JP2016178822A - Vehicle drive device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle drive device capable of satisfactorily performing temperature rising of an oil during warming-up and cooling during traveling.SOLUTION: The vehicle drive device comprises: a motor 12; a housing 15 in which the motor 12 is accommodated; and a reduction gear that is disposed within the housing 15, reduces rotations of a rotary shaft 21 of the motor 12 by engaging a plurality of gears and outputs the reduced rotations as a power source of a vehicle. An oil cooling mechanism scrapes an oil O in an oil tank 34 which is formed by the housing 15 and of which the outer surface is exposed under traveling winds, with rotations of the gears of the reduction gear and returns the oil to the oil tank 34 via the motor 12. Oil contact fins 41 are provided which extend from a portion between the motor 12 and the oil tank 34 in the housing 15 into the oil O in the oil tank 34.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a vehicle drive device.

  There is a technique for cooling a motor with a cooling refrigerant in a vehicle including the motor (for example, Patent Document 1). Specifically, in Patent Document 1, a configuration in which motor cooling oil is sprung up along with rotation of a counter driven gear and a differential gear accompanying rotation of a rotor of an electric motor and the motor cooling oil is poured onto an upper portion of a stator coil via an oil catch plate. Is disclosed.

JP 2007-245946 A

  By the way, in the case where the oil is lifted up by the rotation of the rotating shaft of the motor and the motor is cooled with the picked up oil, the oil viscosity is high at low temperature when starting the motor, and the motor for lifting the oil Since the rotational speed becomes high, the start of cooling with oil is delayed. Further, it is necessary to efficiently cool the vehicle during traveling.

  An object of the present invention is to provide a vehicle drive device capable of satisfactorily raising the temperature of oil during warm-up and cooling during running.

  According to the first aspect of the present invention, the motor, the housing that houses the motor, and the housing are arranged, and the rotation of the rotating shaft of the motor is reduced by meshing a plurality of gears to serve as a power source for the vehicle. Oil cooler which is formed by the speed reducer and the outer surface of the oil tank formed by the housing and is exposed to the driving wind is pumped up along with the rotation of the gear of the speed reducer and returned to the oil tank via the motor. An oil contact fin extending from a portion of the housing between the motor and the oil tank into the oil in the oil tank.

  According to the first aspect of the present invention, the oil in the oil tank is lifted up with the rotation of the gear of the speed reducer and returned to the oil tank via the motor. The oil tank is formed by a housing, and the outer surface is exposed to traveling wind. Oil contact fins extend from the part of the housing between the motor and the oil tank into the oil in the oil tank. During warm-up, the heat generated by the motor passes through the oil contact fins and oil in the oil tank. The oil is heated up early. On the other hand, during running, the oil is heated to high temperature by the heat generated by the motor, and the oil heat in the oil tank is transmitted to the oil tank via the oil contact fin, and is exchanged with the running wind in the oil tank for heat dissipation. The As a result, it is possible to satisfactorily perform the temperature rise of the oil during warm-up and the cooling during traveling.

As described in claim 2, in the vehicle drive device described in claim 1, it is preferable that an outside air contact fin is provided on the outer surface of the oil tank.
According to a third aspect of the present invention, the vehicle drive apparatus according to the first or second aspect may further include a warm-up control unit that energizes the motor coil with a current that does not contribute to torque during warm-up.

  As described in claim 4, in the vehicle drive device according to any one of claims 1 to 3, the oil contact fins may have a plate shape.

  ADVANTAGE OF THE INVENTION According to this invention, the temperature rise of the oil at the time of warming up and the cooling at the time of driving | running | working can be performed favorably.

The schematic diagram of the vehicle drive device of embodiment. The perspective view of a vehicle drive device. Sectional drawing of a vehicle drive device (sectional drawing in the site | part corresponding to the AA line of FIG. 5). The left view of the vehicle drive device in the state where the left cover member was removed. The right view of the vehicle drive device in the state where the right cover member was removed. The circuit block diagram of an inverter apparatus. (A), (b) is a left view of the vehicle drive device in the state which removed the left cover member for demonstrating an effect | action.

DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, an embodiment of the invention will be described with reference to the drawings.
As shown in FIGS. 1 and 2, the vehicle drive device 10 is mounted on a vehicle 11 and attached to a vehicle body. As shown in FIG. 3, the vehicle drive device 10 includes a motor 12 and a speed reducer 13. In the vehicle drive device 10, a motor 12 and a speed reducer 13 are integrated, and the output of the motor 12 is decelerated by the speed reducer 13 and transmitted to the axle 14 to be used for traveling of the vehicle 11. The motor 12 is a permanent magnet synchronous motor.

  As shown in FIG. 3, the vehicle drive device 10 includes a housing 15 that forms the outer shape thereof. The housing 15 is made of a material having heat conductivity, and is made of, for example, a metal material (for example, aluminum). Further, as shown in FIG. 2, the housing 15 is provided with an axle hole 16 that penetrates in the vehicle left-right direction X and through which the axle 14 is inserted.

  As shown in FIG. 3, the housing 15 includes a main body portion 17 that opens in the vehicle left-right direction X, and a right cover member 18 and a left cover member 19 that are attached to the main body portion 17 from the vehicle left-right direction X. . A sealed space is formed by assembling the main body 17 and the cover members 18 and 19. 4 is a left side view with the left cover member 19 removed, and FIG. 5 is a right side view with the right cover member 18 removed.

  As shown in FIG. 3, the right cover member 18 of the housing 15 has a mounting projection 18 a at the top. The mounting protrusion 18a has a horizontally extending plate shape and protrudes to the right. Similarly, the left cover member 19 of the housing 15 has a mounting projection 19a at the top. The mounting protrusion 19a has a horizontally extending plate shape and protrudes to the left.

As shown in FIG. 3, the housing 15 has a motor accommodating portion 20. The motor 12 is accommodated in the motor accommodating portion 20.
As shown in FIG. 3, the motor 12 has a columnar shape with the vehicle left-right direction X as an axial direction as a whole. The motor 12 includes a rotor (rotor) 22 that rotates integrally with the rotating shaft 21, and a stator (stator) 23 provided on the outer peripheral side of the rotor 22. The rotor 22 is a rotor in which a permanent magnet Mg is embedded. The rotating shaft 21 extends in the vehicle left-right direction X and is supported by the housing 15 via a bearing 24 provided in the motor housing portion 20. For this reason, the rotation shaft 21 is rotatable about the vehicle left-right direction X, and the rotor 22 is disposed in a state of being rotatably supported in the housing 15.

  The stator 23 includes a cylindrical stator core 25 and a coil 26 wound around teeth, and has a cylindrical shape as a whole. In the stator 23, a coil 26 is wound around a stator core 25 fixed in the housing 15, and coil ends 27 a and 27 b protrude from end surfaces 25 a and 25 b of the stator core 25. The stator 23 is disposed at a position where the inner peripheral surface of the stator core 25 faces the outer peripheral surface of the rotor 22. In this case, the end surfaces 25 a and 25 b of the stator core 25 in the vehicle left-right direction X are opposed to the cover members 18 and 19 of the housing 15. The vehicle longitudinal direction Y is a direction orthogonal to the axial direction of the stator 23 and the vertical direction Z. Further, there is a slight gap between the inner peripheral surface of the stator core 25 and the outer peripheral surface of the rotor 22.

  As shown in FIGS. 3 and 4, the coil end 27 a protrudes from the end face 25 a on the counter-output side of the rotating shaft 21 in the stator core 25. The coil end 27 a is disposed below the base portion of the mounting projection 19 a extending in the axial direction of the rotor 22. As shown in FIG. 3, the coil end 27 b protrudes from the end face 25 b on the output side of the rotating shaft 21 in the stator core 25.

  The stator core 25 is fixed to the housing 15 by being screwed into a screw hole provided in the housing 15 with the bolt 28 (see FIGS. 3 and 4) inserted therein. It should be noted that the bolts 28 are provided at three locations almost evenly in the circumferential direction.

  As shown in FIG. 3, the speed reducer 13 is disposed in the housing 15. The reduction gear 13 is a three-axis vertical transmission, and includes an input gear 29, a counter gear 30, and a diff ring gear 31. The gears 29, 30, and 31 are arranged in the vertical direction (up and down) while being rotatably supported by bearings. The input gear 29 is attached to the output end of the rotating shaft 21 that protrudes outside the motor housing portion 20. The input gear 29 is engaged with the first gear 30 a of the counter gear 30. A diff ring gear 31 is engaged with the second gear 30 b of the counter gear 30. The differential ring gear 31 is attached to the axle 14.

  The gears 29, 30, and 31 are rotated by the rotation of the rotating shaft 21 of the motor 12, and the rotation is decelerated and transmitted to the axle 14. That is, the speed reducer 13 decelerates the rotating shaft 21 (output) of the motor 12 by meshing the three gears 29, 30, and 31.

  Thus, the speed reducer 13 arranged in the housing 15 decelerates the rotation of the rotating shaft 21 of the motor 12 by meshing the plurality of gears 29, 30, 31 and outputs it as a power source of the vehicle 11.

  Further, the vehicle drive device 10 of the present embodiment includes an oil cooling mechanism 32 for cooling the heat generating portions such as the stator 23 and the like, particularly the coil ends 27a and 27b. The oil cooling mechanism 32 cools by oil scooping.

The oil cooling mechanism 32 will be described in detail.
As shown in FIG. 4, an oil tank 34 and a catch tank 35 are formed by the housing 15. The oil tank 34 is disposed below the motor housing 20 and stores oil (cooling oil) O. Further, the lower surface and the front surface, which are outer surfaces, of the oil tank 34 are exposed to the outside air, and the lower surface and the front surface, which are outer surfaces of the oil tank 34, are exposed to traveling wind. The motor housing 20 and the tanks 34 and 35 are integrated.

  As shown in FIG. 5, a part of the diff ring gear 31 is immersed in the oil O of the oil tank 34. For this reason, when each gear 29,30,31 rotates, the oil O of the oil tank 34 is lifted up.

  In addition, in the housing 15, a guide channel 37 that guides the oil O that has been scraped up to the motor housing 20 is provided. In FIG. 5, the guide passage 37 is disposed in the vehicle front direction of the first gear 30 a and the input gear 29, and communicates to the upper side of the motor housing portion 20. Guide to the top of the.

  The catch tank 35 is formed in the upper part of the motor housing portion 20 of the housing 15. As shown in FIG. 3, the catch tank 35 extends in the left-right direction X of the vehicle, and oil O is supplied from the guide passage 37 to the right end. The catch tank 35 has oil O supply holes (cooling oil dropping holes) 36 a and 36 b derived from the oil tank 34. The supply holes 36 a and 36 b are opened in the ceiling surface 20 a of the motor housing portion 20.

  As shown in FIG. 3, the motor housing portion 20 is provided with an oil reservoir 38 in which the oil O that has flowed down is stored. The oil reservoir 38 is partitioned by a partition wall 38 a that separates the motor housing portion 20 and the oil tank 34. A part of the stator 23, specifically, a part of the stator core 25 and a part of the coil 26 are immersed in the oil O stored in the oil reservoir 38.

  As shown in FIG. 4, the oil tank 34 is disposed below the stator 23 and the oil reservoir 38. The housing 15 is connected to the oil reservoir 38 and the oil tank 34, and is provided with a bypass passage 39 (see FIG. 3) through which the oil O flows. The bypass channel 39 is provided in the left cover member 19 and extends in the vertical direction Z. Oil O flows from the oil reservoir 38 to the oil tank 34 through the bypass passage 39.

  Further, as shown in FIG. 3, a plurality of outside air contact fins 40 are arranged in parallel on the outer surface of the oil tank 34. More specifically, as shown in FIGS. 2 and 4, each outside air contact fin 40 extends from the lower surface of the outer surface of the oil tank 34 along the front surface, and the lower side of the fin 40 is denoted by reference numeral 40 a. In addition, the front side of the fin 40 is indicated by reference numeral 40b. The running air hits these outside air contact fins 40 (40a, 40b), and the oil O stored in the oil tank 34 is cooled.

  As shown in FIG. 3, when the oil O in the oil tank 34 is swept up by the rotation of the gears 29, 30, 31, the swollen oil O flows through the guide passage 37 and is caught in the catch tank 35. From the supply holes 36a and 36b.

  As shown in FIG. 3, the supply hole 36a of the catch tank 35 is provided above the coil end 27a protruding from the end face 25a of the stator core 25, and the oil O is dropped onto the coil end 27a. The supply hole 36b of the catch tank 35 is provided above the coil end 27b protruding from the end face 25b of the stator core 25, and oil O is dropped onto the coil end 27b.

  In this way, the catch tank 35 drops the oil O of the oil tank 34 that has been lifted along with the rotation of the gears 29, 30, and 31 of the speed reducer 13 onto the heat generating portion of the motor 12. The dropped oil O is returned to the oil tank 34 through the oil reservoir 38.

  As shown in FIGS. 3 and 4, an oil tank 34 is defined in the housing 15 below the oil reservoir 38, and a plate-like shape is formed from the lower surface of the portion (partition wall 38 a) constituting the oil reservoir 38 in the housing 15. An oil contact fin (rib) 41 formed extends downward. The lower end of the oil contact fin (rib) 41 reaches the bottom surface of the oil tank 34, and the oil contact fin 41 and the oil tank 34 are connected to each other, so that the lower end of the oil contact fin 41 is connected to the oil tank 34. A heat transfer path is formed. In the present embodiment, as shown in FIG. 4, three plate-like oil contact fins (ribs) 41 are provided side by side. Further, as shown in FIG. 3, the plate-like oil contact fin 41 extends in the axial direction (X direction) of the motor 12.

  Thus, the oil contact fins (ribs) 41 extending from the portion of the housing 15 between the motor 12 and the oil tank 34 into the oil O of the oil tank 34 are provided. Therefore, at the time of warming up at the time of starting, the heat generated by the motor 12 is transmitted to the oil O of the oil tank 34 via the oil contact fins 41. Further, during traveling, the heat of the oil O in the oil tank 34 that has become high temperature due to the heat generated by the motor 12 is transmitted to the oil tank 34 via the oil contact fins 41. As a result, heat is exchanged with the traveling wind in the oil tank 34.

FIG. 6 shows a configuration of an inverter device 70 provided in the vehicle drive device 10, and the motor 12 is controlled by the inverter device 70.
As shown in FIG. 6, the inverter device 70 includes an inverter circuit 71 and an inverter control device 72. The inverter control device 72 includes a drive circuit 73 and a PWM control unit 74.

  The inverter circuit 71 has six switching elements Q1 to Q6 and six diodes D1 to D6. IGBTs are used as the switching elements Q1 to Q6. A switching element Q1 constituting the U-phase upper arm and a switching element Q2 constituting the U-phase lower arm are connected in series between the positive electrode bus and the negative electrode bus. A switching element Q3 constituting the V-phase upper arm and a switching element Q4 constituting the V-phase lower arm are connected in series between the positive electrode bus and the negative electrode bus. Between the positive electrode bus and the negative electrode bus, a switching element Q5 constituting the W-phase upper arm and a switching element Q6 constituting the W-phase lower arm are connected in series. Diodes D1 to D6 are connected in reverse parallel to the switching elements Q1 to Q6. A battery 76 as a DC power source is connected to the positive and negative buses via a smoothing capacitor 75.

  The U-phase terminal of the motor 12 is connected between the switching element Q1 and the switching element Q2. The switching element Q3 and the switching element Q4 are connected to the V-phase terminal of the motor 12. The switching element Q5 and the switching element Q6 are connected to the W-phase terminal of the motor 12. The inverter circuit 71 having the switching elements Q1 to Q6 constituting the upper and lower arms can convert the DC voltage that is the voltage of the battery 76 into an AC voltage and supply it to the motor 12 in accordance with the switching operation of the switching elements Q1 to Q6. It can be done.

  A drive circuit 73 is connected to the gate terminals of the switching elements Q1 to Q6. Drive circuit 73 performs switching operation of switching elements Q1 to Q6 of inverter circuit 71 based on the control signal.

  The motor 12 is provided with a position detector 77, and the position detector 77 detects the electrical angle θ as the rotational position of the motor 12. The current sensor 78 detects the U-phase actual current value Iu of the motor 12. The current sensor 79 detects the W-phase actual current value Iw of the motor 12.

The PWM control unit 74 includes a torque / command current value conversion unit 80, subtraction units 81 and 82, a current control unit 83, coordinate conversion units 84 and 85, and a PWM generation unit 86.
The coordinate conversion unit 84 obtains the V-phase actual current value Iv of the motor 12 from the U-phase actual current value Iu and the W-phase actual current value Iw obtained by the current sensors 78 and 79, and sets the electrical angle θ detected by the position detection unit 77. Based on the U-phase actual current value Iu, the V-phase actual current value Iv, and the W-phase actual current value Iw to the d-axis actual current value (excitation component current value) Id and the q-axis actual current value (torque component current value) Iq. Convert. The d-axis actual current value (excitation component current value) Id is a current vector component for generating a field in the current flowing through the motor 12, and the q-axis actual current value (torque component current value) Iq is the motor 12. Is a current vector component for generating torque.

  The torque / command current value converter 80 converts a torque command value Tref input from the outside into a d-axis command current value Id * and a q-axis command current value Iq *. For example, the torque / command current value conversion unit 80 is a table in which a torque command value Tref, a d-axis command current value Id *, and a q-axis command current value Iq * stored in advance in a storage unit (not shown) are associated with each other. Is used to convert torque / command current value.

  The subtraction unit 81 calculates a difference ΔId between the d-axis command current value Id * and the d-axis actual current value Id. The subtracting unit 82 calculates a difference ΔIq between the q-axis command current value Iq * and the q-axis actual current value Iq. Current controller 83 calculates d-axis command voltage value Vd * and q-axis command voltage value Vq * as control values based on difference ΔId and difference ΔIq. The coordinate conversion unit 85 converts the d-axis command voltage value Vd * and the q-axis command voltage value Vq * into command voltage values Vu *, Vv *, and Vw * based on the electrical angle θ detected by the position detection unit 77. To do.

  The PWM generator 86 turns on and off the switching elements Q1 to Q6 of the inverter circuit 71 based on the comparison result between the triangular wave that is a reference and the command voltage values Vu *, Vv *, and Vw * by PWM control. A PWM control signal is output.

  That is, the PWM control unit 74 determines the d-axis actual current value (excitation component current value) in the motor 12 based on the current of each phase of U, V, and W (actual current values Iu, Iv, Iw) flowing through the motor 12. The switching elements Q1 to Q6 provided in the current path of the motor 12 are controlled so that the q-axis actual current value (torque component current value) becomes the target value. A signal from the PWM generator 86 is sent to the drive circuit 73.

  The inverter control device 72 serving as a warm-up control means supplies a current that does not contribute to torque by supplying a d-axis current to the coil 26 of the motor 12 during warm-up. Specifically, an advance angle controller 87 is provided.

  The advance angle controller 87 is connected to an oil flow rate sensor (oil amount sensor) 88. The flow rate sensor 88 is attached to the oil passage of the catch tank 35 and detects the oil flow rate of the catch tank 35. The advance control unit 87 obtains the V-phase actual current value Iv of the motor 12 from the U-phase actual current value Iu and the W-phase actual current value Iw by the current sensors 78 and 79, and calculates the motor torque from the current values Iu, Iv, and Iw. calculate. The advance angle controller 87 detects the motor rotation speed based on the electrical angle θ detected by the position detector 77. The advance angle controller 87 is connected to the torque / command current value converter 80, and the advance angle controller 87 outputs an advance angle command to the torque / command current value converter 80.

  The advance angle control unit 87 switches between the control for deteriorating the efficiency and the normal control according to the flow rate of the oil O in the catch tank 35 detected by the flow rate sensor 88, the rotational speed of the motor 12, and the torque of the motor 12. Specifically, when oil is not coming before oil cooling (when the oil is low temperature, viscosity is high, and oil is not sufficiently lifted up), current and lead angle are calculated from the current motor torque and motor speed. The efficiency deterioration control is performed and the efficiency is low, but the motor current is increased, and the oil is easily heated by the heat of the motor 12 so that the oil is easily swept up. When oil comes in the catch tank 35, normal efficient control is performed.

  2, a flow path for the cooling water L is formed as indicated by a one-dot chain line. For example, in FIG. 3, a flow path 45 through which the cooling water L passes is formed in the left cover member 19. When the cooling water L passes through, the housing 15 and the like are cooled.

Next, the operation of the vehicle drive device 10 will be described.
The vehicle drive device 10 is an integrated power take-off unit (powertrain unit) in which a motor 12 and a speed reducer 13 are integrated. The vehicle drive device 10 includes an oil cooling mechanism 32 having a motor 12, a speed reducer 13, an oil tank 34, and a catch tank 35 as functional components.

  A speed reducer 13 for reducing the motor output is disposed inside the housing 15 and is filled with oil O to the vicinity of the center axis of the diff ring gear 31 as shown in FIG. 5, and the gears 29, 30, 31 of the speed reducer 13 are rotated. Thus, the oil O is agitated, and the motor 12 is cooled and the bearing 24 is lubricated.

The stirring of the oil O is performed by the rotation of the gears 29, 30 and 31 of the speed reducer 13 provided in the vehicle drive device 10.
In the vehicle drive device 10 of FIG. 3, a stirring flow of the oil (cooling oil) O is shown by a one-dot chain line, and a stirring path of the oil O is shown by a one-dot chain line in FIG.

  The oil O in the oil tank 34 is lifted up to the catch tank 35 as the gears 29, 30, 31 rotate, and the oil O in the catch tank 35 is suspended from the supply holes 36 a, 36 b to be used for cooling the motor 12. Is done. That is, in FIG. 5, the oil O charged to the vicinity of the center of the diff ring gear 31 is stirred clockwise (CW direction) as the diff ring gear 31 rotates, and is filled in the oil receiving portion 50 of the counter gear chamber. The oil O is agitated counterclockwise (CCW direction) as the counter gear 30 rotates, and is sent to the catch tank 35 located at the top of the vehicle drive device 10. The oil O sent to the catch tank 35 is supplied to the motor coil ends 27a and 27b and the motor 12 is cooled and the bearing 24 is lubricated.

Thus, the oil O in the oil tank 34 is lifted up with the rotation of the gears 29, 30, 31 of the speed reducer 13 and returned to the oil tank 34 via the motor 12.
When the speed reducer 13 has a three-axis vertical arrangement, when the oil cooling is started, the lift of the scraper for performing the oil agitation is large. Therefore, if the speed of the speed reducer 13 is not large, the oil circulation is performed. Can not do it.

  The advance angle control unit 87 of the inverter device 70 of FIG. 6 is configured so that the flow rate of the oil O in the catch tank 35 detected by the flow rate sensor 88, the number of rotations of the motor 12, and the torque of the motor 12 In response to this, control is performed to deteriorate the efficiency. That is, when the flow rate of the oil O in the catch tank 35 is smaller than a threshold value (for example, no oil is coming), the control of deteriorating the motor efficiency is executed to promote the heating of the motor 12.

  The flow of heat during warm-up at the time of start-up will be described using FIG. 7A, and the flow of heat during travel will be described using FIG. 7B. FIGS. 7A and 7B schematically show the lower part of the vehicle drive device 10 in FIG. 4, and the internal heat transfer is indicated by a one-dot chain line.

  As shown in FIG. 3, in the vehicle drive device 10, that is, a power train unit in which the motor 12 and the speed reducer 13 are integrated, the oil O is lifted up from the oil tank 34 to the upper portion of the motor using the gears 29, 30, and 31. . When oil O is dropped on the coil ends 27a and 27b of the stator 23 and the oil O is circulated to the oil tank 34, oil contact fins (ribs) extending from the stator 23 side to the oil tank 34 as shown in FIG. ) 41 improves heat transfer performance between the motor 12 and the housing 15 and the oil O.

  Referring to FIG. 7A, when warming up at the time of start-up, the coil 26 is energized to raise the temperature of the stator 23. The heat generated by the motor 12 is transmitted to the oil O in the oil tank 34 via the housing 15 and the oil contact fins 41. As a result, the temperature of the oil O rises and the temperature of the oil O is raised earlier compared to the case where the oil contact fins 41 are not provided.

  On the other hand, as shown in FIG. 7B, the oil O becomes hot due to the heat generated by the motor 12 during traveling. Compared to the case where there is no oil contact fin 41, the heat of the oil O is more easily transmitted to the outside air contact fin 40, so that the heat of the oil O in the oil tank 34 is transferred to the oil tank 34 via the oil contact fin 41. The heat is exchanged with the traveling wind (outside air) in the oil tank 34 (using the outside air contact fins 40) to dissipate heat. That is, the temperature of the oil O is lowered by applying the traveling wind.

  As a result, the oil O used for gear lubrication and motor cooling becomes low temperature and high viscosity at start-up, and becomes high temperature due to heat generated by the motor during running. That is, it is possible to raise the temperature of the oil O by raising the motor temperature when warming up at the time of starting. In other words, for example, when the temperature of the oil O is 20 ° C., the viscosity of the oil O is too high to be 4000 rpm, so that it cannot be fried up, but in this embodiment, the temperature of the oil O is set to 60 ° C. at an early stage of 2000 rpm. It becomes possible to carry out the frying, and oil cooling is started at an early stage. Further, as shown in FIG. 1, during traveling, the traveling wind can be applied to the front and lower surfaces of the oil tank 34 from the lower side of the oil tank to release the heat of the oil O, and cooling during traveling can be performed satisfactorily. Excellent. Therefore, the temperature adjustment of the oil O can be performed only by changing the structure of the housing in which the fins 40 and 41 are used. Further, the temperature of the oil O can be adjusted in the same shape as the housing without using an external device.

According to the above embodiment, the following effects can be obtained.
(1) As a configuration of the vehicle drive device 10, the motor 12, the housing 15 in which the motor 12 is housed, and the housing 15 are arranged. And a speed reducer 13 that decelerates the rotation and outputs it as a power source of the vehicle. The oil cooling mechanism 32 further includes an oil cooling mechanism 32 that is formed by the housing 15 and whose outer surface is exposed to the running wind. The oil cooling mechanism 32 rotates the gears 29, 30, and 31 of the speed reducer 13. It is lifted up and returned to the oil tank 34 via the motor 12. Oil contact fins 41 extending from the portion of the housing 15 between the motor 12 and the oil tank 34 into the oil O of the oil tank 34 are provided.

  Therefore, at the time of warming up, heat generated by the motor 12 is transmitted to the oil O in the oil tank 34 via the oil contact fins 41, and the temperature of the oil O is raised quickly. That is, when the motor 12 is swept up by the rotation of the rotating shaft 21 of the motor and the motor 12 is cooled with the swirled oil O, the viscosity of the oil O is high and the oil O is fried up when the temperature of the motor 12 is low. Therefore, there is a concern that the motor rotation speed for the oil increases, and the start of cooling by the oil O is delayed. In the present embodiment, the oil O in the oil tank 34 can be quickly heated by the heat generated by the motor 12 using the oil contact fins 41 and the cooling by the oil O can be started early. On the other hand, during traveling, the oil O is heated to a high temperature by the heat generated by the motor 12, and the heat of the oil O in the oil tank 34 is transmitted to the oil tank 34 via the oil contact fins 41, and the traveling wind is generated in the oil tank 34. Heat is exchanged with the heat. As a result, it is possible to satisfactorily perform the temperature rise of the oil O during warm-up and the cooling during traveling.

(2) Since the outside air contact fins 40 are provided on the outer surface of the oil tank 34, heat exchange with the traveling wind is efficiently performed.
(3) Since the inverter control device 72 is provided as a warm-up control means for supplying a current that does not contribute to the torque to the coil 26 of the motor 12 during warm-up, it is preferable for heating the motor coil 26 during warm-up. It becomes.

(4) The oil contact fin 41 is plate-like and practical.
The embodiment is not limited to the above, and may be embodied as follows, for example.
-Although the permanent magnet synchronous motor was used as a motor in the said embodiment, the kind of motor is not ask | required. For example, an induction motor or the like may be used.

  Any method may be used in which the d-axis current is supplied to the coil 26 of the motor 12 so as not to contribute to the torque during warm-up.

  DESCRIPTION OF SYMBOLS 10 ... Vehicle drive device, 11 ... Vehicle, 12 ... Motor, 13 ... Reduction gear, 15 ... Housing, 21 ... Rotating shaft, 29 ... Gear, 30 ... Gear, 31 ... Gear, 32 ... Oil cooling mechanism, 34 ... Oil tank , 40 ... Fins for contact with outside air, 41 ... Fins for contact with oil, 72 ... Inverter control device, O ... Oil.

Claims (4)

A motor,
A housing containing the motor;
A speed reducer disposed within the housing and decelerating the rotation of the rotating shaft of the motor by meshing a plurality of gears, and outputting as a power source of the vehicle;
An oil cooling mechanism that is formed by the housing and whose outer surface is exposed to running wind, the oil cooling mechanism that lifts the oil in accordance with the rotation of the gear of the speed reducer and returns the oil to the oil tank via the motor;
With
A vehicle drive device comprising an oil contact fin extending from a portion of the housing between the motor and the oil tank into the oil of the oil tank.   2. The vehicle drive device according to claim 1, wherein an outside air contact fin is provided on an outer surface of the oil tank.   The vehicle drive apparatus according to claim 1, further comprising a warm-up control unit configured to energize a coil of the motor with a current that does not contribute to torque during warm-up.   The vehicle drive device according to claim 1, wherein the oil contact fin has a plate shape.