult for stress to be transmitted from the inverter housing portion 53 to the output rotation shaft support portion 55. Therefore, even when stress acts on the inverter housing 53, deformation of the output rotation shaft support 55 can be suppressed, and radial runout of the output rotation shaft 33 is less likely to occur.

The output rotation shaft support portion 55 and the inverter housing portion 53 may not be in contact with each other. Stress is less likely to be transmitted between the inverter housing portion 53 and the output rotation shaft supporting portion 55, and vibration and the like can be suppressed. The output rotation shaft support portion 55 and the inverter housing portion 53 may be formed of the same member, and the output rotation shaft support portion 55 and the motor housing portion 51 may be formed of different members. By forming in this way, resonance between the vibration of the motor 2 transmitted to the motor housing portion 51 and the vibration transmitted to the output rotation shaft supporting portion 55 can be suppressed.

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

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

The length of the output rotary shaft 33 when the left and right drive rotary shafts Sd are equal in length is determined in the gear portion 3 of the motor unit 1 based on the mounting position of the motor unit 1 in the vehicle Cb and the position of the front wheel Tf. Further, since the housing 5 has the output rotation shaft support portion 55, even if the output rotation shaft 33 is extended to the other side (-Y direction side) in the axial direction, the output rotation shaft 33 can be rotated stably.

In other words, the housing 5 of the motor unit 1 has the output rotation shaft support portion 55, so that the output rotation shaft 33 can be extended toward the other side (-Y direction side) in the axial direction. This makes it possible to make the right and left drive rotation shafts Sd of the vehicle Cb mounted with the motor unit 1 equal in length, and to suppress the driver from feeling uncomfortable during driving. The output rotation shaft support 55 preferably supports the vicinity of the end of the output rotation shaft 33.

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

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

The rib 58 is formed of the same member as the motor housing portion 51. The rib 58 is formed of the same member as the gear portion support portion 521 and the output rotation shaft support portion 55. That is, the rib 58 is formed of the same member as the motor housing portion 51, the gear portion support portion 521, and the output rotation shaft support portion 55. By providing the ribs 58, deformation of the motor housing portion 51, the gear portion support portion 521, and the output rotation shaft support portion 55 is suppressed. Thereby, vibrations and noises of the motor 2, the gear portion 3 itself, and the housing 5 caused by the driving of the motor 2 and the gear portion 3 are suppressed.

In the present embodiment, the width of the rib 58 protruding from the tube portion 511 becomes narrower from the gear portion support portion 521 side toward the output rotation shaft support portion 55 side. However, the shape is not limited to this, and any shape capable of suppressing vibration and noise can be widely used for the rib 58.

< 7.7 oil piping portion 56 >)

As shown in fig. 2 and 6, the oil pipe portion 56 is a tubular member formed inside the gear portion support portion 521 of the gear portion housing portion 52. The oil pipe 56 is connected to an oil injection portion 57 provided at an upper portion of the motor housing space 501. The oil pipe portion 56 connects the pump 4 to the oil injection portion 57, and supplies the oil CL to the oil injection portion 57. That is, the housing 5 has an oil pipe portion 56 that connects the discharge port of the pump 4 from which the oil is discharged and the oil injection portion 57 provided in the internal space 501 of the motor housing 51.

The case 5 of the present embodiment includes a flow pipe 561 and a supply pipe 562. The flow piping 561 connects the discharge port of the pump 4 and the inflow portion of the oil cooler 8. That is, the oil CL pressurized by the pump 4 is sent from the pump 4 to the oil cooler 8 via the flow pipe 561. The supply pipe portion 562 connects an outflow portion of the oil cooler 8 to a flow passage 571 described below of the oil injection portion 57. That is, the oil CL cooled by the oil cooler 8 is sent from the oil cooler 8 to the oil injection portion 57 via the supply pipe portion 562.

In the present embodiment, the oil pipe portion 56 is formed in the cover flange portion 526, but is not limited thereto. The gear support 521 may be formed by combining and fixing the gear support 521 and the cover flange 526.

< 7.8 oil injection portion 57 >)

The oil spraying portion 57 is disposed in the motor housing portion 51. The oil injection portion 57 is disposed vertically above the motor 2. That is, the housing 5 further includes an oil injection portion 57 disposed vertically above the motor 2 in the motor housing 51 and connected to the oil pipe portion 56.

The oil spout portion 57 has a flow path 571 extending in the axial direction (Y direction) and supplying oil CL to flow, and a spray hole 572 connecting the flow path 571 with the motor housing space 501.

The oil CL flowing through the oil pipe 56 flows into the flow passage 571 of the oil injection portion 57. The oil CL flowing into the flow path 571 is sprayed from the spray hole 572 into the motor housing space 501. With such a configuration, the oil CL can be sprayed to the motor 2 disposed in the motor housing space 501. This makes it possible to efficiently cool the motor 2 by the oil CL. In the present embodiment, the oil injection portion is a tubular member formed inside the motor housing portion 51, but the present invention is not limited thereto. For example, a pipe may be inserted into the motor housing space 501.

The oil injection portion 57 may be a container-like member having an opening at the upper side and a hole for dripping oil at an appropriate portion of the bottom, instead of the tubular member. At this time, the oil CL supplied from the supply pipe portion 562 flows into the oil injection portion 57, and the oil is dropped from the oil injection portion 57.

< 7.9 position of Pump 4 and oil cooler 8 >)

The pump 4 and the oil cooler 8 are mounted on one axial side (+y direction side) of the cover flange portion 526 of the gear portion housing portion 52 of the casing 5. Further, the pump 4 and the oil cooler 8 are mounted outside the gear housing 52. The oil pipe portion 56 connects the pump 4 to the oil cooler 8. The oil pipe portion 56 connects the oil cooler 8 to the oil injection portion 57.

As shown in fig. 6, the pump 4 and the oil cooler 8 are disposed at positions within the axial projection plane of the housing 5. Further, a part of the pump 4 and the oil cooler 8 may protrude outward from the axial projection surface of the housing 5. That is, the pump 4 is mounted on the outer surface of one side in the axial direction (+y direction side) of the gear portion housing portion 52, and at least a part thereof overlaps the housing 5 in the axial direction. The oil cooler 8 is attached to an outer surface of one side in the axial direction (+y direction side) of the gear unit housing 52, and at least a part thereof overlaps with the casing 5 in the axial direction.

With such a configuration, the thickness of the motor unit 1 in the vertical direction (Z direction) can be reduced. The motor unit 1 can be miniaturized. The pump 4 is exposed to the outside of the motor unit 1. When the vehicle is traveling, traveling wind blows on the pump 4. The pump 4 is cooled by the running air when the vehicle is running. The traveling wind during the traveling of the vehicle also blows on the outer surface of the oil cooler 8. Thereby, the oil cooler 8 is also cooled by the traveling wind.

< 8. Lubrication and Cooling of Motor Unit 1 >)

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

The oil CL diffused into the gear unit housing portion 52 is supplied to each gear of the reduction unit 31 and the differential unit 32 in the gear unit housing portion 52, and the oil CL is spread over the tooth surfaces of the gears for lubrication. A part of the oil CL diffused into the gear unit housing portion 52 is supplied to the second motor bearing 282, the first gear bearing 341, the second gear bearing 342, and the third gear bearing 343, respectively, for lubrication.

When the motor 2 is stopped, a part of the ring gear 321 is immersed in the oil CL. Therefore, by rotating ring gear 321, oil CL is lifted upward along the inner peripheral surface of gear portion housing space 502.

An oil reservoir plate 528 is disposed in the gear portion accommodating space 502. The oil reservoir 528 is opened upward. Further, the oil reservoir plate 528 is formed over both axial ends of the gear portion accommodating space 502. The oil CL lifted from the oil accumulation portion P moves upward in the gear portion accommodating space 502, and then flows into the oil reservoir 528.

One axial end of the oil reservoir 528 is connected to an oil supply path, not shown. The oil CL stored in the oil reservoir 528 flows into the hollow portion 220 of the motor shaft 22 from one axial end portion (+y direction side) of the motor shaft 22 through the oil supply passage.

The oil CL flows into the hollow portion 220 of the motor rotation shaft 22. The oil CL in the hollow portion 220 of the motor rotation shaft 22 flows in from the end portion on one side (+y direction side) in the axial direction of the motor rotation shaft 22 and flows toward the motor 2. For example, a structure may be adopted in which a spiral groove or the like is provided in the hollow portion 220 of the motor rotation shaft 22 to convey the oil CL to the motor 2 side when the motor rotation shaft 22 rotates. The oil CL flowing through the hollow 220 is sprayed toward the stator 24 from an oil spray hole 221 (see fig. 2) provided in the motor rotation shaft 22. The stator 24 is cooled by oil CL. That is, in the motor unit 1, the oil CL of the oil accumulation portion P in the gear portion housing space 502 is lifted by the gear portion 3, so that the oil CL circulates inside the motor unit 1.

In the motor unit 1, the pump 4 circulates the oil CL in addition to the lifting by the rotation of the gear 3. By driving the pump 4, the oil CL stored in the oil reservoir 54 is sucked into the pump 4. The pump 4 causes the oil CL sucked from the suction port to flow from the discharge port to the oil cooler 8 through the oil pipe 56. The oil CL exchanges heat with the refrigerant in the oil cooler 8, is cooled, and then flows into the oil injection portion 57 through the oil pipe portion 56. Then, the oil CL flows in the flow passage 571 of the oil injection portion 57, and is sprayed from the spray hole 572 to the motor housing space 501. The oil CL sprayed from the spraying holes 572 is blown toward the motor 2.

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

A part of the oil CL lifted up by the gear portion 3 flows into the motor housing space 501 through the hollow portion 220 of the motor rotation shaft 22. The pump 4 circulates the oil CL in the motor housing space 501 and the internal space of the oil reservoir 54. Therefore, the circulating oil CL flows into the oil reservoir 54. The internal space of the oil reservoir 54 and the gear housing space 502 are partitioned by a partition wall 513. An oil flow hole 515 is formed in the partition wall portion 513. Therefore, a part of the oil CL stored in the oil reservoir 54 flows into the gear portion accommodating space 502. Thus, the amounts of oil CL stored in the oil reservoir 54 and the oil reservoir P are kept constant.

In this way, in the motor unit 1, the lubrication and cooling of the motor 2 and the gear 3 are performed by circulating the oil CL in the motor housing space 501 and the gear housing space 502.

While the embodiments of the present invention have been described above, the configurations and combinations thereof are merely examples, and other modifications and additions may be made without departing from the spirit of the present invention. The present invention is not limited to the embodiments.

Industrial applicability

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

Claims

1. A motor unit, comprising:

a motor having a motor rotation shaft that rotates around a motor shaft extending in a horizontal direction;

a gear unit connected to the motor rotation shaft on one side in a motor shaft direction of the motor shaft; and

a housing for housing the motor and the gear portion,

the housing has a motor housing part for housing the motor and a gear part housing part for housing the gear part,

The gear housing portion has a gear support portion that extends radially outward from an outer surface of one end portion of the motor housing portion in the motor axial direction,

the gear portion has an output rotation shaft penetrating the gear portion support portion and extending toward the other side of the motor shaft,

the housing has an output rotation shaft support portion rotatably supporting the output rotation shaft on the other side of the motor housing in the motor shaft direction,

the housing further includes a plate-shaped rib protruding from a radially outer surface of the motor housing portion and connecting the gear portion support portion and the output rotation shaft support portion,

the rib is formed of the same member as the motor housing portion, the gear portion support portion, and the output rotation shaft support portion.

2. A motor unit according to claim 1, wherein,

the output rotation shaft supporting portion and the motor housing portion are formed of the same member.

3. A motor unit according to claim 1 or 2, characterized in that,

the housing further includes an inverter housing portion that houses an inverter unit that supplies power to the motor,

The inverter housing portion and the motor housing portion are formed of the same member.

4. A motor unit according to claim 3, wherein,

the output rotation shaft support portion is in contact with the inverter housing portion.

5. The motor unit according to claim 4, wherein,

the output rotation shaft supporting portion and the inverter housing portion are formed of the same member.