CN115276314A

CN115276314A - Motor unit

Info

Publication number: CN115276314A
Application number: CN202210996773.4A
Authority: CN
Inventors: 石川勇树; 山口康夫; 右田贵之
Original assignee: Nidec Corp
Current assignee: Nidec Corp
Priority date: 2016-08-09
Filing date: 2017-08-08
Publication date: 2022-11-01
Also published as: CN115276315A; WO2018030372A1

Abstract

The present invention provides a motor unit, comprising: a motor; a plurality of gears that transmit torque of the motor; a housing provided with a housing space for housing the motor and the plurality of gears; an oil reservoir provided in a region below the storage space in the vertical direction; and an oil passage that supplies oil from the oil reservoir to the motor and recovers the oil from the oil reservoir again, wherein the casing has a partition wall that divides the storage space into a motor chamber that stores the motor and a gear chamber that stores a plurality of gears, the partition wall is provided with a partition wall opening that communicates the gear chamber with the motor chamber, the bottom of the motor chamber is located above the bottom of the gear chamber, the oil reservoir is provided in a region below the gear chamber, an electric pump is provided in a path of the oil passage, and the oil passage connects the oil reservoir to the electric pump and connects the electric pump to the motor chamber.

Description

Motor unit

The application is a divisional application of an invention patent application with the application number of 201780049229.6 (international application number of PCT/JP 2017/028690), the application date of 08 months in 2017 and the invention name of 'motor unit'.

Technical Field

The present invention relates to a motor unit.

Background

Japanese patent No. 3570450 discloses a motor in which oil accumulated in a gear case is lifted by rotation of a gear and introduced into a flow passage inside a shaft.

In the conventional structure, the central axis of the motor, the central axis of the reduction gear unit, and the central axis of the differential unit are arranged in this order along the horizontal direction when viewed in the axial direction. Therefore, there are problems as follows: the distance between the center axis of the differential device and the center axis of the motor is large, and oil lifted by the differential device is not easily supplied to the gear of the motor shaft.

Disclosure of Invention

In view of the above problems, it is an object of one embodiment of the present invention to provide a motor unit capable of efficiently supplying oil to tooth surfaces of gears of respective shafts.

An exemplary motor unit according to the present invention includes: a motor having a rotor that rotates about a motor axis; a reduction gear connected to the motor and having an intermediate gear that rotates about an intermediate axis; a differential device connected to the reduction gear device and having a ring gear that rotates about a differential axis; a housing provided with a housing space for housing the motor and the differential device; oil that is accumulated in a region below the storage space in the vertical direction; and an oil passage that guides the oil from a vertically lower region of the storage space and supplies the oil to the motor, wherein at least a part of the ring gear is located below a liquid surface of the oil accumulated in the vertically lower region of the storage space, the motor axis, the intermediate axis, and the differential axis extend in parallel with each other in a horizontal direction, the intermediate axis and the differential axis are located below the motor axis, and when viewed in an axial direction of the motor axis, the 1 st segment extends in a substantially vertical direction, and the 2 nd segment extends in a substantially horizontal direction, when a line segment virtually connecting the motor axis and the intermediate axis is a 1 st segment, a line segment virtually connecting the intermediate axis and the differential axis is a 2 nd segment, and a line segment virtually connecting the motor axis and the differential axis is a 3 rd segment.

According to one aspect of the present invention, a motor unit capable of efficiently supplying oil to tooth surfaces of gears of respective shafts is provided.

The above and other features, elements, steps, features and advantages of the present invention will be more clearly understood from the following detailed description of preferred embodiments of the present invention with reference to the accompanying drawings.

Drawings

Fig. 1 is a schematic view of a motor unit of an embodiment.

Fig. 2 is a perspective view of a motor unit according to an embodiment.

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

Fig. 4 is a sectional view of the motor unit taken along line IV-IV of fig. 3.

FIG. 5 is a cross-sectional view of one embodiment of a rotor.

Fig. 6 is a top view of the end plate.

Fig. 7 is a sectional view of the end plate taken along line VII-VII of fig. 6.

Fig. 8 is a sectional view of an end plate of modification 1.

Fig. 9 is a plan view of an end plate according to modification 2.

Fig. 10 is a sectional view of the motor unit according to the embodiment, and shows a 2 nd oil passage.

Fig. 11 is a perspective view of a motor unit according to an embodiment in which a part of a housing is omitted.

Fig. 12 is a top view of one embodiment of the No. 2 reservoir.

Fig. 13 is a perspective view of a 2 nd reservoir of a modification.

Fig. 14 is a sectional view of the motor unit according to the embodiment, and is a schematic view showing the sub-tank.

Figure 15 is a front view of one embodiment of a partition wall opening.

Fig. 16 is a graph showing a relationship between the height of the liquid level of oil accumulated below the motor chamber and the area of the 1 st region in the motor unit according to the embodiment.

Fig. 17 is a front view of a partition wall opening of a modification.

Fig. 18 is a graph showing a relationship between the height of the liquid level of oil stored below the motor chamber and the area of the 1 st region in the motor unit provided with the partition wall opening of the modification.

Fig. 19 is a side view showing the arrangement of gears located inside a gear chamber in the motor unit according to the embodiment.

Fig. 20 is a plan view of a parking mechanism that can be employed in the motor unit of the embodiment.

Fig. 21 is a partial sectional view showing a cutting mechanism of the motor unit of modification 1.

Fig. 22 is a schematic diagram showing a state in which the motor and the reduction gear are connected by the cutting mechanism.

Fig. 23 is a schematic view showing a state where the motor and the reduction gear are cut by the cutting mechanism.

Detailed Description

Hereinafter, a motor 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 may be arbitrarily changed within the scope of the technical idea of the present invention. In the drawings below, scales, numbers, and the like of the respective structures may be different from those of actual structures in order to facilitate understanding of the respective structures.

In the following description, the direction of gravity is defined based on the positional relationship when the motor unit 1 is mounted on a vehicle on a horizontal road surface, and the description is given. In addition, in the drawings, an XYZ coordinate system is appropriately shown as a three-dimensional rectangular coordinate system. In the XYZ coordinate system, the Z-axis direction represents the vertical direction (i.e., the vertical direction), + Z-direction is the upper side (the opposite side to the direction of gravity), and-Z-direction is the lower side (the direction of gravity). The X-axis direction is a direction perpendicular to the Z-axis direction, and indicates the front-rear direction of the vehicle on which the motor unit 1 is mounted, the + X direction is the vehicle front, and the-X direction is the vehicle rear. However, the + X direction may be the vehicle rear direction and the-X direction may be the vehicle front direction. The Y-axis direction is a direction perpendicular to both the X-axis direction and the Z-axis direction, and is a vehicle width direction (left-right direction).

In the following description, unless otherwise specified, a direction (Z-axis direction) parallel to the motor axis J2 of the motor 2 is simply referred to as "axial direction", a radial direction about the motor axis J2 is simply referred to as "radial direction", and a circumferential direction about the motor axis J2, that is, a direction around the motor axis J2 is simply referred to as "circumferential direction". In the following description, the term "plan view" refers to a state viewed in the axial direction. However, the "parallel direction" also includes a substantially parallel direction. The "vertical direction" also includes a substantially vertical direction.

Hereinafter, a motor unit (electric drive device) 1 according to an exemplary embodiment of the present invention will be described with reference to the drawings.

Fig. 1 is a schematic view of a motor unit 1 of one embodiment. Fig. 2 is a perspective view of the motor unit 1. Fig. 3 is a side view of the motor unit 1. Fig. 4 is a sectional view of the motor unit 1 taken along line IV-IV of fig. 3. In fig. 4, a part of the internal structure of the differential device 5 is omitted.

The motor unit 1 is mounted on a vehicle having a motor as a power source, such as a Hybrid Electric Vehicle (HEV), a plug-in hybrid electric vehicle (PHV), or an Electric Vehicle (EV), and is used as the power source.

As shown in fig. 1, the motor unit 1 includes: the motor (main motor) 2, the reduction gear 4, the differential 5, the casing 6, the oil O, and the oil passage 90 that supplies the oil O to the motor 2. Further, the motor unit 1 may have a parking mechanism 7 as shown by the phantom line in fig. 2.

As shown in fig. 1, the motor 2 includes: a rotor 20 that rotates about a motor axis J2 extending in the horizontal direction; and a stator 30 located radially outward of the rotor 20. The reduction gear 4 is connected to the rotor 20 of the motor 2. The differential device 5 is connected to the motor 2 via the reduction gear 4. A housing space 80 for housing the motor 2, the reduction gear 4, and the differential gear 5 is provided inside the case 6. The oil O is used for lubrication of the reduction gear 4 and the differential 5, and for cooling of the motor 2. The oil O is accumulated in a region below the housing space 80 in the vertical direction. Since the oil O functions as a lubricating oil and a cooling oil, it is preferable to use an oil equivalent to an Automatic Transmission lubricating oil (ATF) having a low viscosity. The oil passage 90 is a path for supplying the oil O from the lower region of the housing space 80 to the oil O of the motor 2. The oil passage 90 has a 1 st oil passage 91 and a 2 nd oil passage 92.

In the present specification, the "oil passage" refers to a path of the oil O circulating in the housing space 80. Thus, the "oil passage" is a concept as follows: the term "flow path" includes not only a path that forms a stable oil flow stably in one direction, but also a path (for example, a reservoir) in which oil temporarily stays and a path in which oil drops.

< housing >

The motor 2, the reduction gear 4, and the differential gear 5 are housed in a housing space 80 provided inside the housing 6. The case 6 holds the motor 2, the reduction gear 4, and the differential gear 5 in the housing space 80. The housing 6 has a partition wall 61c. The housing space 80 of the housing 6 is divided into a motor chamber 81 and a gear chamber 82 by a partition wall 61c. The motor chamber 81 houses the motor 2. The gear chamber 82 houses the reduction gear 4 and the differential gear 5.

An oil reservoir P for storing oil O is provided in a region below the storage space 80. In the present embodiment, the bottom 81a of the motor chamber 81 is located above the bottom 82a of the gear chamber 82. A partition wall opening 68 is provided in a region below the partition wall 61c that divides the motor chamber 81 and the gear chamber 82. The partition wall opening 68 communicates the motor chamber 81 with the gear chamber 82. The partition wall opening 68 moves the oil O accumulated in the lower region of the motor chamber 81 to the gear chamber 82. Therefore, in the present embodiment, the oil reservoir P is provided in a region below the gear chamber 82.

A part of the differential device 5 is immersed in the oil reservoir P. The oil O stored in the oil reservoir P is lifted by the operation of the differential device 5, and a part of the oil O is supplied to the 1 st oil passage 91 and a part of the oil O is diffused into the gear chamber 82. The oil O diffused into the gear chamber 82 is supplied to the gears of the reduction gear 4 and the differential gear 5 in the gear chamber 82, and spreads over the tooth surfaces of the gears. The oil O used for the reduction gear 4 and the differential gear 5 drips and is collected in the oil reservoir P located below the gear chamber 82. The capacity of the oil reservoir P of the housing space 80 is set to such an extent that a part of the bearings of the differential device 5 is immersed in the oil O when the motor unit 1 is stopped.

The housing 6 is made of die-cast aluminum, for example. The housing 6 constitutes an outer frame of the motor unit 1. The housing 6 has: a motor housing 61, a gear housing 62, and a closing portion 63. The gear housing 62 is located on the left side of the motor housing 61. The closing portion 63 is located on the right side of the motor housing portion 61.

The motor housing 61 includes: a cylindrical peripheral wall portion 61a surrounding the motor 2 from the outside in the radial direction; and a side plate portion 61b located on one axial side of the peripheral wall portion 61 a. The space inside the peripheral wall portion 61a constitutes a motor chamber 81. The side plate portion 61b has partition walls 61c and protruding plate portions 61d. The partition wall 61c covers the opening of the circumferential wall 61a on one axial side. The partition 61c is provided with a through-insertion hole 61f through which the shaft 21 of the motor 2 is inserted, in addition to the above-described partition opening 68. The side plate portion 61b includes a partition wall 61c and a protruding plate portion 61d that protrudes radially outward from the peripheral wall portion 61 a. The projecting plate portion 61d is provided with a 1 st axle passage hole 61e through which a drive shaft (not shown) supporting a wheel passes.

The closing portion 63 is fixed to the motor housing portion 61. The closing portion 63 closes the opening on the axially opposite side of the peripheral wall portion 61 a. That is, the closing portion 63 closes the opening of the cylindrical motor housing portion 61. The closing portion 63 has a closing portion main body 63a and a cover member 63b. The closing section main body 63a has a cylindrical protruding section 63d, and the protruding section 63d protrudes into the housing space 80 located inside the motor housing section 61. The protruding portion 63d extends along the inner peripheral surface of the peripheral wall portion 61 a. Further, the closing portion main body 63a is provided with a window portion 63c penetrating in the axial direction. The cover member 63b closes the window 63c from outside the housing space 80.

The gear housing 62 is fixed to the side plate 61b of the motor housing 61. The gear housing 62 has a concave shape that opens toward the side plate 61b. The opening of the gear housing 62 is covered by the side plate 61b. The space between the gear housing portion 62 and the side plate portion 61b constitutes a gear chamber 82 that houses the reduction gear 4 and the differential gear 5. The gear housing 62 is provided with a 2 nd axle passage hole 62e. The 2 nd axle passage hole 62e overlaps with the 1 st axle passage hole 61e as viewed in the axial direction.

As shown in fig. 3, the gear housing 62 includes a 1 st Reservoir (Reservoir) 93 and a shaft supply flow path 94. The 1 st reservoir 93 is located on a surface of the gear housing 62 facing the gear chamber 82 in the axial direction, and extends in the axial direction. The 1 st reservoir 93 receives the oil O lifted by the differential 5. The shaft supply flow path 94 extends from the bottom of the 1 st reservoir 93 toward the shaft 21 of the motor 2. The shaft supply flow passage 94 is a flow passage for supplying the oil O received in the 1 st reservoir 93 to the inside of the hollow portion 22 of the shaft 21.

< reduction gear >

As shown in fig. 4, the reduction gear 4 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 reduction gear 4 transmits the torque output from the motor 2 to the differential device 5.

The reduction gear unit 4 includes: a 1 st gear (intermediate drive gear) 41, a 2 nd gear (intermediate gear) 42, a 3 rd gear (final drive gear) 43, and an intermediate shaft 45. The torque output from the motor 2 is transmitted to a ring gear (gear) 51 of the differential device 5 via the shaft 21 of the motor 2, the 1 st gear 41, the 2 nd gear 42, the intermediate shaft 45, and the 3 rd gear 43. The gear ratio of each gear, the number of gears, and the like can be variously changed according to a required reduction ratio. The reduction gear 4 is a parallel-axis gear type reduction gear in which the axes of the gears are arranged in parallel.

The 1 st gear 41 is provided on the outer peripheral surface of the shaft 21 of the motor 2. The 1 st gear 41 rotates about the motor axis J2 together with the shaft 21.

The intermediate shaft 45 extends along an intermediate axis J4 parallel to the motor axis J2. The intermediate shaft 45 has a cylindrical shape centered on the intermediate axis J4. The intermediate shaft 45 rotates about the intermediate axis J4. The intermediate shaft 45 is rotatably supported by a pair of intermediate shaft holding bearings 87. One of the pair of intermediate shaft holding bearings 87 is held on the surface of the partition wall 61c facing the gear chamber 82. The other of the pair of intermediate shaft holding bearings 87 is held in the gear housing 62.

The 2 nd gear 42 and the 3 rd gear 43 are provided on the outer peripheral surface of the intermediate shaft 45. The 2 nd gear 42 and the 3 rd gear 43 are connected via an intermediate shaft 45. The 2 nd gear 42 and the 3 rd gear 43 rotate about the intermediate axis J4. The 2 nd gear 42 meshes with the 1 st gear 41. The 3 rd gear 43 meshes with a ring gear 51 of the differential 5. The 3 rd gear 43 is located on the partition wall 61c side with respect to the 2 nd gear 42. In the present embodiment, the intermediate shaft 45 and the 3 rd gear 43 are a single member.

< differential device >

The differential device 5 is a device for transmitting the torque output from the motor 2 to the wheels of the vehicle. The differential device 5 has the following functions: when the vehicle turns, the speed difference between the left and right wheels is absorbed, and the same torque is transmitted to the axles 55 of the left and right wheels. The differential device 5 includes: ring gear 51, gear case 57, a pair of pinions (not shown), a pinion shaft (not shown), and a pair of side gears (not shown).

The ring gear 51 rotates about a differential axis J5 parallel to the motor axis J2. The torque output from the motor 2 is transmitted to the ring gear 51 via the reduction gear 4. That is, the ring gear 51 is connected to the motor 2 via another gear. The ring gear 51 is fixed to the outer periphery of the gear housing 57.

The gear case 57 houses a pair of pinion gears and a pair of side gears. When torque is transmitted to the ring gear 51, the gear housing 57 rotates about the differential axis J5 together with the ring gear 51.

The pair of pinions are bevel gears facing each other. A pair of pinions are supported by the pinion shaft.

The pair of side gears are bevel gears that mesh at right angles with the pair of pinion gears. The pair of side gears have fitting portions, respectively. The axle is fitted to each fitting portion. The pair of axles fitted to the mutually different fitting portions rotate about the differential axis J5 with the same torque.

< Motor >

As shown in fig. 4, the motor 2 is an inner rotor type motor having: a stator 30; and a rotor 20 rotatably disposed inside the stator 30. The rotor 20 is rotated by supplying electric power from a battery, not shown, to the stator 30. The torque of the motor 2 is transmitted to the differential device 5 via the reduction gear 4.

(stator)

The stator 30 has: the stator core 32, the coil 31, and an insulator (not shown) interposed between the stator core 32 and the coil 31. The stator 30 is held by the housing 6.

The stator core 32 has a plurality of magnetic pole teeth (not shown) radially inward from the inner circumferential surface of the annular yoke. In the stator core 32 of the present embodiment, the number of slots formed between the magnetic pole teeth is 48. The coil 31 is formed by winding a coil wire between the magnetic pole teeth.

The coil 31 has a coil end 31a protruding from an axial end face of the stator core 32. That is, the stator 30 has coil ends 31a. The coil end 31a protrudes in the axial direction beyond the end of the rotor core 24 of the rotor 20. The coil end 31a protrudes axially on both sides with respect to the rotor core 24.

(rotor)

The rotor 20 has: a shaft (motor shaft) 21, a rotor core 24, a rotor magnet (permanent magnet) 25, a pair of plate-like end plates 26, a nut 29, and a washer (cover) 28.

(axle)

The shaft 21 extends centering on a motor axis J2 extending in the horizontal direction and in the width direction of the vehicle (the direction perpendicular to the traveling direction of the vehicle). The shaft 21 has a 1 st shaft part 21A and a 2 nd shaft part 21B coaxially coupled to each other.

The shaft 21 is a hollow shaft provided therein with a hollow portion 22 having an inner peripheral surface extending along the motor axis J2. The hollow portion 22 includes: a 1 st hollow portion 22A located inside the 1 st shaft portion 21A; and a 2 nd hollow portion 22B located inside the 2 nd shaft portion 21B. The 1 st hollow part 22A and the 2 nd hollow part 22B are arranged in the axial direction and communicate with each other.

The 1 st shaft portion 21A is disposed in the motor chamber 81 of the housing space 80. The 1 st shaft portion 21A is located radially inward of the stator 30 and penetrates the rotor core 24 along the motor axis J2. The 1 st shaft portion 21A has: the 1 st end portion 21e on the output side (i.e., the reduction gear 4 side); and a 2 nd end portion 21f on the opposite side thereof.

The 1 st shaft portion 21A is rotatably supported by a pair of 1 st bearings 89. The pair of 1 st bearings 89 support the 1 st end portion 21e and the 2 nd end portion 21f of the 1 st shaft portion 21A. One of the pair of 1 st bearings 89 is held by the closing portion 63. The other of the pair of first bearings 89 is held on the surface of the partition wall 61c facing the motor chamber 81.

Fig. 5 is a sectional view of the rotor 20. In fig. 5, the 2 nd shaft portion 21B is illustrated by a phantom line.

The 1 st shaft portion 21A is provided with a pair of communication holes 23. The communication hole 23 extends in the radial direction to communicate the outside of the shaft 21 with the hollow 22. That is, the shaft 21 is provided with a pair of communication holes 23. The pair of communication holes 23 are aligned in the axial direction. In the present specification, a hole extending from the outer peripheral surface of the shaft 21 to the outer peripheral surface through the hollow portion is referred to as a single communication hole 23.

A flange portion (cap portion) 21c and a screw portion 21d are provided on the outer peripheral surface of the 1 st shaft portion 21A in an axial direction. That is, a flange portion 21c and a screw portion 21d are provided on the outer peripheral surface of the shaft 21. The rotor core 24 is located between the flange portion 21c and the threaded portion 21d in the axial direction. A nut 29 is fastened to the screw portion 21d.

As shown in fig. 4, the 2 nd shaft portion 21B is positioned coaxially with the 1 st shaft portion 21A. The 2 nd shaft portion 21b has a 3 rd end portion 21g on the 1 st shaft portion 21A side and a 4 th end portion 21h on the opposite side. The 2 nd shaft portion 21B is connected to the 1 st end portion 21e of the 1 st shaft portion 21A at the 3 rd end portion 21 g.

The 2 nd shaft portion 21B is disposed in the gear chamber 82 of the housing space 80. The 3 rd end 21g of the 2 nd shaft portion 21B protrudes toward the motor chamber 81 side through the insertion hole 61f provided in the partition wall 61c and is connected to the 1 st shaft portion 21A. A 1 st gear 41 is provided on the outer peripheral surface of the 2 nd shaft portion 21B. The 1 st gear 41 is part of the reduction gear 4. The 1 st gear 41 meshes with the 2 nd gear 42, and transmits the output of the shaft 21 to the 2 nd gear.

The 2 nd shaft portion 21B is rotatably supported by a pair of 2 nd bearings 88. One of the pair of 2 nd bearings 88 is held on the surface of the partition wall 61c facing the gear chamber 82 side. The other of the pair of 2 nd bearings 88 is held by the gear housing 62.

The hollow portion 22 is open in the axial direction at the 2 nd end 21f of the 1 st shaft portion 21A and the 4 th end 21h of the 2 nd shaft portion 21B. The oil O is supplied to the hollow portion 22 from the opening of the 4 th end portion 21h. The oil O supplied to the hollow portion 22 flows from the 4 th end portion 21h side toward the 2 nd end portion 21f side. The oil O supplied to the hollow portion 22 flows out of the shaft 21 through the communication hole 23.

In the following description, the 4 th end 21h side may be referred to as the upstream side in the flow direction of the hollow portion 22, and the 2 nd end 21f side may be referred to as the downstream side in the flow direction of the hollow portion 22.

As shown in fig. 5, the 1 st hollow portion 22A has a 1 st region 22p, a 2 nd region (small-diameter hollow portion) 22q, and a 3 rd region (large-diameter hollow portion) 22r, which have different diameters, on the inner peripheral surface. The diameters of the inner peripheral surfaces of the 1 st region 22p, the 2 nd region 22q, and the 3 rd region 22r increase in this order. That is, the inner diameter of the 2 nd region 22q is larger than the 1 st region 22p, and the inner diameter of the 3 rd region 22r is larger than the 1 st region 22p and the 3 rd region 22r. The 1 st region 22p, the 2 nd region 22q, and the 3 rd region 22r are arranged in this order from the downstream side toward the upstream side in the flow direction. The 1 st region 22p is located on the 2 nd end 21f side. The 2 nd region 22q is located between the 1 st region 22p and the 3 rd region 22r in the axial direction. The 3 rd region 22r is located on the 1 st end 21e side. That is, the 3 rd region 22r is located closer to the 2 nd shaft 21B than the 2 nd region 22 q.

One communication hole 23 on the upstream side in the flow direction of the pair of communication holes 23 is open in the 3 rd region 22r. In addition, the other communication hole 23 on the downstream side in the flow direction of the pair of communication holes 23 is opened in the 2 nd region 22 q.

The inner peripheral surface of the 1 st hollow portion 22A has a 1 st stepped surface 22s located between the 1 st region 22p and the 2 nd region 22q, and a 2 nd stepped surface (stepped surface) 22t located between the 2 nd region 22q and the 3 rd region 22r. The 1 st step surface 22s and the 2 nd step surface 22t face the 2 nd shaft portion 21B side. Further, the 1 st step surface 22s and the 2 nd step surface 22t are inclined toward the upstream side in the flow direction as going toward the radially outer side.

The 3 rd end 21g of the 2 nd shaft portion 21B is inserted into the 3 rd region 22r of the 1 st shaft portion 21A. The 3 rd region 22r is provided with an internal spline 22e. On the other hand, an outer spline 22g is provided on the outer peripheral surface of the 3 rd end portion 21g of the 2 nd shaft portion 21B. The internal spline 22e and the external spline 22g are fitted to each other. Thereby, the 1 st shaft part 21A and the 2 nd shaft part 21B are connected.

A gap is provided between the 2 nd step surface 22t and an end surface of the 2 nd shaft portion 21B facing the 1 st shaft portion 21A (i.e., an end surface of the 3 rd end portion 21 g). The gap between the end surface of the 3 rd end portion 21g and the 2 nd step surface 22t forms a concave groove 22u in the inner peripheral surface of the hollow portion 22. That is, a recessed groove 22u extending in the circumferential direction is provided on the inner peripheral surface of the hollow portion 22, and the recessed groove 22u is constituted by the end surface of the 3 rd end portion 21g of the 2 nd shaft portion 21B, the inner peripheral surface of the 3 rd region 22r, and the 2 nd step surface 22t.

One communication hole 23 of the pair of communication holes 23 located on the upstream side in the flow direction of the oil O is opened to the hollow portion 22 in the recessed groove 22u. The oil O supplied into the hollow portion 22 is given a centrifugal force as the shaft 21 rotates. Since the concave groove 22u is provided on the inner peripheral surface of the hollow portion 22, the oil O is accumulated in the concave groove 22u in accordance with the centrifugal force. According to the present embodiment, since the communication hole 23 is open to the recessed groove 22u, the oil O accumulated in the recessed groove 22u can be effectively guided to the communication hole 23.

According to the present embodiment, the gap at the connection portion between the 1 st shaft portion 21A and the 2 nd shaft portion 21B can be used as the concave groove 22u to store the oil O. Therefore, it is not necessary to perform special processing for providing the groove 22u for accumulating the oil O.

When a plurality of communication holes 23 are provided in the axial direction, the oil O tends to flow to the communication hole 23 located on the downstream side in the flow direction of the oil O, and the oil O flowing into the communication hole 23 on the upstream side in the flow direction of the oil O may be insufficient. According to the present embodiment, the communication hole 23 located on the upstream side in the flow direction is opened in the recessed groove 22u, and therefore the oil O can be sufficiently flowed into the communication hole 23 located on the upstream side in the flow direction.

According to the present embodiment, the diameter of the hollow portion 22 gradually decreases from the upstream side toward the downstream side in the flow direction. This facilitates spreading of the oil O from the upstream side to the downstream side of the hollow portion 22. One of the pair of communication holes 23 on the upstream side opens in the 3 rd region 22r, and the other on the downstream side opens in the 2 nd region 22 q. That is, the opening of the communication hole 23 on the downstream side is provided in a region where the diameter of the hollow portion 22 is smaller than the opening of the communication hole 23 on the upstream side. Therefore, the oil O can be sufficiently flowed into the communication hole 23 located on the downstream side.

A part of the internal spline 22e is located in the gap between the end surface of the 3 rd end portion 21g and the 2 nd step surface 22t. Therefore, the inner peripheral surface of the hollow portion 22 is provided with protrusions and recesses that originate from the internal spline 22e and are arranged in the circumferential direction. In the case where the cross-sectional shape of the hollow portion is a circle centered on the motor axis, there is a concern that the oil O in the hollow portion idles against the shaft even when the shaft rotates, and a centrifugal force cannot be applied to the oil O. On the other hand, by providing the hollow portion 22 with the convex portions and the concave portions arranged in the circumferential direction, the oil O can be rotated with the rotation of the shaft 21, and a centrifugal force can be applied to the oil O in the hollow portion 22. This allows oil O to be smoothly guided to communication hole 23.

According to the present embodiment, splines (an external spline 22g and an internal spline 22 e) that are spline-fitted to each other are provided on the outer peripheral surface of the 2 nd shaft portion 21B and the inner peripheral surface of the 3 rd region 22r. In addition, a part of the spline (internal spline 22 e) of the 3 rd region 22r is located within the groove 22u. Therefore, a centrifugal force can be applied to the oil O in the hollow portion 22 by the internal spline 22e for fitting. That is, it is not necessary to provide the inner peripheral surface of the hollow portion 22 with the concave-convex shape by machining in order to apply the centrifugal force to the oil O.

(rotor core)

The rotor core 24 is formed by laminating silicon steel plates. The rotor core 24 is a cylindrical body extending in the axial direction. The rotor core 24 has a pair of axial end faces 24a facing opposite sides in the axial direction and an outer peripheral face 24b facing radially outward.

The rotor core 24 is sandwiched between the nut 29 and the flange 21c together with the pair of end plates 26. A washer 28 is sandwiched between the nut 29 and the end plate 26.

The rotor core 24 is provided with a single fitting hole 24c, a plurality of magnet holding holes 24d, and a plurality of core through holes 24e, which are located at the center as viewed in the axial direction and penetrate in the axial direction. The fitting hole 24c, the magnet holding hole 24d, and the core through hole 24e are open at a pair of axial end faces 24 a.

The fitting hole 24c is circular with the motor axis J2 as the center. The shaft 21 is inserted into the fitting hole 24c and fitted. Therefore, the rotor core 24 surrounds the shaft 21 from the radially outer side. The fitting of the shaft 21 to the fitting hole 24c is gap fitting. Therefore, deformation of the rotor core 24 due to fitting of the shaft 21 can be suppressed. A projection (not shown) projecting radially inward is provided on the inner peripheral surface of the fitting hole 24 c. The projection is fitted into a key groove (not shown) provided on the outer peripheral surface of the shaft 21. This can suppress the relative rotation between the rotor core 24 and the shaft 21.

The plurality of core through holes 24e are arranged in a circumferential direction. The core through hole 24e is located radially inward of the magnet holding hole 24d. The core through hole 24e functions to flow the oil O between the pair of axial end faces 24 a.

The plurality of magnet holding holes 24d are arranged in a circumferential direction. The rotor magnet 25 is inserted into the magnet holding hole 24d. The magnet holding hole 24d holds the rotor magnet 25. That is, the rotor 20 of the present embodiment is an embedded magnet (IPM) in which the rotor magnet 25 is embedded in the rotor core 24.

The rotor magnet 25 is a permanent magnet. The plurality of rotor magnets 25 are inserted into the plurality of magnet holding holes 24d arranged in the circumferential direction, respectively, and fixed to the rotor core 24. The plurality of rotor magnets 25 are arranged along the circumferential direction.

(end plate)

Fig. 6 is a top view of the end plate 26. Fig. 7 is a sectional view of the end plate 26 taken along line VII-VII of fig. 6. In fig. 6 and 7, other components of the motor unit 1 are shown by imaginary lines.

As shown in fig. 6, the end plate 26 is circular in plan. The end plate 26 is a metal plate. The end plate 26 is provided with a circular center hole 26i penetrating in the axial direction. A key 26q is provided on the inner peripheral surface of the center hole 26i. The key 26q is fitted into a key groove 21k provided in the shaft 21. The end plate 26 and the shaft 21 are prevented from rotating relative to each other by fitting the key 26q into the key groove 21k.

As shown in fig. 5, the end plate 26 has a 1 st face 26a and a 2 nd face 26b. The 1 st surface 26a faces the axial end surface 24a of the rotor core 24. The 2 nd surface 26b faces the opposite side of the 1 st surface 26a.

A pair of end plates 26 are located on both axial sides of the rotor core 24, respectively. The pair of end plates 26 are in contact with the pair of axial end faces 24a of the rotor core 24, respectively. One of the pair of end plates 26 (the 1 st end plate 26A) is positioned between one axial end surface 24a of the rotor core 24 and the flange portion 21 c. The other of the pair of end plates 26 (the 2 nd end plate 26B) is positioned between the other axial end surface 24a of the rotor core 24 and the washer 28. The end plate 26 is in contact with the axial end face 24a on the 1 st face 26a. The end plate 26 is in contact with the flange 21c or the washer 28 on the 2 nd surface 26b.

According to the present embodiment, the rotor core 24 and the pair of end plates 26 are sandwiched between the flange portion 21c and the nut 29. Thereby, the pair of end plates 26 are pressed against the axial end faces 24a of the rotor core 24 from both axial sides. A friction force is generated at a contact portion between the 1 st surface 26a of the end plate 26 and the axial end surface 24a of the rotor core 24, and thereby relative rotation between the rotor core 24 and the shaft 21 can be suppressed.

When the rotor core and the shaft are fixed by press-fitting, the rotor core is deformed, and a magnetic path passing through the rotor core is changed, thereby increasing the iron loss. In particular, in the motor for driving a vehicle as in the present embodiment, since the driving force is large, it is necessary to secure a large interference for press-fitting, and the iron loss of the rotor core is likely to increase. According to the present embodiment, the rotor core 24 is fixed to the shaft 21 via the end plate 26. Therefore, the fitting hole 24c of the rotor core 24 can be fitted to the shaft 21 with a clearance, and deformation of the rotor core 24 can be suppressed, thereby providing the motor 2 with high efficiency.

As shown in fig. 7, the 1 st surface 26a is provided with a recess 26f and an inclined surface 26e surrounding the recess 26f from the radial outside. The recess 26f is circular in plan view with the motor axis J2 as the center. The recess 26f has a recess bottom surface 26g and a recess inner peripheral surface 26h. The recess bottom surface 26g is a plane perpendicular to the motor axis J2. The recess inner peripheral surface 26h is located between the recess bottom surface 26g and the inclined surface 26e. The recess inner circumferential surface 26h is inclined in a direction to make the recess 26f shallower as it goes from the radially inner side to the radially outer side. A gap is provided between the recess 26f and the axial end face 24a of the rotor core 24. The oil O is accumulated in the gap, and the axial end face 24a of the rotor core 24 is cooled.

The inclined surface 26e is provided on the 1 st surface 26a the region located on the most radially outer side, extending in the circumferential direction. The inclined surface 26e is inclined toward the rotor core 24 side at an inclination angle θ as going radially outward. Here, the inclination angle θ is an angle formed by a plane perpendicular to the motor axis J2 and the inclined surface 26e.

The end plate 26 is in contact with the axial end face 24a of the rotor core 24 on the inclined face 26e of the 1 st face 26a. Since the inclined surface 26e is inclined toward the rotor core 24 side as it goes radially outward, the inclined surface 26e contacts the axial end surface 24a in the radially outermost region. This makes it possible to generate a frictional force, which is generated by the contact between the inclined surface 26e and the axial end surface 24a, as much as possible on the radially outer side. Further, the stress perpendicular to the inclined surface 26e and the axial end surface 24a can be increased toward the radially outer side. This makes it possible to increase the limit value of the static friction force toward the radially outer side. The holding torque that suppresses the relative rotation of the end plate 26 and the rotor core 24 is proportional to the distance from the rotation axis and the frictional force. Therefore, according to the present embodiment, the holding torque for suppressing the relative rotation between the end plate 26 and the rotor core 24 can be increased, and the rotor core 24 can be firmly held by the end plate 26. In order to achieve such an effect, the inclination angle θ of the inclined surface 26e is preferably 0.1 ° to 5 °.

The end plate 26 of the present embodiment is in contact with the axial end face 24a of the rotor core 24 on the inclined surface 26e. Therefore, the contact position of the end plate 26 and the rotor core 24 can be stabilized. Therefore, the variation in the transmission torque between the end plate 26 and the rotor core 24 can be suppressed, and the rotor core 24 can be reliably fixed to the shaft 21.

Further, according to the present embodiment, the end plate 26 is provided with the inclined surface 26e, so that even if there is a variation in the flatness of the contact portion between the end plate 26 and the axial end surface 24a of the rotor core 24, reliable contact is possible. As described in the following paragraphs, an oil flow path 26t (see fig. 5) is provided radially inward of the inclined surface 26e. Generally, when oil enters between the rotor core and the stator, the rotational efficiency of the rotor core is reduced. The inclined surface 26e contacts the axial end surface 24a of the rotor core 24, whereby the oil O in the oil flow path 26t can be prevented from entering the gap between the outer peripheral surface 24b of the rotor core 24 and the stator 30 from between the end plate 26 and the rotor core 24.

The inclined surface 26e may have an inclination angle that changes toward the radially outer side. The inclined surface 26e may be a curved surface whose inclination angle changes toward the radially outer side.

As shown in fig. 5, the inclined surface 26e seals the opening of the magnet holding hole 24d of the rotor core 24. This can prevent the rotor magnet 25 held in the magnet holding hole 24d from being ejected from the opening of the magnet holding hole 24d. This can prevent a part of the rotor magnet 25 from entering the drive portion in the housing recess.

As shown in fig. 7, the 2 nd surface 26b is provided with a flat surface portion 26c and a chamfered portion 26d located at an outer edge of the flat surface portion 26 c. The planar portion 26c is perpendicular to the motor axis J2. The chamfered portion 26d is inclined toward the 1 st surface 26a as it goes radially outward.

As shown in fig. 5, the end plate 26 is provided with two sets of plate through holes 26p, the 1 st recessed groove (1 st recessed portion) 26j, and the 2 nd recessed groove (2 nd recessed portion) 26k. Hereinafter, one of the two sets of the plate through holes 26p, the 1 st recessed groove 26j, and the 2 nd recessed groove 26k will be described, and the other set has the same configuration.

The plate through hole 26p extends in the axial direction. The 1 st groove 26j is located on the 1 st face 26a. The 1 st recessed groove 26j extends radially inward from the opening of the plate through hole 26 p. The 1 st recessed groove 26j is open radially inward on the inner peripheral surface of the center hole 26i. The 2 nd groove 26k is located at the 2 nd face 26b. The 2 nd recessed groove 26k extends radially outward from the opening of the plate through hole 26 p. The 2 nd groove 26k is open radially outward at the chamfered portion 26d.

The opening of the 1 st groove 26j of the end plate 26 in the axial direction is covered with the axial end face 24a of the rotor core 24. Further, the radial opening of the 1 st groove 26j is connected to the communication hole 23 of the shaft 21.

The oil O supplied to the inside of the hollow portion 22 of the shaft 21 flows radially outward via the communication hole 23. Further, the oil O flows into the 1 st groove 26j from the opening on the radial outer side of the communication hole 23. The oil O flows to the 1 st surface 26a and the 2 nd surface 26b side through the plate through holes 26p, and is discharged to the outside of the rotor 20 through the 2 nd recessed groove 26k. As shown in fig. 4, a coil end 31a of the stator 30 is provided radially outside the end plate 26. The oil O released to the outside of the rotor 20 is supplied to the coil end 31a to cool the coil end 31a.

The 1 st groove 26j, the plate through hole 26p, and the 2 nd groove 26k of the end plate 26 function as an oil flow path 26t. That is, the oil passage 26t is constituted by the 1 st groove 26j, the plate through hole 26p, and the 2 nd groove 26k. The pair of end plates 26 are provided with oil flow passages 26t that communicate with the communication holes 23 and extend in the radial direction to open.

According to the end plate 26 of the present embodiment, the plate through hole 26p, the 1 st groove 26j, and the 2 nd groove 26k constitute the oil flow passage 26t. Therefore, according to the present embodiment, the oil flow path 26t can be formed by an inexpensive member (end plate 26) manufactured by die molding.

The 1 st recess 26j of the pair of end plates 26 communicates with the core through hole 24e. That is, the core through-hole 24e connects the 1 st recess 26j of each of the pair of end plates 26 to each other. In other words, the core through hole 24e connects the oil flow passages 26t of the pair of end plates 26 to each other. At least a part of the opening of the core through hole is located radially outward of the plate through hole 26 p.

According to the present embodiment, since the core through-hole 24e connects the 1 st recessed grooves 26j of the pair of end plates 26, part of the oil O passing through the 1 st recessed grooves 26j can be made to flow to the core through-hole 24e. Thereby, the rotor core 24 can be cooled from inside by the oil O passing through the core through hole 24e. Further, the rotor magnet 25 held by the rotor core 24 can be cooled through the rotor core 24.

According to the present embodiment, the opening of the core through hole 24e is located radially outward of the plate through holes 26p of the pair of end plates 26. Thus, oil O can be stored inside the core through hole 24e by the centrifugal force of the rotor 20, and oil O can be supplied from the core through hole 24e to the 1 st concave groove 26j of the end plate 26 on both sides. Further, when the oil O is insufficient in the 1 st groove 26j on one side of the pair of end plates 26, the oil O can be supplied from the other side through the core through hole 24e. Therefore, substantially the same amount of oil O can be discharged from each end plate 26 to the coil end 31a, and the coil 31 can be stably cooled.

As shown in fig. 5, one of the pair of end plates 26, which is sandwiched between the flange portion 21c and the rotor core 24, is defined as a 1 st end plate 26A, and the other of the pair of end plates 26, which is sandwiched between the nut 29 and the rotor core 24, is defined as a 2 nd end plate 26B.

In the 1 st end plate 26A, a portion of the radially inner side of the plate through hole 26p is covered with the flange portion 21 c. In addition, in the 1 st end plate 26A, the opening of the 2 nd groove 26k in the axial direction faces the axial direction outer side as a whole. In other words, in the 1 st end plate 26A, the opening of the 2 nd recessed groove 26k in the axial direction is entirely exposed as viewed in the axial direction. That is, the 2 nd groove 26k of the 1 st end plate 26A communicates with the outside in the opening in the axial direction. In the 1 st end plate 26A, in the 2 nd concave groove 26k, a part of the plate through hole 26p and the entire opening in the axial direction function as the 1 st open part 26s released from the gasket 28. In the 1 st end plate 26A, the oil O passing through the plate through-hole 26p is discharged from the 1 st opening portion 26s.

A washer 28 is interposed between the 2 nd end plate 26B and the nut 29. In the 2 nd end plate 26B, the plate through hole 26p and a part of the 2 nd recessed groove 26k on the inside in the radial direction of the opening in the axial direction are covered with the gasket 28. The portion of the 2 nd groove 26k that is covered with the gasket 28 in the opening in the axial direction is referred to as a coating portion, and the portion that is not covered with the gasket 28 is referred to as an opening portion. That is, in the 2 nd end plate 26B, the opening of the 2 nd groove 26k in the axial direction has a clad portion covered with the gasket 28 and a 2 nd open portion 26r not covered with the gasket. The 2 nd groove 26k of the 2 nd end plate 26B faces axially outward at the 2 nd open portion 26r located at the end portion radially outward of the 2 nd groove 26k. In other words, the 2 nd groove 26k of the 2 nd end plate 26B is exposed at the 2 nd open portion 26r as viewed in the axial direction. That is, the 2 nd groove 26k of the 2 nd end plate 26B communicates with the outside at the 2 nd opening part 26r. The 2 nd opening portion 26r is located at the end portion of the 2 nd groove 26k on the radially outer side. In the 2 nd end plate 26B, the oil O passing through the plate through hole 26p is discharged from the 2 nd opening part 26r.

According to the 1 st end plate 26A and the 2 nd end plate 26B of the present embodiment, the 2 nd recessed groove 26k is provided in the 2 nd surface 26B, so that the oil O flowing toward the 2 nd surface 26B side through the plate through hole 26p can be moved radially outward along the 2 nd recessed groove 26k. Therefore, the oil O can be stably flowed to the 2 nd opening part 26r, and the oil O can be stably supplied to the coil end 31a of the stator 30.

According to the present embodiment, the flange portion 21c and the gasket 28 function as a lid portion covering the opening in the axial direction with respect to the 2 nd recessed groove 26k of the 1 st end plate 26A and the 2 nd end plate 26B, respectively. That is, the rotor 20 has a pair of lid portions (flange portion 21c and washer 28) positioned at axial end portions of the rotor core 24 with the end plate 26 interposed therebetween. The cap portion (the flange portion 21c and the gasket 28) covers the opening of the plate through hole 26p in the axial direction from the outside, and guides the oil O flowing from the plate through hole 26p to the 2 nd surface 26b side to flow along the 2 nd recessed groove 26k. According to the present embodiment, the lid (the flange 21c and the washer 28) controls the operation of the oil O, thereby preventing the oil O from entering between the rotor core 24 and the stator 30.

According to the 2 nd end plate 26B of the present embodiment, the opening of the 2 nd recessed groove 26k in the axial direction is partially covered with the washer 28, and faces the axial outer side in the 2 nd open portion 26r. That is, in the region up to the 2 nd opening part 26r of the 2 nd groove 26k, the oil O does not overflow in the axial direction, and the oil O can be reliably moved to the 2 nd opening part 26r. This enables the oil O to be stably discharged from the 2 nd opening portion 26r, and the oil O can be stably supplied to the coil end 31a.

According to the present embodiment, the 2 nd recessed groove 26k faces axially outward at the 2 nd open portion 26r located at the radial end portion. Therefore, the oil O passing through the 2 nd groove 26k can be scattered in the axial direction from the 2 nd opening part 26r. This makes it possible to scatter the oil O toward the coil end 31a protruding in the axial direction from the end of the rotor core 24, and to efficiently cool the coil 31 of the coil end 31a.

In the 1 st end plate 26A of the present embodiment, the 1 st opening portion 26s is provided in a part of the plate through hole 26p and the entire opening in the axial direction. However, as shown by the imaginary line in fig. 5, the flange portion 21c may cover a part of the opening of the 2 nd recessed groove 26k in the axial direction. In this case, the 1 st open part 26s of the 1 st end plate 26A is located at the radially outer end portion as in the 2 nd open part 26r of the 2 nd end plate 26B, and the same effect as in the 2 nd open part 26r can be obtained.

In the present embodiment, the end plate 26 is provided with the 1 st recessed groove 26j and the 2 nd recessed groove 26k in a groove shape. However, even the non-groove-shaped concave portion can provide the above-described certain effects. In addition, by providing the 1 st and 2

nd grooves

26j and 26k extending in the radial direction, the oil O can be smoothly guided in the radial direction.

(modification 1 of end plate)

Fig. 8 is a sectional view of an end plate 126 of modification 1 that can be employed in the present embodiment. The same reference numerals are used to describe the same constituent elements as those of the above embodiment.

The end plate 126 of modification 1 has a 1 st surface 126a facing the rotor core 24 and a 2 nd surface 126b facing the opposite side of the 1 st surface 126a, as in the above-described embodiment. The end plate 126 is provided with a pair of plate through holes 126p, a pair of 1 st recesses 126j, and a pair of 2 nd recesses 126k. The plate through hole 126p extends in the axial direction. The 1 st groove 126j is located on the 1 st face 126a. The 1 st recessed groove 126j extends radially inward from the plate through hole 126 p. The 2 nd groove 126k is located at the 2 nd face 126b. The 2 nd groove 126k extends radially outward from the plate through hole 126 p. The opening of the 2 nd groove 126k in the axial direction is partially covered with the lid 128, and faces the outside in the axial direction at the open portion 126 r. Here, the lid portion 128 is the gasket 28 or the flange portion 21c (see fig. 5).

In the present modification, a sloped surface 126u is provided at the bottom of the 2 nd groove 126k so that the depth of the 2 nd groove 126k becomes shallower toward the radial outside. The inclined surface 126u overlaps the open portion 126r when viewed in the axial direction. According to the present modification, the inclined surface 126u is provided in the 2 nd groove 126k, whereby the axial component can be given to the flow of the oil O. The oil O can be scattered in the axial direction and effectively scattered toward the coil end 31a protruding in the axial direction from the end of the rotor core 24.

(modification 2 of end plate)

Fig. 9 is a plan view of an end plate 226 according to modification 2 that can be employed in the present embodiment. The same reference numerals are used to describe the same components as those of the above embodiment.

The end plate 226 of the 2 nd modification has a 1 st surface 226a and a 2 nd surface 226b facing the opposite side of the 1 st surface 226a, as in the above embodiment. The end plate 226 has a pair of plate through holes 226p, a pair of 1 st recessed grooves 226j, and a pair of 2 nd recessed grooves 226k. The plate through hole 226p extends in the axial direction. The 1 st groove 226j is located on the 1 st face 226a. The 1 st recessed groove 226j extends radially inward from the plate through hole 226 p. The 2 nd groove 226k is located at the 2 nd face 226b. The 2 nd recessed groove 226k extends radially outward from the plate through hole 226 p. The axial opening of the 2 nd groove 226k is partially covered with the lid 228, and faces axially outward in the open portion 226 r. Here, the lid portion 228 is the washer 28 or the flange portion 21c (see fig. 5).

The 2 nd groove 226k is a groove extending in the radial direction. In addition, the direction of extension of the 2 nd groove 226k is inclined with respect to the radial direction as viewed in the axial direction. In addition, the 2 nd groove 226k is curved so that an angle inclined with respect to the radial direction increases toward the radial outside. According to the present modification, since the 2 nd groove 226k is inclined with respect to the radial direction, a centrifugal force can be applied to the oil O passing through the 2 nd groove 226k from the wall surface of the inclined 2 nd groove 226k. This can increase the speed of the oil O flying from the opening 226r, and even when the distance to the coil end 31a is long, the oil O can be reliably brought into contact with the coil end 31a.

The pair of 2 nd recessed grooves 226k of the present modification are different in shape from each other when viewed in the axial direction. One 2 nd groove 226kA of the pair of 2 nd grooves 226k is curved little with respect to the other 2 nd groove 226kB as viewed in the axial direction, and the inclination angle with respect to the radial direction is small. That is, according to the present embodiment, the plurality of 2 nd recessed grooves 226kA and 226kB have different angles of the direction in which the grooves extend with respect to the radial direction when viewed in the axial direction. Therefore, the pair of 2 nd concave grooves 226kA and 226kB give centrifugal forces to the oil O different in magnitude from each other. The oil O scattered from one 2 nd groove 226kA is scattered to a further range at a higher speed than the oil O scattered from the other 2 nd groove 226 kB. That is, according to the present modification, in the plurality of 2 nd recessed grooves 226kA, 226kB, the oil O can be scattered to different regions from each other, and the oil O can be brought into contact with a wide range of the coil end 31a.

< oil passage >

As shown in fig. 1, the oil passage 90 is located in the housing space 80, which is the inside of the casing 6. The oil passage 90 is configured to cross the motor chamber 81 and the gear chamber 82 of the housing space 80. The oil passage 90 is a path of oil O that reintroduces the oil O from the oil reservoir P (i.e., a region below the housing space 80) to the oil reservoir P via the motor 2. The oil passage 90 has a 1 st oil passage (oil passage) 91 passing through the inside of the motor 2 and a 2 nd oil passage (oil passage) 92 passing through the outside of the motor 2. The oil O cools the motor 2 from the inside and the outside in the 1 st oil passage 91 and the 2 nd oil passage 92. The oil passage 90 constitutes an oil cooling mechanism.

The 1 st oil passage 91 and the 2 nd oil passage 92 are both paths that supply oil O from the oil reservoir P to the motor 2 and recover the oil O to the oil reservoir P again. In the 1 st oil passage 91 and the 2 nd oil passage 92, the oil O drips from the motor 2 and accumulates in a region below the motor chamber. The oil O stored in the area below the motor chamber 81 moves to the area below the gear chamber 82 (i.e., the oil reservoir P) through the partition wall opening 68.

A cooler 97 for cooling the oil O is provided in the path of the 1 st oil passage 91. The oil O that has passed through the 1 st oil passage 91 and cooled by the cooler 97 merges with the oil O that has passed through the 2 nd oil passage 92 in the oil reservoir P. In oil reservoir P, oil O passing through 1

st oil passage

91 and 2 nd oil passage 92 are mixed with each other to perform heat exchange. Therefore, the cooling effect of cooler 97 disposed in the path of 1 st oil passage 91 can also be affected by oil O passing through 2 nd oil passage 92. According to the present embodiment, one cooler 97 provided in one of 1

st oil passage

91 and 2 nd oil passage 92 is used to cool oil O in both oil passages.

Generally, the cooler is disposed in a flow path through which a liquid stably flows. In order to cool the two oil passages, a configuration may be considered in which coolers are disposed in the flow passages included in the two oil passages, respectively. In this case, two coolers need to be used, which increases the cost. In order to cool the two oil passages, a flow passage may be provided in a region where the two oil passages merge, and a cooler may be provided in the flow passage. In this case, since it is necessary to provide a flow path in an alternating current region, the structure of the flow path in the oil path needs to be complicated, and as a result, the cost increases.

According to the present embodiment, the cooler is provided only in the 1 st oil passage 91, and the oil O passing through the 1 st oil passage 91 and the 2 nd oil passage 92 is mixed in the oil reservoir P, whereby the 2 nd oil passage 92 can be indirectly cooled. Thus, oil O in 1

st oil passage

91 and 2 nd oil passage 92 can be cooled by one cooler 97 without complicating the structure of the flow passage in oil passage 90.

This effect is also obtained when cooler 97 for cooling oil O is provided in either one of 1

st oil passage

91 and 2 nd oil passage 92, and oil O flowing through 1

st oil passage

91 and 2 nd oil passage 92 merges in oil reservoir P.

The heat of the oil O is mainly dissipated through the cooler 97. In addition, since the oil O is in contact with the inner surface of the casing 6, a part of the heat of the oil O is also radiated through the casing 6. As shown in fig. 1, a heat sink 6b having a concave-convex shape may be provided on the outer surface of the case 6. The radiator portion 6b promotes cooling of the motor 2 via the housing 6.

(1 st oil path)

In the 1 st oil passage 91, the oil O is lifted from the oil reservoir P by the differential device 5 and introduced into the rotor 20. The oil O is given a centrifugal force in the rotor 20 accompanying the rotation of the rotor 20. Thereby, the oil O is uniformly diffused toward the stator 30 surrounding the rotor 20 from the radial outside, and cools the stator 30.

The 1 st oil passage 91 has: a lift path 91a, a shaft supply path (oil flow path) 91b, an in-shaft path 91c, and an in-rotor path 91d. Further, a 1 st reservoir 93 is provided in a path of the 1 st oil passage 91. The 1 st reservoir 93 is provided in the housing space 80 (particularly, the gear chamber 82).

The lift path 91a is a path that lifts the oil O from the oil reservoir P by the rotation of the ring gear 51 of the differential device 5 and receives the oil O from the 1 st accumulator 93 (see fig. 3).

As shown in fig. 3, the 1 st reservoir 93 is located vertically above the motor axis J2, the intermediate axis J4, and the differential axis J5. The 1 st reservoir 93 is located between the intermediate axis J4 and the differential axis J5 in the vehicle front-rear direction (horizontal direction, X-axis direction). The 1 st reservoir 93 is located between the motor axis J2 and the differential axis J5 in the vehicle front-rear direction (horizontal direction, X-axis direction). The 1 st reservoir 93 is disposed on a side portion of the 1 st gear 41. The 1 st reservoir 93 opens to the upper side.

In the present specification, the "reservoir" refers to a structure having a function of accumulating oil in a state where a stable liquid flow is not directed in one direction. The "reservoir" is different from the "flow path" in that there is no steady flow of liquid. The housing space 80 of the motor unit 1 of the present embodiment is provided with a 1 st accumulator 93, a 2 nd accumulator 98, and a sub-accumulator 95.

In the present embodiment, the differential axis J5, which is the rotation center of the ring gear 51, is disposed on the vehicle rear side with respect to the reduction gear 4. The differential device 5 rotates upward in a region on the opposite side to the reduction gear device 4 when the vehicle advances. The oil O lifted by the ring gear 51 of the differential gear 5 falls around the side opposite to the reduction gear 4 to the upper side of the 1 st reservoir 93, and is stored in the 1 st reservoir 93. That is, the 1 st reservoir 93 receives the oil O lifted by the ring gear 51. Further, when the liquid level of the oil reservoir P is high, such as immediately after the motor 2 is driven, the 2 nd gear 42 and the 3 rd gear 43 come into contact with the oil O in the oil reservoir P to lift the oil O. In this case, the 1 st reservoir 93 receives the oil O lifted up by the 2 nd gear 42 and the 3 rd gear 43 in addition to the oil O lifted up by the ring gear 51.

The housing 6 has a gear chamber top 64 constituting an upper side wall of the gear chamber 82. The gear chamber top 64 is located on the upper side of the reduction gear 4 and the differential gear 5. Here, a virtual line (a 3 rd line segment described in the following paragraphs) L3 connecting the motor axis J2 and the differential axis J5 in a virtual manner is defined as viewed from the axial direction of the motor axis J2. The gear chamber top 64 is substantially parallel to the imaginary line L3. By making the gear chamber top portion 64 substantially parallel to the virtual line L3, a region through which the oil O lifted by the ring gear 51 and scattered in the direction in which the virtual line L3 extends passes can be sufficiently secured, and the oil O can be effectively brought into contact with the 1 st gear 41 that rotates about the motor axis J. Further, by making the gear chamber ceiling portion 64 substantially parallel to the virtual line L3, the housing 6 can be prevented from being enlarged in the vertical direction.

Here, the fact that the gear chamber top 64 is "substantially parallel" to the imaginary line L3 means that the angle formed by the gear chamber top 64 and the imaginary line L3 is within 10 °. When the gear chamber top 64 is curved, the angles formed by the tangents to all the points of the curved line and the virtual line L3 are within 10 °.

In addition, in the range of 10 ° or less, the gear chamber top portion 64 is preferably closer to the virtual line L3 from the differential axis J5 side toward the motor axis J2 side. This enables the housing 6 to be downsized.

The gear chamber top portion 64 is a curved surface that is slightly curved in a direction approaching the imaginary line L3 side from the differential axis J5 side toward the motor axis J2 side. The curved shape of the gear chamber top 64 is a curved surface that is substantially the same as the parabola described by the oil O lifted by the ring gear 51, or slightly separated from the ring gear 51. A part of the oil O lifted by the ring gear 51 directly reaches the 1 st reservoir 93. In addition, another part of the oil O lifted by the ring gear 51 flows along the gear chamber top 64 of the housing 6 to reach the 1 st reservoir 93. That is, the gear chamber top 64 functions to guide the oil O to the 1 st reservoir 93.

The gear chamber top portion 64 has a convex portion 65 that protrudes downward. The projection 65 is located on the upper side of the 1 st reservoir 93. The oil O flowing along the gear chamber top portion 64 is formed into large droplets at the lower end of the convex portion 65, falls downward, and accumulates in the 1 st reservoir 93. That is, the convex portion 65 guides the oil O flowing along the gear chamber top portion 64 to the 1 st reservoir 93.

In the present embodiment, the motor housing 61 and the gear housing 62 are fixed to each other by bolts 67. The boss 65 is provided in the gear chamber top 64 by a thick-walled portion around a screw hole into which the bolt 67 is inserted. In fig. 3, other bolts for fixing the motor housing 61 and the gear housing 62 and other thick portions around the screw holes are not shown.

The gear chamber top 64 has a plate-like brim 66 extending in the axial direction. The eaves 66 protrude downward. The lower end of the brim 66 is located on the upper side of the 1 st reservoir 93. Part of the oil O lifted and scattered by the ring gear 51 comes into contact with the brim 66 and flows along the surface of the brim 66. Similarly, the oil O scattered by the lifting of the 2 nd gear 42 and the 3 rd gear is received by the brim 66 and flows along the surface of the brim 66. The oil O becomes a large droplet at the lower end of the brim 66, falls downward, and accumulates in the 1 st reservoir 93. That is, the eaves 66 guide the lifted oil O to the 1 st reservoir 93.

The eaves 66 inclines from the differential axis J5 side toward the motor axis J2 side as going from the upper side toward the lower side. Since the ring gear 51 has a larger diameter than the 2 nd gear 42 and the 3 rd gear 43, the scattering angle of the scattered oil O is nearly horizontal. By arranging the brim 66 to be inclined in the above-described direction, the oil O scattered from the ring gear 51 can be smoothly attached to the surface of the brim 66 and fall to the lower side.

The 1 st reservoir 93 is located directly above the ring gear 51, the 2 nd gear 42, and the 3 rd gear 43. The opening of the 1 st reservoir 93 overlaps the ring gear 51, the 2 nd gear 42, and the 3 rd gear 43 when viewed in the vertical direction. Most of the oil lifted by the gears is scattered to just above the lifted gears. By disposing the 1 st reservoir 93 directly above the ring gear 51, the 2 nd gear 42, and the 3 rd gear 43, the oil O lifted by the gears can be effectively received.

The 1 st reservoir 93 has a bottom portion 93a, a 1 st side wall portion 93b, and a 2 nd side wall portion 93c. The bottom portion 93a, the 1 st side wall portion 93b, and the 2 nd side wall portion 93c extend in the axial direction between the gear housing portion 62 and the wall surface of the protruding plate portion 61d of the motor housing portion. The 1 st side wall part 93b and the 2 nd side wall part 93c extend upward from the bottom part 93 a. The 1 st side wall portion 93b constitutes a wall surface of the 1 st reservoir 93 on the differential device 5 side. The 2 nd side wall portion 93c constitutes a wall surface of the 1 st reservoir 93 on the reduction gear 4 side. That is, the 1 st side wall portion 93b extends upward from the end portion of the bottom portion 93a on the differential axis J5 side, and the 2 nd side wall portion 93c extends upward from the end portion of the bottom portion 93a on the motor axis J2 side. The 1 st reservoir 93 temporarily stores oil O in a region surrounded by the bottom portion 93a, the 1 st side wall portion 93b, the 2 nd side wall portion 93c, and wall surfaces of the gear housing portion 62 and the protruding plate portion 61d of the motor housing portion.

The height of the upper end of the 1 st side wall portion 93b is lower than the upper end of the 2 nd side wall portion 93c. The oil O is lifted by the differential 5 and splashes from the opposite side of the reduction gear 4 toward the 1 st reservoir 93. By lowering the height of the upper end portion of the 1 st side wall portion 93b, the oil O lifted by the differential device 5 can be efficiently stored in the 1 st reservoir 93. Further, the oil O that exceeds the 1 st side wall portion 93b among the oil O that is lifted and scattered by the ring gear 51 can be brought into contact with the 2 nd side wall portion 93c and guided to the 1 st reservoir 93.

The 2 nd side wall portion 93c extends obliquely upward along the circumferential direction of the 1 st gear 41. That is, the 2 nd side wall portion 93c is inclined toward the motor axis J2 as going upward. Thereby, the 2 nd side wall portion 93c can receive the oil O lifted by the differential unit 5 over a wide range. The 2 nd side wall portion 93c can receive the droplets of the oil O flowing along the top of the housing space 80 over a wide range.

At the boundary between the bottom portion 93a and the 2 nd side wall portion 93c, the shaft supply channel 94 opens into the 1 st reservoir 93. The bottom portion 93a is slightly inclined downward toward the motor axis J2 side in plan view. That is, the bottom portion 93a is slightly inclined so as to be the 2 nd side wall portion 93c side lower end. Therefore, by providing the opening of the shaft supply passage 94 between the bottom portion 93a and the 2 nd side wall portion 93c, the oil O in the 1 st reservoir 93 can be efficiently supplied to the shaft supply passage 94.

The shaft supply path 91b leads the oil O from the 1 st reservoir 93 to the motor 2. The shaft supply path 91b is constituted by a shaft supply flow passage 94. The shaft supply channel 94 extends from the 1 st reservoir 93 toward the end of the shaft 21. The shaft supply passage 94 extends linearly. The shaft supply channel 94 is inclined downward from the 1 st reservoir 93 toward the end of the shaft 21. The shaft supply flow path 94 is formed by machining a hole penetrating the inside and outside of the housing space 80 in the gear housing portion 62. The opening outside the machined hole is sealed by a cap (not shown). The shaft supply flow path 94 guides the oil O accumulated in the 1 st reservoir 93 from the end of the shaft 21 to the hollow portion 22.

As shown in fig. 1, the in-shaft path 91c is a path through which the oil O passes in the hollow portion 22 of the shaft 21. The rotor inner path 91d is a path that passes through the communication hole 23 of the shaft 21 and the inside of the end plate 26 located at the axial end face 24a of the rotor core 24 to be scattered to the stator 30 (see fig. 5). That is, the 1 st oil passage 91 has a path passing through the rotor core 24 from the inside of the shaft 21.

In the in-shaft path 91c, a centrifugal force is applied to the oil O inside the rotor 20 as the rotor 20 rotates. Thereby, the oil O continuously scatters from the end plate 26 to the outside in the radial direction. As the oil O is scattered, a negative pressure is generated in the path inside the rotor 20, and the oil O stored in the 1 st reservoir 93 is sucked into the rotor 20, and the path inside the rotor 20 is filled with the oil O. The oil O may also promote the movement to the inside of the rotor 20 by the capillary force in the 1 st oil path 91. The oil O reaching the stator 30 absorbs heat from the stator 30.

(2 nd oil path)

As shown in fig. 1, in the 2 nd oil passage 92, the oil O is lifted up from the oil reservoir P to the upper side of the motor 2 and supplied to the motor 2. The oil O supplied to the motor 2 absorbs heat from the stator 30 while flowing along the outer peripheral surface of the stator 30, thereby cooling the motor 2. The oil O flowing along the outer peripheral surface of the stator 30 drops downward and accumulates in the lower region of the motor chamber 81. The oil O in the 2 nd oil passage 92 and the oil O in the 1 st oil passage 91 merge in a region below the motor chamber 81. The oil O stored in the area below the motor chamber 81 moves to the area below the gear chamber 82 (i.e., the oil reservoir P) through the partition wall opening 68.

Fig. 10 is a sectional view of the motor unit 1. The cut surface in fig. 10 is shifted in the axial direction in each region.

The 2 nd oil passage 92 has a 1 st flow passage 92a, a 2 nd flow passage 92b, and a 3 rd flow passage 92c. A pump 96, a cooler 97, and a 2 nd accumulator 98 are provided in a path of the 2 nd oil passage 92. In the 2 nd oil passage 92, the oil O passes through the 1 st flow passage 92a, the pump 96, the 2 nd flow passage 92b, the cooler 97, the 3 rd flow passage 92c, and the 2 nd reservoir 98 in this order, and is supplied to the motor 2.

The pump 96 is an electric pump driven by electricity. The pump 96 is attached to a pump attachment recess 6c provided on the outer surface of the housing 6. The pump 96 has a suction port 96a and a pump outlet 96b. The suction port 96a and the pump port 96b are connected via an internal flow path of the pump 96. The suction port 96a is connected to the 1 st flow path 92 a. The pump outlet 96b is connected to the 2 nd flow path 92 b. The pump outlet 96b is located above the suction port 96a. The pump 96 sucks up the oil O from the oil reservoir P through the 1 st flow path 92a, and supplies the oil O to the motor 2 through the 2 nd flow path 92b, the cooler 97, the 3 rd flow path 92c, and the 2 nd reservoir 98.

The amount of oil O supplied to the motor 2 by the pump 96 is appropriately controlled according to the driving state of the motor 2. Therefore, when a long time of driving or a high output is required, the temperature of the motor 2 is increased to increase the driving output of the pump 96, thereby increasing the supply amount of the oil O to the motor 2.

The cooler 97 has an inflow port 97a and an outflow port 97b. The inlet 97a and the outlet 97b are connected via an internal channel of the cooler 97. The inlet 97a is connected to the 2 nd channel 92 b. The outlet 97b is connected to the 3 rd flow path 92c. The inlet 97a is located closer to the pump 96 (i.e., lower side) than the outlet 97b. Further, a cooling water pipe (not shown) through which cooling water supplied from the radiator passes is provided inside the cooler 97. The oil O passing through the cooler 97 is cooled by heat exchange with cooling water.

The pump 96 and the cooler 97 are fixed to the outer peripheral surface of the motor housing portion 61 of the casing 6. The pump 96 and the cooler 97 are located on the side opposite to the differential device 5 in the horizontal direction with respect to the motor axis J2 when viewed in the axial direction of the motor axis J2. Further, the pump 96 and the cooler 97 are arranged in the vertical direction. The cooler 97 is located on the upper side of the pump 96. The cooler 97 overlaps the pump 96 as viewed in the vertical direction.

According to the present embodiment, the pump 96 and the cooler 97 are located on the opposite side of the differential device 5 with respect to the motor axis J2, and the space around the motor 2 can be effectively used. This can reduce the size of the entire motor unit 1 in the horizontal direction, and can reduce the size of the motor unit 1.

According to the present embodiment, the pump 96 and the cooler 97 are fixed to the outer peripheral surface of the housing 6. Therefore, compared to the case where the pump 96 and the cooler 97 are provided outside the casing 6, it is possible to contribute to downsizing of the motor unit 1. Further, by fixing the pump 96 and the cooler 97 to the outer peripheral surface of the casing 6, the 1 st flow path 92a, the 2 nd flow path 92b, and the 3 rd flow path 92c passing through the inside of the wall portion 6a of the casing 6 can constitute a flow path connecting the housing space 80 to the pump 96 and the cooler 97.

According to the present embodiment, since the cooler 97 is fixed to the outer peripheral surface of the housing 6, the distance between the housing space 80 and the cooler 97 can be made close. This can shorten the 3 rd flow path 97c connecting the cooler 97 and the housing space 80, and supply the cooled oil O to the housing space 80 in a low temperature state.

The 1 st flow path 92a, the 2 nd flow path 92b, and the 3 rd flow path 92c pass through the inside of the wall portion 6a of the casing 6 surrounding the housing space 80. The 1 st channel 92a can be formed as a hole formed in the wall portion 6a, such as the 1 st channel 92a, the 2 nd channel 92b, and the 3 rd channel 92c. Therefore, it is possible to contribute to reduction in the number of parts without additionally preparing the tube.

The 1 st flow path 92a passes through the inside of the portion of the wall portion 6a located below the motor 2. The 2 nd flow path 92b passes through the inside of a portion of the wall portion 6a located on the horizontal side of the motor 2. The 3 rd flow path 92c passes through the inside of the portion of the wall portion 6a located above the motor 2.

The 1 st flow path 92a connects the oil reservoir P and the pump 96. The 1 st flow path 92a has a 1 st end 92aa and a 2 nd end 92ab.

The 1 st end 92aa is located upstream of the 2 nd oil passage 92 with respect to the 2 nd end 92ab. The 1 st end 92aa opens into the accommodation space 80 below the differential device 5. The 1 st end portion 92aa overlaps the motor 2 when viewed in the vertical direction.

The 2 nd end 92ab opens into the pump attachment recess 6c and is connected to the suction port 96a of the pump 96.

As described above, the differential device 5 and the pump 96 are located on the horizontally opposite sides with respect to the motor axis J2. The 1 st flow path 92a extends to extend across the motor 2 on the opposite side in the horizontal direction. The 1 st flow path 92a passes below the motor 2.

According to the present embodiment, since the 1 st flow path 92a passes under the motor 2, the area under the motor 2 can be effectively used, and the size of the motor unit 1 can be reduced. This can reduce the size of the motor unit 1.

At least a part of the 1 st flow path 92a overlaps with the 2 nd gear 42 and the ring gear 51 as viewed in the axial direction. This enables the motor unit 1 to be reduced in size when viewed in the axial direction, and the motor unit 1 to be reduced in size.

In the present embodiment, a case where the 2 nd gear 42 and the ring gear 51 of the plurality of gears (the 1 st gear 41, the 2 nd gear 42, the 3 rd gear 43, and the ring gear 51) connected between the motor 2 and the differential unit 5 overlap the 1 st flow path 92a when viewed in the axial direction is described. However, the above-described effects can be obtained if at least one of the plurality of gears connected between the motor 2 and the differential device 5 overlaps the 1 st flow path 92a when viewed in the axial direction.

The 1 st flow path 92a extends from the lower side of the differential device 5 to the suction port 96a of the pump 96. The 1 st flow path 92a extends linearly while being inclined upward from the 1 st end 92aa toward the 2 nd end 92ab. The suction port 96a of the pump 96 is positioned above the lower end of the differential device 5 and below the motor axis J2.

In order to avoid collision of the pump 96 with flying stones from the road surface in a state where the motor unit 1 is mounted on the vehicle, the pump 96 is preferably disposed at a position distant from the road surface. On the other hand, the suction port 96a of the pump 96 is disposed below the oil level of the oil reservoir P, so that air entrainment can be suppressed.

The suction port 96a of the present embodiment is located below the motor axis J2. This makes it easy to dispose the suction port 96a below the oil level of the oil reservoir P. The suction port 96a of the present embodiment is located above the lower end of the differential unit 5. This enables the pump 96 to be constructed away from the road surface. Further, the suction port 96a is disposed below the motor axis J2, so that the 1 st flow path 92a can be easily formed linearly. Therefore, when the structure in which the 1 st flow path 92a passes through the inside of the wall portion 6a of the casing 6 is adopted, the ease of processing of the 1 st flow path 92a can be improved.

The suction port 96a of the present embodiment is located below the liquid surface of the oil reservoir P of the housing space 80. The height of the liquid surface of the oil reservoir P varies due to the supply of the oil O from the oil reservoir P to the 1 st oil passage 91 and the 2 nd oil passage 92. The suction port 96a is also positioned below the liquid surface when the liquid surface of the oil reservoir P is at the lowest height.

In fig. 1, the suction port 96a is depicted as being located above the liquid surface of the oil reservoir P. However, fig. 1 is a schematic view, and the actual suction port 96a is located below the liquid surface of the oil reservoir P.

The 2 nd flow path 92b connects the pump 96 and the cooler 97. The 2 nd flow path 92b has a 1 st end portion 92ba and a 2 nd end portion 92bb. The 1 st end portion 92ba opens in the pump mounting recess 6c to be connected to the pump outlet 96b of the pump 96. The 1 st end portion 92ba is located upstream of the 2 nd end portion 92bb in the 2 nd oil passage 92. The 2 nd end portion 92bb is connected to an inflow port 97a of the cooler 97. The 2 nd end portion 92bb is located above the 1 st end portion 92 ba.

The 2 nd channel 92b has a 1 st channel 92bd and a 2 nd channel 92be. The 1 st path 92bd extends upward from the pump attachment recess 6c. The 2 nd path 92be extends horizontally from the upper end of the 1 st path 92 bd. The 1 st path 92bd and the 2 nd path 92be are formed by forming holes extending in different directions and intersecting each other in the wall portion 6a of the housing 6.

The 3 rd flow path 92c connects the cooler 97 and the housing space 80. The 3 rd flow path 92c extends linearly in the horizontal direction. The 3 rd flow path 92c has a 1 st end 92ca and a 2 nd end 92cb. The 1 st end portion 92ca is located upstream of the 2 nd end portion 92cb in the 2 nd oil passage 92. The 1 st end portion 92ca is connected to the outflow port 97b of the cooler 97. The 2 nd end 92cb opens into the storage space 80 above the motor 2. That is, the 3 rd flow path 92c opens above the motor 2 in the housing space 80. The 2 nd end 92cb of the 3 rd flow path 92c functions as a supply portion 99 that supplies the oil O to the 2 nd reservoir 98 located in the housing space 80. That is, the 2 nd oil passage 92 supplies the oil O to the 2 nd reservoir 98 in the supply portion 99.

The outflow port 97b of the cooler 97 overlaps the motor 2 in the axial direction of the motor axis J2. That is, the outlet 97b of the cooler 97 is arranged to overlap the motor 2 as viewed in the radial direction. In other words, the outlet 97b of the cooler 97 is located between both end portions of the stator 30 in the axial direction. Therefore, the 3 rd flow path 92c connecting the outlet 97b of the cooler 97 and the housing space 80 can be shortened, and the cooled oil O can be supplied to the housing space 80 in a low temperature state. Further, by disposing the 3 rd flow passage 97c so as to overlap the motor 2 in the radial direction, the axial dimension of the motor unit 1 can be reduced, and the motor unit 1 can be downsized.

(No. 2 reservoir)

Fig. 11 is a perspective view of the motor unit 1. Fig. 12 is a plan view of the 2 nd reservoir 98. In fig. 11, the motor housing portion 61 and the closing portion 63 of the housing 6 are not shown.

As shown in fig. 11, the 2 nd reservoir (main reservoir) 98 is located in the motor chamber 81 of the housing space 80. The 2 nd reservoir 98 is located on the upper side of the motor. The 2 nd reservoir 98 has a bottom portion (1

st bottom portion

98c and 2 nd bottom portion 98 g) and side wall portions (1 st

side wall portion

98d, 2 nd side wall portion 98e, 3 rd

side wall portion

98f, 4 th

side wall portion

98h, 5 th

side wall portion

98i, 6 th side wall portion 98j, and 7 th side wall portion 98 n) extending upward from the bottom portion. The 2 nd reservoir 98 stores the oil O supplied to the motor chamber 81 through the supply portion 99 of the 3 rd flow path 92c in a space surrounded by the bottom portion and the side wall portion. The 2 nd tank 98 has a plurality of outflow ports (a 1 st outflow port 98r, a 2 nd outflow port 98o, a 3 rd outflow port 98x, a 4 th outflow port 98t, a 5 th outflow port 98u, and a 6 th outflow port 98 v). Each of the outflow ports supplies the oil O accumulated in the 2 nd reservoir 98 to the motor 2. That is, the 2 nd reservoir 98 supplies the stored oil O to each part of the motor 2 from above via the outflow port.

According to the present embodiment, the 2 nd accumulator 98 is located above the motor 2, and supplies the stored oil O from the plurality of outflow ports to the upper side of the motor 2. The oil O flows along the outer circumferential surface of the motor 2 from the upper side to the lower side to absorb heat of the motor 2, and thus can cool the entire motor 2.

As shown in fig. 12, the 2 nd reservoir 98 has a 1 st end portion 98p located on the gear chamber 82 side in the axial direction and a 2 nd end portion 98q located on the opposite side from the 1 st end portion 98p in the axial direction. The 2 nd reservoir 98 includes a 1 st reservoir 98A in the form of a groove extending in the axial direction and a 2 nd reservoir 98B located on the 2 nd end 98q side with respect to the 1 st reservoir 98A.

The 1 st reservoir 98A has a 1 st bottom portion 98c, a 1 st side wall portion 98d, a 2 nd side wall portion 98e, and a 3 rd side wall portion 98f. The 1 st reservoir 98A is provided with a 1 st outflow port 98r, a 2 nd outflow port 98o, and a 3 rd outflow port 98x.

The 1 st bottom portion 98c has a rectangular shape whose longitudinal direction is the axial direction. Both ends of the 1 st bottom portion 98c in the axial direction are located above the coil ends 31a provided at both ends of the stator 30. The 1 st bottom 98c is provided with a 1 st outflow port 98r. The 1 st outflow port 98r is located in a region on the 1 st end 98p side of the 1 st bottom 98c.

The 1 st side wall portion 98d and the 2 nd side wall portion 98e extend in the axial direction. Further, the 1 st side wall portion 98e and the 2 nd side wall portion 98e are opposed to each other in the circumferential direction of the motor axis J2.

The 1 st side wall portion 98d is provided with an inflow port 98s. The inlet 98s is a U-shaped notch opened upward. The inlet 98s is connected to the supply unit 99. The inlet 98s is located at the axial middle of the 1 st side wall portion 98 d. Thereby, the inflow port 98s can flow the oil O to the 1 st end 98p and the 2 nd end 98q sides, respectively, in the 2 nd reservoir 98.

The 2 nd side wall portion 98e is provided with a convex portion 98w protruding toward the 1 st side wall portion 98 d. The convex portion 98w is located on the front of the inflow port 98s. The convex portion 98w has an inclined surface whose protruding height becomes lower from the center toward the 1 st end 98p side and the 2 nd end 98q side. The convex portion 98w smoothly branches the oil O flowing from the inlet 98s to the 2 nd reservoir 98 to the 1 st end 98p side and the 2 nd end 98q side.

The 2 nd side wall portion 98e is provided with a 2 nd outlet 98o. The 2 nd flow outlet 98o is located in a region on the 1 st end 98p side of the 2 nd side wall part 98 e. The 2 nd outflow port 98o is located in the vicinity of the 1 st outflow port 98r.

As shown in fig. 11, the 3 rd side wall part 98f is located on the 1 st end part 98p side of the 2 nd reservoir 98. The 3 rd side wall part 98f is located on the upper side of one coil end part 31a of the stator 30. The height of the upper end of the 3 rd side wall portion 98f is lower than the height of the upper end of the 1 st side wall portion 98d and the 2 nd side wall portion 98 e. The height of the upper end of the 3 rd side wall portion 98f is substantially equal to the height of the opening lower end of the 2 nd outlet 98o. The space above the 2 nd side wall portion 98e functions as a 3 rd outflow port 98x through which the supply oil O flows out when the level of the oil O stored in the 2 nd reservoir 98 becomes high.

The 2 nd reservoir 98B extends along the circumferential direction of the stator 30. The 2 nd reservoir 98B has a 2 nd bottom portion 98g, a 4 th side wall portion 98h, a 5 th side wall portion 98i, a 6 th side wall portion 98j, a 7 th side wall portion 98n, and a step portion 98k.

The 2 nd reservoir 98B is provided with a 4 th outflow port 98t, a 5 th outflow port 98u, a 6 th outflow port 98v, and an overflow portion 98y.

The 2 nd bottom portion 98g is located on the 2 nd end portion 98q side with respect to the 1 st bottom portion 98c. The 2 nd bottom portion 98g is located lower than the 1 st bottom portion 98c. A step 98k is provided at the boundary between the 1 st bottom portion 98c and the 2 nd bottom portion 98 g. The 2 nd reservoir 98B is located below the 1 st reservoir 98A. The oil O flowing to the 2 nd end 98q side in the 1 st reservoir 98A is accumulated in the 2 nd reservoir 98B.

The 2 nd bottom portion 98g is located on the upper side of one coil end 31a of the stator 30. The 2 nd bottom portion 98g is curved along the outer peripheral surface of the motor 2. This makes it possible to increase the volume of the oil O stored in the 2 nd accumulator 98 without increasing the size of the motor unit 1. The 2 nd bottom portion 98g is inclined downward as going from the portion overlapping the motor axis J2 toward both sides in the circumferential direction when viewed in the up-down direction. The 2 nd reservoir 98B is connected to the 1 st reservoir 98A on one side with respect to the motor axis J2 when viewed in the vertical direction.

As shown in fig. 12, the 2 nd reservoir 98B is divided into a 1 st region 98gA as a region on one side with respect to the motor axis J2, that is, a region connected to the 1 st reservoir 98A, and a 2 nd region 98gB as a region on the other side with respect to the motor axis J2, when viewed in the vertical direction. On the boundary line between the 1 st region 98gA and the 2 nd region 98gB, the 2 nd bottom 98g is highest. The oil O flowing from the 1 st reservoir 98A to the 2 nd reservoir 98B first accumulates in the 1 st region 98gA, and when the liquid level accumulated in the 1 st region 98gA reaches the height of the boundary line, the oil O flows into the 2 nd region 98gB. Thus, the boundary line functions as a weir 98gC provided at the 2 nd bottom portion 98 g. That is, a weir 98gC for dividing the 2 nd reservoir 98B of the 2 nd accumulator 98 into the 1 st region 98gA and the 2 nd region 98gB is provided on the 2 nd bottom portion 98g so as to protrude upward. The oil O flows into one zone (

zone

1, 98 gA) to exceed the weir 98gC and flows into the other zone (

zone

2, 98 gB).

As described later, the 6 th sidewall 98j extending in the circumferential direction is provided with the 4 th outlet 98t, the 5 th outlet 98u, and the 6 th outlet 98v arranged in the circumferential direction. In addition, a relief portion 98y is provided in the 5 th side wall portion 98 i. The 4 th outflow port 98t and the 5 th outflow port 98u open in the 1 st region 98gA, and the 6 th outflow port 98v and the overflow portion 98y open in the 2 nd region 98gB. That is, the 2 nd reservoir 98 is provided with outflow ports in a plurality of regions (the 1 st region 98gA and the 2 nd region 98 gB) divided by the weir 98gC, respectively. Therefore, the oil O flows out only from the 4 th outflow port 98t and the 5 th outflow port 98u before the liquid level of the 1 st region 98gA exceeds the weir 98gC. After the liquid level of the 1 st region 98gA exceeds the weir 98gC, the oil O flows out from the 4 th outlet 98t, the 5 th outlet 98u, the 6 th outlet 98v, and the overflow 98y. Therefore, according to the present embodiment, in the 2 nd accumulator 98, the number of outflow ports that flow out when the reserve amount of the oil O increases can be increased. In particular, when the load of the motor 2 increases and the motor 2 becomes high in temperature, the supply amount of the oil O supplied to the 2 nd reservoir 98 by the pump 96 increases. Therefore, according to the present embodiment, when the temperature of the motor 2 becomes high, the supply point of the oil O to the motor 2 can be increased to widen the cooling range, and the supply amount of the oil O supplied to the motor 2 can be increased.

The 4 th and 5 th

side wall parts

98h, 98i are located at both circumferential ends of the 2 nd reservoir 98B. The 4 th side wall part 98h and the 5 th side wall part the side wall portions 98i are circumferentially opposed. The 4 th side wall portion 98h and the 5 th side wall portion 98i extend in the axial direction. The 4 th side wall part 98h is connected to the 1 st side wall part 98d and extends to the 2 nd end part 98q side.

The 5 th side wall portion 98i is provided with an overflow portion 98y. The overflow portion 98y is a portion that is provided at the upper end of the 5 th side wall portion 98i and has a locally low height. The overflow portion 98y is located above the lower ends of the openings of the 4 th outlet 98t, the 5 th outlet 98u, and the 6 th outlet 98v of the 2 nd reservoir 98B. Therefore, the oil O overflows from the overflow portion 98y after the liquid level in the 2 nd reservoir 98B becomes higher than the 4 th outlet 98t, the 5 th outlet 98u, and the 6 th outlet 98v. A sub-tank 95 described later is provided below the overflow portion. The oil O overflowing from the overflow portion 98y is stored in the sub-tank 95.

In the present specification, "overflow" means that the liquid flows out of the reservoir when the liquid in the reservoir reaches a certain level. Therefore, the case where the liquid flows out from the bottom of the reservoir, etc. is not suitable for "overflow".

The 6 th side wall portion 98j is located on the 2 nd end portion 98q side of the 2 nd reservoir 98. The 6 th side wall portion 96j extends in the circumferential direction. The 6 th side wall portion 98j is located on the upper side of the one coil end portion 31a of the stator 30. The 6 th side wall portion 98j is provided with a 4 th outflow port 98t, a 5 th outflow port 98u, and a 6 th outflow port 98v. The 4 th outlet 98t, the 5 th outlet 98u, and the 6 th outlet 98v are holes provided in the 6 th side wall portion 98j and penetrating the 2 nd reservoir 98. The 4 th outflow port 98t, the 5 th outflow port 98u, and the 6 th outflow port 98v are arranged along the circumferential direction. As shown in fig. 11, the heights of the 4 th outflow port 98t, the 5 th outflow port 98u, and the 6 th outflow port 98v are different from each other. Therefore, according to the present embodiment, the number of outflow ports through which the oil O flows out can be increased according to the level of the oil O in the 2 nd accumulator 98. This can increase the supply point of the oil O to the motor 2, widen the cooling range, and increase the supply amount of the oil O supplied to the motor 2.

In addition, such an effect can be obtained if the heights of at least two of the plurality of outflow ports provided in the 2 nd reservoir 98 are different from each other.

The 7 th side wall portion 98n extends in the circumferential direction. The 7 th side wall portion 98n and the 6 th side wall portion 98j are axially opposed to each other. The 7 th side wall portion 98n is continuous with the step portion 98k in the circumferential direction. The 7 th side wall portion 97n is provided with a housing portion 98na for housing a fixing screw of the stator core 32.

According to the present embodiment, the 2 nd oil passage 92 supplies the oil O stored in the 2 nd accumulator 98 to the motor 2 from the plurality of outflow ports. Since each of the outlet ports supplies the oil O to the motor 2 at a constant flow rate, the cooling efficiency of the motor 2 by the oil O can be improved.

According to the present embodiment, the 2 nd reservoir 98 has a plurality of outflow ports (the 1 st outflow port 98r, the 2 nd outflow port 98o, the 3 rd outflow port 98x, the 4 th outflow port 98t, the 5 th outflow port 98u, and the 6 th outflow port 98 v). Therefore, the 2 nd reservoir 98 can simultaneously supply the oil O to the motor 2 from a plurality of places, and can simultaneously cool each part of the motor 2.

According to the present embodiment, the 2 nd reservoir 98 extends in the axial direction. In addition, in the 2 nd reservoir 98, outlets are provided at both ends in the axial direction, respectively. The outflow ports located at both ends in the axial direction of the 2 nd accumulator 98 are located above the coil end 31a. This allows oil O to be applied to the coil ends 31a located at both ends of the stator 30 in the axial direction, thereby directly cooling the coil 31. More specifically, the oil O applied to the coil 31 is immersed from a gap between the wires constituting the coil 31. The oil O that has entered the coil 31 absorbs heat from the coil while penetrating into the entire coil 31 by capillary force and gravity acting on the wire conduit. The oil O accumulates in the lowermost portion of the inner peripheral surface of the stator core 32 and drips from both ends in the axial direction of the coil 31.

The effect of directly cooling the oil O by directly supplying the oil O to the coil end 31a is an effect that at least two of the plurality of outlet ports are positioned at both ends in the axial direction of the 2 nd accumulator 98.

According to the present embodiment, the supply portion 99 that supplies the oil O to the 2 nd accumulator 98 is positioned between the outflow ports located at both end portions of the 2 nd accumulator 98 in the axial direction. Therefore, the oil O supplied from the supply portion 99 can flow out from the outflow ports located at both ends, respectively.

(modification of reservoir 2.)

Fig. 13 is a perspective view of a 2 nd reservoir 198 according to a modification that can be employed in the present embodiment. The same reference numerals are used to describe the same constituent elements as those of the above embodiment.

The 2 nd reservoir 198 of the modification is a rectangular shallow box shape having an open upper side. The 2 nd reservoir 198 includes a central oil reservoir 198a and four oil supply portions 198b located around the central oil reservoir 198a. The central oil reservoir 198a and the four oil supply portions 198b are spaced apart from each other.

The central oil reservoir 198a stores the oil O flowing from the supply section 99. Central oil reservoir 198a is separated from oil supply portion 198b by a circular bottom surface 198ab and a cylindrical wall 198aa extending upward from bottom surface 198 ab.

The four oil supply portions 198b are disposed so as to surround the central oil reservoir 198a. The oil supply portion 198b has a substantially rectangular shape. An outlet port 198c communicating with the inside and the outside of the oil supply portion 198b is provided near the corner of the two outer walls 198ba of the oil supply portion 198b extending in different directions. One of the two outflow ports 198c is open in the axial direction of the motor 2, and the other is open in the circumferential direction. Since the four oil supply portions 198b have two outflow ports 198c, the 2 nd reservoir 198 has 8 outflow ports 198c in total.

The 2 nd reservoir 198 is disposed with the bottom surface horizontal on the upper side of the stator 30. When the central oil reservoir 198a is filled with the oil O supplied from the supply portion 99, the oil O overflows from the cylindrical wall 198aa and flows into the four oil supply portions 198b. Since the 2 nd reservoir 198 is horizontally disposed and the cylindrical wall 198aa has the same height over the entire circumference, the oil O uniformly flows into the four oil supply portions 198b. The oil O is accumulated in the four oil supply portions 198b and flows out from the outflow port 198c to the outside.

The 2 nd reservoir 198 has a length in the axial direction longer than that of the stator core 32. The oil O is supplied from the one oil supply portion 198b to the motor 2 via the two outflow ports 198c along the axial direction and the circumferential direction. According to the present modification, the 2 nd reservoir 198 can supply the oil O to the motor 2 from the plurality of outflow ports in a plurality of directions.

(auxiliary reservoir)

Fig. 14 is a sectional view of the motor unit 1 schematically showing the sub-tank 95. In fig. 14, a projection 63d provided in the closing portion 63 of the housing 6 is shown by a phantom line. In fig. 14, the oil O stored in the sub-tank 95 is highlighted by a dotted pattern.

The sub-tank 95 receives the oil O overflowing from the 2 nd tank 98 in the 2 nd oil passage 92. That is, a sub-tank 95 for storing oil O is provided in the path of the 2 nd oil passage 92. The 2 nd accumulator 98 functions as a main accumulator with respect to the sub accumulator 95. The 2 nd reservoir 98 is located on the upstream side of the 2 nd oil passage 92 with respect to the sub-reservoir 95.

The sub tank 95 is located immediately below the overflow 98y. That is, the sub tank 95 and the overflow portion 98y overlap when viewed in the vertical direction. This allows the sub-tank 95 to receive the oil O overflowing from the 2 nd tank 98.

The sub tank 95 has a 1 st part 95A on one side in the circumferential direction and a 2 nd part 95B on the other side in the circumferential direction with respect to the 2 nd tank 98. The 1 st portion 95A and the 2 nd portion 95B are connected to each other. The sub tank 95 has two, and four outflow ports 61k in total in the 1 st part 95A and the 2 nd part 95B, respectively. The four outflow ports 61k are arranged along the circumferential direction of the motor 2. The heights of the plurality of outflow ports 61k are different from each other.

The sub reservoir 95 is constituted by the inner surface 61g of the motor housing portion 61 and the inner wall surface of the protruding portion 63d of the closing portion 63. The inner surface 61g of the motor housing portion 61 has an inner circumferential surface 61i facing radially inward and an opposing surface 61h facing axially toward the closed portion 63. The facing surface 61h is in contact with a surface of the protruding portion 63d along the axial direction. The oil O does not flow out from the contact portion between the protruding portion 63d and the facing surface 61h. According to the present embodiment, the sub-tank 95 is configured as a gap between other members, and therefore, it is not necessary to use other members, and an increase in the number of members can be suppressed.

The facing surface 61h is provided with recesses 61j aligned in the circumferential direction and recessed in the axial direction. The recess 61j is recessed in a direction in which a gap between the inner surface 61g of the motor housing portion 61 and the inner wall surface of the protrusion 63d is increased. The oil O flows out downward from the recess 61j. That is, the recess 61j constitutes the outlet port 61k. The outflow port 61k is located above the coil end 31a of the stator 30. Therefore, the oil O flowing out of the outflow port 61k cools the coil 31 of the coil end 31a.

In the present embodiment, a case is illustrated in which a recess 61j is provided on the inner surface 61g of the motor housing section 61 at a contact portion between the inner surface 61g and the inner wall surface of the protrusion 63d. However, a recess may be provided on the inner wall surface of the protruding portion 63d.

According to the present embodiment, the sub-tank 95 is provided in addition to the 2 nd tank 98, so that the oil O can be made to flow out from the outlet port 61k of the sub-tank 95 in addition to the outlet port of the 2 nd tank 98, and the motor 2 can be cooled over a wide range. The plurality of outflow ports 61k of the sub tank 95 are arranged in the circumferential direction. This enables the coil end 31a of the stator 30 to be cooled over a wide range. Since the heights of the plurality of outflow ports 61k are different from each other, the timing of outflow can be made different according to the level of the oil O accumulated in the sub-tank 95.

According to the present embodiment, the oil O overflowing from the 2 nd reservoir 98 is stored in the sub-reservoir 95. When the motor 2 is under a high load and the temperature is increased, the pump 96 increases the supply amount of the oil O supplied to the 2 nd accumulator 98. Therefore, even when the motor 2 is under a high load, the oil O overflows from the 2 nd reservoir 98, and the oil O can be supplied to the motor 2 through the outlet port 61k of the sub-reservoir 95. According to the present embodiment, when the motor 2 is under a high load, the motor 2 can be cooled in the oil O over a wide range. That is, by providing the sub-tank 95, when the operation of the motor 2 changes from the steady state to the high load state, the supply range of the oil O supplied to the motor 2 can be automatically widened.

The lower end of the sub-tank 95 of the present embodiment is located above the motor axis J2. Therefore, the outlet port 61k of the sub tank 95 is located above the motor axis J2. The motor 2 is substantially cylindrical in shape. By setting the lower end of the sub-tank 95 to the upper side of the motor axis J2, the oil O flowing out of the outflow port 61k can flow along the surface of the motor 2 to cool the motor 2. The motor 2 is widest in a horizontal cross section passing through the motor axis J2. The lower end of the sub-tank 95 is located above the motor axis J2, so that the oil O flowing along the surface of the motor 2 passes through a region having the widest horizontal dimension of the motor. This enables the motor 2 to be cooled efficiently.

(common part of the 1 st oil path and the 2 nd oil path)

As shown in fig. 1, in the driving state of the motor 2, oil O is supplied to the motor 2 via the 1 st oil passage 91 and the 2 nd oil passage 92. The oil O supplied to the motor 2 drops to the lower side while cooling the motor 2, and is accumulated in the area below the motor chamber 81. The oil O stored in the area below the motor chamber 81 moves to the gear chamber 82 through the partition opening 68 provided in the partition 61c.

Fig. 15 is a front view of the partition wall 61c of the housing 6 as viewed from the motor chamber 81 side.

The partition wall opening 68 is located below the insertion hole 61f through which the shaft 21 is inserted. The partition wall opening 68 has a 1 st opening 68a and a 2 nd opening 68b located above the 1 st opening 68 a. The 1 st opening 68a and the 2 nd opening 68b communicate with the motor chamber 81 and the gear chamber 82, respectively.

As shown in fig. 19, the lower end of the partition wall opening 68 (i.e., the lower end of the 1 st opening 68 a) is positioned above the lower limit height Lmin of the liquid surface of the oil O in the gear chamber 82 in the stationary state of the motor 2. Therefore, the partition wall opening 68 can move a very large amount of oil O to the oil reservoir P in the stopped state where the driving of the motor 2 is stopped.

As shown in fig. 15, the 1 st opening 68a is circular in plan view. The lower end of the 1 st opening 68a is located below the lower end of the stator 30. The 1 st opening 68a is located near the bottom 81a of the motor chamber 81. Therefore, the 1 st opening 68a moves the oil O to the gear chamber 82 until the oil O accumulated in the lower region of the motor chamber 81 is substantially exhausted.

The 1 st opening 68a overlaps the motor axis J2 when viewed in the vertical direction. The 1 st opening 68a is located in a recess 61q provided in the inner peripheral surface of the peripheral wall 61 a. Here, the peripheral wall portion 61a and the recess portion 61q will be explained. The motor housing portion 61 of the case 6 has a peripheral wall portion 61a, and the peripheral wall portion 61a has a cylindrical shape along the outer peripheral surface of the stator 30. A recess 61q is provided on the inner circumferential surface of the circumferential wall 61a so as to be recessed radially outward. The recess 61q extends in the axial direction. The recess 61q is located directly below the motor axis J2. That is, the recess 61q overlaps the motor axis J2 when viewed in the vertical direction. Since the peripheral wall portion 61a has a cylindrical shape, the oil O in the motor chamber 81 flows along the inner peripheral surface of the peripheral wall portion 61a and collects in the recess 61q. Since the 1 st opening 68a is positioned in the recess 61q, the oil O collected in the motor chamber 81 inside the recess 61q can be efficiently moved to the gear chamber 82.

The 2 nd opening 68b is located above the 1 st opening 68 a. The 2 nd opening 68b is a rectangle having a horizontal direction as a longitudinal direction in a plan view. The opening area of the 2 nd opening 68b is larger than that of the 1 st opening 68 a. The 2 nd opening 68b has a larger width in the horizontal direction than the 1 st opening 68 a. The 2 nd opening 68b has a lower end 68c extending in the horizontal direction.

By the driving of the motor 2, the supply amount per unit time of the oil O supplied from the oil passage 90 (i.e., the 1 st oil passage 91 and the 2 nd oil passage 92) to the motor 2 increases. This raises the level of the oil O accumulated in the lower region of the motor chamber 81. In the partition wall opening 68, a region located below the liquid surface of the oil O accumulated in the region below the motor chamber 81 is referred to as a 1 st region S, and a region located above the liquid surface is referred to as a 2 nd region R. The partition wall opening 68 moves the oil O to the gear chamber 82 in the 1 st region S. When the liquid surface of the oil O accumulated in the region below the gear chamber 82 rises, the area of the 1 st region S increases and the area of the 2 nd region R decreases. When the area of the 1 st region S increases, the amount of movement of the oil O from the motor chamber 81 to the gear chamber 82 via the partition opening 68 increases.

The partition wall opening 68 of the present embodiment is arranged such that the amount of movement of the oil O from the motor chamber 81 to the gear chamber 82 via the partition wall opening 68 increases when the liquid level of the oil O in the motor chamber 81 increases. Therefore, the level of the oil O in the motor chamber 81 can be suppressed from being excessively high. That is, the rotor 20 in the motor chamber 81 can be prevented from being immersed in the oil O or from being excessively lifted. Therefore, the reduction of the rotation efficiency of the motor 2 due to the flow resistance of the oil O can be suppressed.

Further, according to the present embodiment, the oil O in the motor chamber 81 is moved to the gear chamber 82 side in accordance with the height of the liquid surface of the oil O in the motor chamber 81, and the oil O in the motor unit 1 can be effectively used. This can reduce the weight of the motor unit 1 while suppressing the amount of oil O used, and can improve the energy efficiency required for cooling the oil O.

As shown in fig. 19, the lower end of the 2 nd opening 68b is positioned above the height (the upper limit height Lmin and the lower limit height Lmin) of the liquid surface of the oil O in the gear chamber 82 regardless of the stationary state and the driving state of the motor 2. Therefore, the 2 nd opening 68b is not submerged in the gear chamber 82 side. The 2 nd opening portion 68b can move the oil O to the gear chamber 82 regardless of the liquid level of the gear chamber 82, and can suppress the immersion of the rotor 20 in the oil O.

The change in the amount of movement of the oil O that moves through the partition wall opening 68 as the liquid level of the oil O stored below the motor chamber 81 rises will be described more specifically. Here, the liquid level of the oil O accumulated below the motor chamber 81, that is, the liquid level reaching the lower end 68c of the 2 nd opening 68b is defined as the 1 st liquid level OL. That is, the lower end of the 2 nd opening 68b is located at the 1 st liquid level OL. The 1 st liquid level OL is located above the lower end of the stator 30 and below the lower end of the rotor 20.

Fig. 16 is a graph showing a relationship between the height of the liquid level of the oil O accumulated on the lower side of the motor chamber 81 and the area of the 1 st region S. The area of the 1 st region S has a correlation (substantially proportional relationship) with the flow rate of the oil O flowing out from the partition wall opening 68.

The oil O is supplied to the motor 2 as the motor 2 is driven, and starts to accumulate in the lower region of the motor chamber 81. The oil O accumulated in the area below the motor chamber 81 moves from the motor chamber 81 to the gear chamber 82 through the 1 st opening 68 a. When the supply amount of the oil O per unit time supplied to the motor 2 exceeds the flow amount of the oil O moving from the motor chamber 81 to the gear chamber 82 via the 1 st opening 68a, the liquid level of the oil O accumulated in the lower region of the motor chamber 81 rises. When the liquid level reaches the 1 st liquid level OL, the oil O flows out from the 2 nd opening 68b in addition to the 1 st opening 68 a. Since the 2 nd opening 68b has a larger width in the horizontal direction than the 1 st opening 68a, the area of the 1 st region S increases rapidly before and after the liquid surface reaches the 1 st liquid level OL. Along with this, the flow rate of the oil O flowing from the motor chamber 81 to the gear chamber 82 via the partition wall opening 68 is rapidly increased. As described above, the 1 st liquid level OL is set at a position lower than the lower end of the rotor 20. Therefore, according to the present embodiment, it is possible to suppress a decrease in the rotational efficiency of the rotor 20 in the motor chamber 81 due to the flow resistance of the oil O.

The horizontal width of the 2 nd opening 68b is preferably set to a width such that the flow rate of the oil O flowing out from the partition wall opening 68 when the liquid level reaches the upper side of the 1 st liquid level OL is larger than the flow rate of the oil O supplied to the motor 2 through the oil passage 90. This can prevent the liquid level of the oil O accumulated in the lower region of the motor chamber 81 from greatly exceeding the 1 st liquid level OL, and can prevent the rotor 20 from being immersed in the oil O.

As shown in fig. 1, the 1 st oil passage 91 includes a lift path 91a and a rotor inner path 91d. The lift path 91a moves the oil O from the gear chamber 82 to the motor chamber 81 by lifting the oil by the differential device 5. The amount of oil O lifted by the differential 5 depends on the rotational speed of the differential 5. Therefore, the lift path 91a increases or decreases the amount of movement of the oil O to the motor chamber 81 according to the vehicle speed. The rotor inner path 91d sucks the oil O from the gear chamber 82 side to the motor chamber 81 side by the centrifugal force of the rotor 20. The centrifugal force depends on the rotational speed of the rotor 20. Therefore, the rotor inner path 91d increases or decreases the amount of movement of the oil O to the motor chamber 81 according to the vehicle speed. That is, the 1 st oil passage 91 increases or decreases the amount of movement of the oil O to the motor chamber 81 according to the vehicle speed.

On the other hand, the 2 nd oil passage 92 moves the oil O from the gear chamber 82 to the motor chamber 81 by a pump (electric pump) 96. The amount of oil O supplied by the pump 96 is controlled based on, for example, the result of temperature measurement of the motor 2. Therefore, the 2 nd oil passage 92 does not increase or decrease the amount of movement of the oil O to the motor chamber 81 according to the vehicle speed.

When the motor 2 is stationary, the 2 nd oil passage 92 stops supplying the oil O to the motor 2. Further, when the motor 2 is started, the 2 nd oil passage 92 starts to move the oil O to the motor chamber 81. Therefore, the liquid level of the oil reservoir P in the gear chamber 82 can be increased during the stop. As a result, the 2 nd gear 42, the 3 rd gear 43, and the ring gear 51 are rotated in the oil reservoir P by the rotation of the motor 2 immediately after the start, and the oil O can be distributed over the tooth surfaces.

According to the present embodiment, the 2 nd oil passage 92 lifts the oil O from the oil reservoir P regardless of the speed of the vehicle. Therefore, even when the vehicle travels at low speed, second oil passage 92 can lower the height of the oil level in oil reservoir P. This can suppress a reduction in the rotational efficiency of the gears in the gear chamber 82 due to the oil O in the oil reservoir P during low-speed running.

(modification of partition wall opening)

Fig. 17 is a front view of a partition wall opening 168 according to a modification that can be employed in the present embodiment. The same reference numerals are used to describe the same components as those of the above embodiment.

The partition wall opening 168 of the modification includes a long hole portion 168a extending in the vertical direction and a wide expanded portion 168b connected to the long hole portion 168a on the upper side of the long hole portion 168 a. The lower end of the elongated hole 168a is located near the bottom 81a of the motor chamber 81. The elongated hole portion 168a overlaps the motor axis J2 when viewed in the up-down direction. The expanded portion 168b is horizontally wide with respect to the long hole portion 168 a. The expanded portion 168b is a rectangle having a horizontal direction as a longitudinal direction in a plan view. The expanded portion 168b has a lower end 168c extending in the horizontal direction. The lower end 168c is located at the above-described level 1 OL.

In the partition wall opening 168, a region located below the liquid surface of the oil O is referred to as a 1 st region S, and a region located above the liquid surface is referred to as a 2 nd region R.

Fig. 18 is a graph showing a relationship between the height of the liquid level of the oil O accumulated below the motor chamber 81 and the area of the 1 st region S in the present modification.

In the present modification, when the liquid level reaches the 1 st liquid level OL, the oil O flows out from the extended portion 168b in addition to the long hole portion 168a, and the area of the 1 st region S rapidly increases. Along with this, the flow rate of the oil O flowing from the motor chamber 81 to the gear chamber 82 via the partition wall opening 168 is rapidly increased. The 1 st liquid level OL is set lower than the lower end of the rotor 20, and therefore, a decrease in the rotational efficiency of the rotor 20 due to the flow resistance of the oil O can be suppressed.

(liquid level of oil reservoir)

As shown in fig. 1, in the 1 st oil passage 91, the pump 96 is driven to supply the oil O from the oil reservoir P to the motor 2 in the driving state of the motor 2. In addition, the 1 st oil passage 91 moves the oil O from the oil reservoir P to the 1 st reservoir 93 by the lifting of the differential device 5 in the driving state of the motor 2, and supplies the oil O to the inside of the motor 2. That is, both of the 1 st oil passage 91 and the 2 nd oil passage 92 supply the oil O from the oil reservoir P to the motor 2 in the driving state of the motor 2. Therefore, in the driving state of the motor 2, the liquid level of the oil reservoir P located in the lower region of the gear chamber 82 is lowered. Further, since the oil O supplied to the motor 2 is accumulated in the space below the motor chamber 81, the liquid level of the oil O accumulated in the area below the motor chamber 81 is raised in the driving state of the motor 2.

On the other hand, in the stopped state of the motor 2, the 1 st oil passage 91 and the 2 nd oil passage 92 stop supplying the oil O to the motor 2. Accordingly, the oil O dropped to the lower side of the motor 2 is temporarily accumulated in the lower region of the motor chamber 81, and moves to the oil reservoir P in the lower region of the gear chamber 82 through the partition opening 68. Therefore, in the stopped state of the motor 2, the liquid surface of the oil O stored in the region below the motor chamber is lowered, and the liquid surface of the oil reservoir P located in the region below the gear chamber 82 is raised.

Fig. 19 is a side view showing the arrangement of the gears located inside the gear chamber 82. In fig. 19, bearings for supporting the gear housing 62 and the shafts of the housing 6 are omitted.

As shown in fig. 19, according to the present embodiment, the height of the liquid surface of the oil O stored in the oil reservoir P varies between the upper limit height Lmax and the lower limit height Lmin by supplying the oil O to the oil passage 90 (the 1 st oil passage 91 and the 2 nd oil passage 92). As shown in fig. 1, a 1 st reservoir 93 is provided in the 1 st oil passage 91. The 2 nd oil passage 92 is provided with a 2 nd reservoir 98 and a sub-reservoir 95 (omitted from fig. 1, see fig. 14). Further, oil O is accumulated in a region below the motor chamber 81 where the 1 st oil passage 91 and the 2 nd oil passage 92 merge. In this way, a plurality of portions for accumulating the oil O are provided in the path of the 1 st oil passage 91 and the 2 nd oil passage 92. Thus, when the oil O is supplied to the motor 2, the oil O stored in the oil reservoir P moves to the reservoir or the like in the path, and the liquid level of the oil reservoir P lowers. As a result, the gears in the gear chamber 82 can be exposed from the oil O in the oil reservoir P, and the rotation efficiency of the gears can be improved.

As shown in fig. 19, the lower end of the 2 nd gear 42, which has a large diameter and is connected to the motor 2, of the pair of gears (the 2 nd gear 42 and the 3 rd gear 43) that rotate about the intermediate axis J4 is positioned below the upper limit height Lmax of the liquid surface. The lower end of the 2 nd gear 42 is located above the lower limit height Lmin of the liquid surface.

Similarly, the lower end of the 3 rd gear 43, which is connected to the differential 5 and has a small diameter, of the pair of gears (the 2 nd gear 42 and the 3 rd gear 43) that rotate about the intermediate axis J4 is positioned below the upper limit height Lmax of the liquid surface. The lower end of the 3 rd gear 43 is located above the lower limit height Lmin of the liquid surface.

The liquid surface of the oil reservoir P having the upper limit height Lmax means a state in which the motor 2 is stopped and the supply of the oil O from the oil reservoir P to the motor 2 is stopped. According to the present embodiment, in the stopped state of the motor 2, the 2 nd gear 42 and the 3 rd gear 43 can be partially immersed in the oil O in the oil reservoir P. Thus, when the motor 2 is driven, the oil O can be immediately spread over the tooth surfaces of the 2 nd gear 42 and the 3 rd gear 43, and the transmission efficiency between the gears can be improved.

The liquid surface of the oil reservoir P having the lower limit height Lmin means a state in which the motor 2 is driven under a high load and the supply of the oil O from the oil reservoir P to the motor 2 is most promoted. According to the present embodiment, since the 2 nd gear 42 and the 3 rd gear 43 are positioned above the liquid surface of the oil reservoir P in the driving state of the motor 2, it is possible to suppress a reduction in the rotation efficiency of the 2 nd gear 42 and the 3 rd gear 43 due to the flow resistance of the oil O. This can improve the driving efficiency of the motor unit 1.

The ring gear 51, which is provided in the differential unit 5 and connected to the reduction gear unit 4 and rotates about the differential axis J5, has a lower end located below the liquid surface when the upper limit height Lmax and the lower limit height Lmin of the liquid surface are set.

According to the present embodiment, at least a part of the ring gear 51 is located below the liquid surface of the oil O in the oil reservoir P regardless of the fluctuation of the liquid surface of the oil reservoir P. Therefore, even when the motor 2 is driven to lower the liquid level in the oil reservoir P, the ring gear 51 can lift the oil O from the oil reservoir P, supply the oil O to the tooth surfaces of the gears in the gear chamber 82, and improve the transmission efficiency of the torque between the gears.

(summary of oil circuit)

Referring to fig. 1, the flow of oil O in the oil passage 90 accompanying the driving of the motor unit 1 will be described.

When the motor unit 1 is mounted on a hybrid vehicle or a plug-in hybrid vehicle, the vehicle travels in any one of an engine mode in which the vehicle is driven only by an engine, a motor mode in which the vehicle is driven only by the motor 2, and a hybrid mode in which the vehicle is driven by both the engine and the motor.

In the engine mode, the motor 2 is stopped, but the differential device 5 is driven by the engine, so the oil O is lifted from the oil reservoir P. The lifted oil O accumulates in the 1 st reservoir 93, but the rotor 20 does not rotate, and therefore the oil O does not scatter toward the stator 30. In the engine mode, pump 96 is not driven, and oil O is not supplied to 2 nd oil passage 92.

In the motor mode and the hybrid mode, when the vehicle climbs a slope, the output of the motor 2 increases, and the amount of heat generated by the motor 2 increases. In such a case, the discharge amount of the pump 96 is increased to supply more oil O to the stator 30, thereby accelerating cooling. On the other hand, when the vehicle is traveling downhill (i.e., when no load is applied to the motor 2), or when the motor 2 does not reach a high-temperature state as in the case of vehicle startup or use in a cold area, the discharge rate of the pump 96 is reduced.

The 2 nd oil passage 92 can adjust the supply amount of the pump 96 to the motor 2 in accordance with the temperature of the motor 2, the driving mode of the vehicle, and the like. According to the present embodiment, the energy required for cooling the motor 2 can be made efficient. This can be achieved if the pump 96 is an electrically driven pump.

The discharge amount of the pump 96 can be managed based on temperature data detected by a temperature sensor provided in the motor 2. In addition, when the respective data such as the operation history of the vehicle, the operating state, the posture of the vehicle, the outside air temperature, and the weight of the occupant and the cargo are combined, the temperature change of the motor 2 can be predicted. Based on the predicted value of the temperature change, management may be performed so that the motor 2 does not reach a high temperature state.

According to the present embodiment, since the oil passage 90 supplies the oil O to the stator 30 from a plurality of places, the entire stator 30 can be cooled efficiently. In addition, according to the present embodiment, the oil O functions as a cooling oil and a lubricating oil. Therefore, it is not necessary to separately provide a path for the cooling oil and a path for the lubricating oil, and cost reduction can be achieved.

(countermeasure against contamination in oil passage)

The oil O used in the cooling of the motor unit 1 is used for lubrication of the differential 5 and the reduction gear 4. Therefore, contaminants such as metal powder generated by mechanical contact may be mixed into the oil O. There is a fear that the contaminants deteriorate the fluidity of the oil O in the 1 st oil passage 91 and the 2 nd oil passage 92. The contaminants are removed by periodic replacement of the oil O. Further, a means for trapping contaminants may be provided in either or both of the 1 st oil passage 91 and the 2 nd oil passage 92. For example, as shown in fig. 9, a permanent magnet 98m may be provided in the 2 nd reservoir 98 to magnetically capture contaminants and suppress diffusion of the contaminants. In this case, deterioration in the fluidity of the oil O can be suppressed.

(arrangement of axes)

The motor axis J2, the intermediate axis J4, and the differential axis J5 extend in parallel with each other in the horizontal direction. The intermediate axis J4 and the differential axis J5 are located on the lower side with respect to the motor axis J2. Therefore, the reduction gear 4 and the differential gear 5 are located below the motor 2.

When viewed from the axial direction of the motor axis J2, a line segment virtually connecting the motor axis J2 and the intermediate axis J4 is defined as a 1 st line segment L1, a line segment virtually connecting the intermediate axis J4 and the differential axis J5 is defined as a 2 nd line segment L2, and a line segment virtually connecting the motor axis J2 and the differential axis J5 is defined as a 3 rd line segment L3.

According to the present embodiment, the 2 nd line segment L2 extends in a substantially horizontal direction. That is, the intermediate axis J4 and the differential axis J5 are aligned in a substantially horizontal direction. Therefore, the reduction gear 4 and the differential gear 5 can be arranged in the horizontal direction, and the vertical dimension of the motor unit 1 can be reduced. In addition, the oil O lifted by the differential device 5 can be brought into contact with the reduction gear 4 efficiently. This makes it possible to supply the oil O to the tooth surfaces of the gears constituting the reduction gear 4 and improve the gear transmission efficiency. The diameter of the gears (the 2 nd gear 42 and the 3 rd gear 43) that rotate about the intermediate axis J4 is smaller than the diameter of the ring gear 51 that rotates about the differential axis J5. According to the present embodiment, since the 2 nd line segment L2 extends in the substantially horizontal direction, the intermediate axis J4 and the differential axis J5 are arranged in the substantially horizontal direction. Therefore, depending on the height of the liquid surface of the oil reservoir P, only the ring gear 51 is immersed in the oil reservoir P, and the 2 nd gear 42 and the 3 rd gear 43 are not immersed in the oil reservoir P. Therefore, the oil O in the oil reservoir P can be raised by the ring gear 51, and a decrease in the rotational efficiency of the 2 nd gear 42 and the 3 rd gear 43 can be suppressed.

In the present embodiment, the 2 nd line segment L2 is a direction substantially in the horizontal direction within ± 10 ° from the horizontal direction.

According to the present embodiment, the angle α formed by the 2 nd line segment L2 and the 3 rd line segment L3 is 30 ° ± 5 °. Thereby, the oil O lifted by the differential device 5 can be made to improve the transmission efficiency of the 1 st gear 41 and the 2 nd gear 42, and a desired gear ratio can be achieved.

When the angle α exceeds 35 °, it is not easy to supply the oil lifted by the differential to the gear (1 st gear) that rotates about the motor axis. Thus, there is a fear that the transmission efficiency between the 1 st gear and the 2 nd gear is lowered. On the other hand, when the angle α is made smaller than 25 °, the gear on the output side during transmission cannot be sufficiently increased, and it is difficult to achieve a desired gear ratio in the 3 axes (motor axis, intermediate axis, and differential axis).

According to the present embodiment, the 1 st line segment L1 extends in a substantially vertical direction. That is, the motor axis J2 and the intermediate axis J4 are aligned in the substantially vertical direction. Therefore, the motor 2 and the reduction gear 4 can be aligned in the vertical direction, and the horizontal dimension of the motor unit 1 can be reduced. Further, by arranging the 1 st line segment L1 in the substantially vertical direction, the motor axis J2 can be arranged close to the differential axis J5, and the oil O lifted by the differential device 5 can be supplied to the 1 st gear 41 that rotates about the motor axis J2. This can improve the transmission efficiency of the 1 st gear 41 and the 2 nd gear 42.

In the present embodiment, the 1 st line segment L1 is along the substantially vertical direction, which is within ± 10 ° from the vertical direction.

The length L1 of the 1 st segment, the length L2 of the 2 nd segment, and the length L3 of the 3 rd segment satisfy the following relationship.

L1：L2：L3＝1：1.4～1.7：1.8～2.0

The reduction ratio in the reduction mechanism from the motor 2 to the differential device 5 is 8 or more and 11 or less.

According to the present embodiment, a desired gear ratio (8 to 11) can be achieved while maintaining the positional relationship among the motor axis J2, the intermediate axis J4, and the differential axis J5 as described above.

Parking mechanism

Fig. 20 is a diagram showing a parking mechanism 7 that can be employed in the motor unit 1 of the present embodiment.

The parking mechanism 7 is effective in the case where the motor unit 1 is used for an Electric Vehicle (EV).

In a manual transmission vehicle driven by an engine, a transmission is set to a position other than neutral in addition to the operation of a side brake, and a load is applied to the engine to exert a braking action. In an automatic transmission vehicle, a transmission can be locked by setting a shift lever to a parking position in addition to operating a side brake.

On the other hand, in the electric vehicle, there is no brake mechanism for applying a brake to the vehicle other than the side brake, and therefore the parking mechanism 7 is required in the motor unit 1.

The parking mechanism 7 includes: an annular parking gear 71, a parking pawl 72, a parking lever 73, and a parking operation lever 74. The parking gear 71 is disposed coaxially with the 2 nd gear (intermediate gear) 42 and the 3 rd gear 43 and the intermediate gear. The parking gear 71 is fixed to the intermediate shaft 45. The parking pawl 72 has a projection 72a, and the projection 72a bites into a groove of the parking gear 71 to prevent rotation of the parking gear 71. The parking lever 73 is connected to the parking pawl 72, and moves the projection 72a in the radial direction of the parking gear. The parking lever 73 is connected to the parking lever 74, and drives the parking lever 73.

When the motor 2 is operated, the parking pawl 72 is retracted from the parking gear 71. On the other hand, when the shift lever is in the parking position, the parking pawl 72 bites into the parking gear 71 to prevent rotation of the parking gear 71.

The parking pawl 72 is controlled by a parking motor (not shown) connected to a parking lever. When the parking motor is used, the parking mechanism 7 can be electrically driven, and thus the components for driving the parking mechanism 7 can be simplified. In addition, when the parking motor is used, the parking pawl 72 can be driven by pushing a button or a lever, and the operability of the driver is improved. Such a mechanism is called a shift-by-wire system.

In the parking mechanism 7, a manual type may be used instead of an electric type using a shift-by-wire system. That is, the driver may mechanically pull a wire connected to the parking lever to drive the parking pawl.

According to the present embodiment, the parking mechanism 7 is provided on the intermediate shaft 45. Thus, during the transmission of torque from the motor 2 to the axle 55, the braking torque for stopping the rotation of the parking gear 71 can be reduced as compared with the case where the parking mechanism 7 is provided in the gear on the rear stage of the intermediate shaft. This makes it possible to reduce the size and weight of the parking mechanism. In addition, when the parking mechanism 7 is electrically driven, a small motor can be used as the parking motor. In addition, when the parking mechanism is manual, the burden of the operation of the driver can be reduced.

In addition, according to the present embodiment, the parking mechanism 7 is located below the reduction gear 4. Therefore, the parking pawl 72 is immersed in the oil O in the oil reservoir P, and the oil O is interposed between the parking gear 71 and the projection 72a of the parking pawl 72, so that the projection 72a can be smoothly attached and detached.

The parking mechanism 7 of the present embodiment is an example, and other conventionally known structures may be employed. The parking mechanism 7 may be arranged to apply a braking force to the shaft 21 connected to the motor 2 or the ring gear 51.

< modification 1 >

< cutting mechanism >

Fig. 21 is a partial sectional view showing a cutting mechanism 107 of the motor unit 101 of modification 1.

A modified motor unit 101 having a cutoff mechanism 107 in a transmission path of torque from the motor 2 to the axle 55 will be described as a modified example 1. The motor unit 101 of the present modification is mainly different in that a cutting mechanism 107 is provided on a shaft 121 of the motor 2. The same reference numerals are used to describe the same constituent elements as those of the above embodiment.

Cutting mechanism 107 is provided when motor unit 101 is mounted in a Hybrid Electric Vehicle (HEV) or a plug-in hybrid electric vehicle (PHV). In a hybrid vehicle or a plug-in hybrid vehicle, the vehicle travels in any one of an engine mode in which the vehicle is driven only by the engine, a motor mode in which the vehicle is driven only by the motor 2, and a hybrid mode in which the vehicle is driven by both the engine and the motor. The disconnecting mechanism 107 disconnects the power transmission mechanism (the rotor 20 of the motor 2, the reduction gear 4, and the differential 5) of the motor unit 101 from the axle 55 so that the stopped motor 2 does not become a load in the vehicle running in the engine mode.

As shown in fig. 21, in the present modification, the shaft 121 includes a 1 st shaft part 121A, a connection shaft part 121C, and a 2 nd shaft part 121B that are coaxially aligned, and a cutting mechanism 107 located between the connection shaft part 121C and the 2 nd shaft part 121B. The 1 st shaft part 121A, the connection shaft part 121C, and the 2 nd shaft part 121B are arranged in this order in the axial direction. That is, the connection shaft portion 121C is located between the 1 st shaft portion 121A and the 2 nd shaft portion 121B.

The shaft 121 is a hollow shaft having a hollow portion 122 provided therein, the hollow portion having an inner peripheral surface extending along the motor axis J2. The hollow portion 122 includes a 1 st hollow portion 122A located inside the 1 st shaft portion 121A, a 2 nd hollow portion 122B located inside the 2 nd shaft portion 121B, and a 3 rd hollow portion 122C located inside the connecting shaft portion 121C. The 1 st hollow portion 122A, the 2 nd hollow portion 122B, and the 3 rd hollow portion 122C are arranged in parallel in the axial direction and communicate with each other.

The 1 st shaft portion 121A is disposed in the motor chamber 81 of the housing space 80. The 1 st shaft portion 121A is located radially inward of the stator 30 and penetrates the rotor core 24 along the motor axis J2.

The 1 st shaft part 121A has a 1 st end part 121e located on the output side (i.e., the reduction gear 4 side).

The 1 st end 121e passes through the insertion hole 61f provided in the partition 61c from the motor chamber 81 side. The 1 st hollow portion (2 nd recess) 122A is open on the surface along the axial direction of the 1 st end 121e. The 1 st end 121e is rotatably supported by the 1 st bearing 89 held in contact with the surface of the partition wall 61c facing the motor chamber 81.

The 1 st bearing 89 is held in contact with the surface of the partition 61c facing the motor chamber 81 side, whereby the 1 st shaft part 121A can be axially aligned at the portion of the housing 6 on the motor chamber 81 side. This enables the 1 st shaft part 121A to be aligned with respect to the stator 30 with high accuracy.

The connection shaft portion 121C is disposed inside the through-insertion hole 61f. The connection shaft portion 121C is rotatably supported by a 2 nd bearing 188A held in contact with a surface of the partition 61C facing the gear chamber 82. The 2 nd bearing 188A is a ball bearing. The connection shaft portion 121C is provided with a stepped surface 121q facing the partition wall 61C side. The step surface 121q is in contact with the inner race of the 2 nd bearing 188A.

According to the present modification, the 2 nd bearing 188A is held on the surface of the partition wall 61c facing the gear chamber 82 side. Therefore, after the 1 st shaft part 121A is axially aligned, the connection shaft part 121C can be assembled to the 1 st shaft part 121A. Therefore, the assembly process of the connection shaft 121C can be simplified.

The outer diameter of the 2 nd bearing 188A is larger than the outer diameter of the 1 st bearing 89. When the cutting mechanism 107 operates, a large load is applied to the 2 nd bearing 188A in the axial direction and the circumferential direction. According to the 2 nd bearing 188A of the present modification, since the diameter thereof is larger than that of the 1 st bearing 89, sufficient strength can be secured against a load when the cutting mechanism 107 operates.

The connection shaft portion 121C has a 2 nd end portion 121f, a 3 rd end portion 121g, and a connection flange portion 121h.

The 2 nd end portion 121f protrudes toward the motor chamber 81 side. The 2 nd end portion 121f is located on the 1 st shaft portion 121A side and is connected to the 1 st end portion 121e of the 1 st shaft portion 121A. The 2 nd end 121f is housed in the 1 st hollow portion 122A opened at the 1 st end 121e. The outer peripheral surface of the 2 nd end 121f is fitted to the inner peripheral surface of the 1 st hollow part 122A. By fitting the 2 nd end 121f to the 1 st hollow portion 122A, the coupling portion between the 1 st end 121e and the 2 nd end 121f can be reduced in size in the radial direction. This ensures a space for disposing the 1 st bearing 89 radially outward of the 1 st end 121e.

The 3 rd end portion 121g protrudes toward the gear chamber 82 side. The 3 rd end portion 121g is located on the 2 nd shaft portion 121B side opposite to the 2 nd end portion 121 f. The 1 st recess 121p is provided at an end of the 3 rd end 121g in the axial direction.

The connecting flange 121h extends radially outward of the 3 rd end 121 g. The diameter of the connecting flange portion 121h is larger than the smallest diameter portion of the through insertion hole 61f.

According to the present modification, the connection shaft 121C and the 1 st shaft 121A are separate members. Therefore, after the assembly process of the motor 2, the connection shaft portion 121C is assembled to the 1 st shaft portion 121A, and the assembly can be performed in the same order as the assembly procedure in the case where the cutting mechanism 107 is not provided. Accordingly, the shape of the member other than the shaft 121 can be made the same as the case without the cutting mechanism 107. That is, according to the present modification, the components can be shared between the motor unit 101 having the cutting mechanism 107 and the motor unit 1 not having the cutting mechanism 107. Further, since the assembly procedure can be made the same regardless of the presence or absence of the cutting mechanism 107, complication of the shape of the components and increase in the number of components can be suppressed. Therefore, according to the present modification, the motor unit 101 having high versatility and low cost can be provided.

The 2 nd shaft portion 121B is disposed in the gear chamber 82 of the housing space 80.

The 2 nd shaft part 121B has a 4 th end part 121i and a 5 th end part 121j.

The 4 th end 121i is located on the 3 rd end 121g side of the connection shaft 121C. The 4 th end portion 121i and the connecting flange portion 121h of the connecting shaft portion 121C are selectively disconnected from the power transmission by the disconnecting mechanism 107.

The 4 th end 121i is received in the 1 st recess 121p provided in the 3 rd end 121 g. A needle bearing (bearing) 121n is provided in a radial gap between the 3 rd end 121g and the 4 th end 121i. That is, according to the present modification, the 2 nd shaft portion 121B is rotatably supported by the connection shaft portion 121C at the 4 th end portion 121i. Therefore, according to the present modification, when the 2 nd shaft part 121B and the connection shaft part 121C are cut by the cutting mechanism 107, stable holding can be achieved without hindering relative rotation. This effect is also exhibited when the 1 st recess for accommodating the other is provided in either the 3 rd end portion 121g or the 4 th end portion 121i via the needle bearing 121n.

In the present modification, a plurality of the needle roller bearings 121n are annularly arranged as a cylindrical member, but instead of the needle roller bearings 121n, other bearing mechanisms such as a ball bearing may be used. However, by using the needle roller bearing, the radial dimensions of the 3 rd end portion 121g and the 4 th end portion 121i can be reduced, and the motor unit 101 can be downsized.

As described above, the 1 st shaft part 121A, the connection shaft part 121C, and the 2 nd shaft part 121B are provided with the hollow parts 122 extending in the axial direction and communicating with each other. As in the above embodiment, the oil O for cooling the inside of the motor from the 2 nd shaft 121B side toward the 1 st shaft 121A side is supplied to the hollow portion 122.

According to the present modification, the connection shaft 121C and the 2 nd shaft 121B are connected via the needle bearing 121n. Therefore, the 3 rd hollow portion 122C of the connecting shaft portion 121C and the 2 nd hollow portion 122B of the 2 nd shaft portion 121B can be connected to each other. This allows the oil O to be supplied to the hollow portion 122 and used as an oil flow path.

The 5 th end 121j is located opposite the 4 th end 121i. The 5 th end is rotatably supported by a 3 rd bearing 188B held by the housing. That is, the 2 nd shaft portion 121B is supported by the 3 rd bearing 188B at the 5 th end portion 121j.

According to the present modification, the 2 nd shaft portion 121B is supported by two bearings (the needle bearing 121n and the 3 rd bearing 188B) arranged in the axial direction. Similarly, the connection shaft portion 121C is supported by two bearings (the 2 nd bearing 188A and the needle bearing 121 n) arranged in the axial direction. The 2 nd shaft part 121B and the connection shaft part 121C are rotatably supported at two points arranged in the axial direction, and can rotate stably without causing axial misalignment.

The 1 st gear 41 is provided on the outer peripheral surface of the 2 nd shaft portion 121B. The 1 st gear 41 is located between the 4 th end 121i and the 5 th end 121j. The 1 st gear 41 transmits power to the 2 nd gear 42 of the reduction gear 4. According to the present modification, the 1 st gear 41 is located between the 2 nd bearing 188A and the 3 rd bearing 188B. Therefore, the 1 st gear 41 can stably rotate with respect to the motor axis J2, and the torque generated by the motor 2 can be stably transmitted to the 2 nd gear 42.

The cutting mechanism 107 surrounds the connection flange portion 121h of the connection shaft portion 121C and the 4 th end portion 121i of the 2 nd shaft portion 121B from the outside in the radial direction. The cutting mechanism 107 uses the driving unit 175 to switch between a state in which the connection flange 121h and the 4 th end 121i are not mechanically connected and a state in which they are connected.

The cutting mechanism 107 is located between an axial end surface of the motor 2 and the 1 st gear 41 in the axial direction. The motor unit 101 adopts a 3-axis configuration of a motor axis J2, a middle axis J4, and a differential axis J5. In addition, the 3 rd gear 43 is located between the axial end face of the motor 2 and the 1 st gear 41 in the axial direction. Further, the 2 nd gear 42 rotates in synchronization with the 2 nd gear 42 connected to the 1 st gear 41. A gap larger than the thickness of the 3 rd gear 43 is provided between the axial end face of the motor 2 and the 1 st gear 41. According to the present modification, the cutting mechanism 107 is disposed between the axial end surface of the motor 2 and the 1 st gear 41. That is, the 3 rd gear 43 and the cutting mechanism 107 are disposed at positions overlapping in the axial direction. This enables effective use of the internal space of the gear chamber 82, thereby enabling downsizing of the motor unit 101.

According to this modification, the cutting mechanism is provided on the shaft 121 of the motor 2. That is, the cutoff mechanism 107 is provided in a portion where the torque is the smallest in the power transmission path from the motor 2 to the axle 55. According to this modification, the torque transmitted via the cutting mechanism 107 is small, and therefore the cutting mechanism can be downsized.

The cutting mechanism 107 of the present modification is referred to as a rotation synchronization device or a synchronization engagement mechanism. In the present modification, the cutting mechanism 107 is an example. As the cutoff mechanism, for example, a dog clutch mechanism or a multi-stage clutch mechanism may be employed.

The cutting mechanism 107 has: a sleeve 171, a clutch hub 172, a synchronizer ring 173, a key 174, and a driving portion (not shown).

The clutch hub 172 is fixed to the outer peripheral surface of the 2 nd shaft portion 121B. The clutch hub 172 rotates about the motor axis J2 together with the 2 nd shaft part 121B. An external spline is provided on the outer periphery of the clutch hub 172.

The sleeve 171 is movable in the axial direction. The sleeve 171 is spline-engaged with the external teeth of the clutch hub 172 and rotates together with the sleeve 171. Further, splines are provided on the inner circumferential surface of the sleeve 171. The spline of the sleeve 171 is fitted into a spline provided on the outer peripheral surface of the connecting flange portion 121h after the clutch hub 172 rotates in synchronization with the connecting flange portion 121h. Thereby, the 2 nd shaft part 121B and the connection shaft part 121C are connected.

The key 174 is retained to the sleeve 171. The key 174 moves axially together with the sleeve 171. The keys 174 align the phases of the splines provided on the sleeve 171 and the coupling flange portion 121h, respectively.

The synchronizer ring 173 moves axially together with the sleeve 171. The synchronizer ring 173 has a tapered surface whose inner diameter increases toward the connection flange portion 121h. On the other hand, the connection flange portion 121h is provided with a convex portion protruding toward the synchronizer ring 173 side in the axial direction. The convex portion is provided with a tapered surface facing the synchronizing ring 173. The synchronizing ring 173 and the connecting flange portion 121h are rotated in synchronization by contacting each other with their tapered surfaces.

A drive unit, not shown, is connected to the sleeve 171. The driving portion moves the sleeve 171 in the axial direction.

Fig. 22 is a schematic view showing a state in which the motor 2 and the reduction gear 4 are connected by the cutting mechanism 107, and fig. 23 is a schematic view showing a state in which the motor 2 and the reduction gear 4 are cut by the cutting mechanism 107.

As described above, the motor unit 101 having the cutting mechanism 107 is mounted on the hybrid vehicle or the plug-in hybrid vehicle. In such a vehicle, when the mode of running using only the power of the engine and the mode of running using the power of the motor 2 are switched, the driving unit 175 operates to switch between connection and disconnection between the connection shaft section 121C and the 2 nd shaft section 121B.

The control related to the cutting mechanism 107 will be explained. When the cutting mechanism 107 is switched from the cutting state to the connection state, the rotation speed of the 2 nd shaft portion 121B is first calculated from the rotation speed of the axle 55. Next, the rotation speed of the motor 2 is increased to the calculated rotation speed of the 2 nd shaft part 121B. When the rotation speed of the motor 2 increases, the sleeve is moved by the driving unit 175 to connect the 2 nd shaft unit 121B and the connection shaft unit 121C. Then, the position at which the connection between the 2 nd shaft part 121B and the connection shaft part 121C is completed is calculated from the cumulative rotational speed of the driving part 175. Finally, the rotation speed of the detection motor 2 is the same as the rotation speed of the 2 nd shaft part 121B calculated from the rotation speed of the axle 55, and it is finally determined that the engagement state is completed.

< control >

The motor 2 of the motor unit 1, the pump 96, the drive unit 175 of the shut-off mechanism 107, and the parking motor of the parking mechanism 7 are controlled one-dimensionally by a Micro Control Unit (MCU). The micro control unit may be provided integrally with the motor unit 1 or may be provided externally.

Mounting on vehicle

The motor unit 1 can be applied to any one of a Hybrid Electric Vehicle (HEV), a plug-in hybrid electric vehicle (PHV), and an Electric Vehicle (EV). The motor unit 1 is not limited to a passenger car, and can be applied to a truck (truck) or the like. The motor unit 1 may be mounted on either the front side or the rear side of the vehicle, and is preferably mounted on the rear side. Since the motor unit 1 of the present embodiment has a small vertical dimension, it can be compactly installed even on the rear side where the installation space is limited due to the restrictions on the cargo room and the minimum ground clearance.

While the embodiment and the modification of the present invention have been described above, the respective configurations and combinations thereof in the embodiment are examples, and additions, omissions, substitutions, and other modifications of the configurations can be made without departing from the scope of the present invention. The present invention is not limited to the embodiments.

Claims

1. A motor unit having:

a motor;

a plurality of gears that transmit torque of the motor;

a housing provided with a housing space in which the motor and the plurality of gears are housed;

an oil reservoir provided in a region below the storage space in the vertical direction; and

an oil passage for supplying the oil from the oil reservoir to the motor and recovering the oil from the oil reservoir again,

the housing is provided with a partition wall which is provided with a plurality of partition walls,

the partition wall divides the housing space into a motor chamber housing the motor and a gear chamber housing the plurality of gears,

a partition opening for communicating the gear chamber with the motor chamber is provided in the partition,

the bottom of the motor chamber is located at the upper side of the bottom of the gear chamber,

the oil reservoir is provided in a region below the gear chamber,

an electric pump is provided in a path of the oil passage,

the oil passage connects the oil reservoir to the electric pump and connects the electric pump to the motor chamber.

2. The motor unit according to claim 1,

a cooler is provided in a path of the oil passage.

3. The motor unit according to claim 2,

the electric pump and the cooler are fixed to an outer peripheral surface of the housing.

4. The motor unit according to claim 3,

the electric pump and the cooler are arranged in the up-down direction,

the cooler is located on an upper side of the electric pump,

the cooler overlaps with the electric pump when viewed in a vertical direction.

5. The motor unit according to any one of claims 1 to 4,

at least a portion of the oil passage passes through the inside of the wall portion of the housing.

6. The motor unit according to claim 5,

the oil passage has a 1 st flow path connecting the oil reservoir and the electric pump,

the 1 st flow path passes through the inside of a portion of the wall portion located on a lower side of the motor.

7. The motor unit according to claim 5,

a cooler is provided in a path of the oil passage,

the oil passage has a 2 nd flow path connecting the electric pump and the cooler,

the 2 nd flow path passes through the inside of a portion of the wall portion located on the horizontal direction side of the motor.

8. The motor unit according to claim 5,

a cooler is provided in the path of the oil passage,

the oil passage has a 3 rd flow passage connecting the cooler and the motor chamber,

the 3 rd flow path passes through the inside of a portion of the wall portion located on the upper side of the motor.

9. The motor unit according to any one of claims 1 to 4,

a plurality of said gears constitute a reduction gear and a differential gear,

the 1 st flow path has a 1 st end and a 2 nd end,

the 1 st end is located upstream of the 2 nd end in the 1 st channel,

the 1 st end portion opens into the housing space below the differential device.

10. The motor unit according to any one of claims 1 to 4,

the lower end of the partition wall opening is located below the lower end of the motor.

11. The motor unit according to claim 9,

the housing has a peripheral wall portion having a cylindrical shape along an outer peripheral surface of the motor,

a recess recessed radially outward is provided on an inner peripheral surface of the peripheral wall portion,

the recess extends in the axial direction and,

at least a portion of the partition wall opening opens within the recess.