JP2020174478A - Driving device - Google Patents

Abstract

To provide a driving device having a structure which can inhibit occurrence of failure in driving of an electric oil pump while inhibiting increase of the number of components.SOLUTION: A driving device rotates an axle of a vehicle and includes: a motor; a speed reducer connected to the motor; a differential gear which is connected to the motor through the speed reducer and rotates the axle around a differential axis; a housing which has a motor housing part, in which the motor is housed, and a gear housing part, in which the speed reducer and the differential gear are housed, and stores an oil therein; an oil cooler 70 which is located outside the housing and cools the oil stored within the housing; and an electric oil pump 96 which sends the oil stored within the housing to the motor. The electric oil pump has a connector part 96d located outside the housing. The oil cooler overlaps with at least a part of the connector part when viewed along an anteroposterior direction orthogonal to an axial direction and a vertical direction of the differential axis.SELECTED DRAWING: Figure 5

Description

The present invention relates to a drive device.

A drive device that is mounted on a vehicle and contains oil inside a case is known. For example, Patent Document 1 describes a driving device for a hybrid vehicle.

International Publication No. 2012/043307

In the above-mentioned drive device, an electric oil pump may be provided to send oil to the motor. In this case, the electric oil pump is provided with a connector portion for connecting a power source. The connector portion may be arranged outside the case, for example, to facilitate connection with a power supply. However, in this case, there is a possibility that an impact is applied to the drive device and the connector portion is damaged by flying stones or the like, causing a problem in driving the electric oil pump. On the other hand, it is conceivable to provide a member for protecting the connector portion, but there is a problem that the number of parts of the drive device increases.

In view of the above circumstances, one object of the present invention is to provide a drive device having a structure capable of suppressing an increase in the number of parts and suppressing a malfunction in driving an electric oil pump.

One aspect of the drive device of the present invention is a drive device for rotating an axle of a vehicle, which is a motor, a speed reducer connected to the motor, and the axle connected to the motor via the speed reducer. It has a differential device that rotates around a differential shaft, a motor accommodating portion that internally accommodates the motor, a speed reducing device, and a gear accommodating portion that internally accommodates the differential device, and oil is contained therein. The housing is provided, an oil cooler located outside the housing for cooling the oil contained in the housing, and an electric oil pump for sending the oil contained in the housing to the motor. .. The electric oil pump has a connector portion located outside the housing. The oil cooler overlaps at least a part of the connector portion when viewed along the front-rear direction orthogonal to both the axial direction and the vertical direction of the differential shaft.

According to one aspect of the present invention, in the drive device, it is possible to suppress an increase in the number of parts and a problem in driving the electric oil pump.

FIG. 1 is a schematic configuration diagram schematically showing a driving device of the present embodiment. FIG. 2 is a perspective view of the driving device of the present embodiment as viewed in one direction. FIG. 3 is a perspective view of the driving device of the present embodiment as viewed along other directions. FIG. 4 is a view of a part of the housing of the present embodiment as viewed from the front side. FIG. 5 is a view of a part of the driving device of the present embodiment as viewed from the front side. FIG. 6 is a perspective view showing the oil cooler of the present embodiment. FIG. 7 is a partial cross-sectional view showing a part of the driving device of the present embodiment, and is a partial cross-sectional view of VII-VII in FIG.

In the following description, the vertical direction will be defined and described based on the positional relationship when the drive device of the embodiment shown in each figure is mounted on a vehicle located on a horizontal road surface. Further, in the drawings, the XYZ coordinate system is shown as a three-dimensional Cartesian coordinate system as appropriate. In the XYZ coordinate system, the Z-axis direction is the vertical direction. The + Z side is the upper side in the vertical direction, and the −Z side is the lower side in the vertical direction. In the following description, the upper side in the vertical direction is simply referred to as "upper side", and the lower side in the vertical direction is simply referred to as "lower side". The X-axis direction is a direction orthogonal to the Z-axis direction and is a front-rear direction of the vehicle on which the drive device is mounted. In the following embodiments, the + X side is the front side of the vehicle and the −X side is the rear side of the vehicle. The Y-axis direction is a direction orthogonal to both the X-axis direction and the Z-axis direction, and is the left-right direction of the vehicle, that is, the vehicle width direction. In the following embodiments, the + Y side is the left side of the vehicle and the −Y side is the right side of the vehicle. The front-back direction and the left-right direction are horizontal directions orthogonal to the vertical direction. In this embodiment, the front side corresponds to one side in the front-rear direction.

The positional relationship in the front-rear direction is not limited to the positional relationship of the following embodiments, and the + X side may be the rear side of the vehicle and the −X side may be the front side of the vehicle. In this case, the + Y side is the right side of the vehicle and the −Y side is the left side of the vehicle.

The motor shaft J1 shown in each figure extends in the Y-axis direction, that is, in the left-right direction of the vehicle. In the following description, unless otherwise specified, the direction parallel to the motor shaft J1 is simply referred to as the "axial direction", the radial direction centered on the motor shaft J1 is simply referred to as the "radial direction", and the motor shaft J1 is referred to as the motor shaft J1. The circumferential direction around the center, that is, the circumference of the motor shaft J1 is simply called the "circumferential direction". In the present specification, the "parallel direction" includes a substantially parallel direction, and the "orthogonal direction" also includes a substantially orthogonal direction.

The drive device 1 of the present embodiment shown in FIGS. 1 to 3 is mounted on a vehicle powered by a motor, such as a hybrid electric vehicle (HEV), a plug-in hybrid electric vehicle (PHV), and an electric vehicle (EV), and the power thereof. Used as a source. As shown in FIG. 1, the drive device 1 includes a motor 2, a speed reducer 4, a differential device 5, a housing 6, an inverter unit 8, an oil cooler 70, and an electric oil pump 96. The housing 6 includes a motor accommodating portion 81 that internally accommodates the motor 2, and a gear accommodating portion 82 that internally accommodates the speed reducing device 4 and the differential device 5. The gear accommodating portion 82 is located on the left side of the motor accommodating portion 81.

In the present embodiment, the motor 2 is an inner rotor type motor. The motor 2 includes a rotor 20, a stator 30, and bearings 26 and 27. The rotor 20 is rotatable about a motor shaft J1 extending in the horizontal direction. The rotor 20 includes a shaft 21 and a rotor body 24. Although not shown, the rotor body 24 has a rotor core and a rotor magnet fixed to the rotor core. The torque of the rotor 20 is transmitted to the speed reducer 4.

The shaft 21 extends along the axial direction about the motor shaft J1. The shaft 21 rotates about the motor shaft J1. The shaft 21 is a hollow shaft provided with a hollow portion 22 inside. The shaft 21 is provided with a communication hole 23. The communication hole 23 extends in the radial direction and connects the hollow portion 22 and the outside of the shaft 21.

The shaft 21 extends across the motor housing portion 81 and the gear housing portion 82 of the housing 6. The left end of the shaft 21 projects into the gear accommodating portion 82. A first gear 41, which will be described later, of the speed reducer 4 is fixed to the left end of the shaft 21. The shaft 21 is rotatably supported by bearings 26 and 27.

The stator 30 faces the rotor 20 in the radial direction with a gap. More specifically, the stator 30 is located radially outward of the rotor 20. The stator 30 has a stator core 32 and a coil assembly 33. The stator core 32 is fixed to the inner peripheral surface of the motor accommodating portion 81. Although not shown, the stator core 32 has a cylindrical core back extending in the axial direction and a plurality of teeth extending radially inward from the core back.

The coil assembly 33 has a plurality of coils 31 that are attached to the stator core 32 along the circumferential direction. The plurality of coils 31 are respectively mounted on each tooth of the stator core 32 via an insulator (not shown). The plurality of coils 31 are arranged along the circumferential direction. More specifically, the plurality of coils 31 are arranged at equal intervals over one circumference along the circumferential direction. Although not shown, the coil assembly 33 may have a binding member or the like that binds each coil 31, or may have a crossover connecting the coils 31 to each other.

The coil assembly 33 has coil ends 33a and 33b that project axially from the stator core 32. The coil end 33a is a portion protruding to the right from the stator core 32. The coil end 33b is a portion protruding to the left from the stator core 32. The coil end 33a includes a portion of each coil 31 included in the coil assembly 33 that protrudes to the right side of the stator core 32. The coil end 33b includes a portion of each coil 31 included in the coil assembly 33 that protrudes to the left side of the stator core 32. In the present embodiment, the coil ends 33a and 33b are annular around the motor shaft J1. Although not shown, the coil ends 33a and 33b may include a binding member or the like that binds the coils 31, or may include a crossover connecting the coils 31 to each other.

Bearings 26 and 27 rotatably support the rotor 20. The bearings 26 and 27 are, for example, ball bearings. The bearing 26 is a bearing that rotatably supports a portion of the rotor 20 located on the right side of the stator core 32. In the present embodiment, the bearing 26 supports a portion of the shaft 21 located on the right side of the portion to which the rotor body 24 is fixed. The bearing 26 is held by a wall portion of the motor accommodating portion 81 that covers the right side of the rotor 20 and the stator 30.

The bearing 27 is a bearing that rotatably supports a portion of the rotor 20 located on the left side of the stator core 32. In the present embodiment, the bearing 27 supports a portion of the shaft 21 located on the left side of the portion to which the rotor body 24 is fixed. The bearing 27 is held by the partition wall 61c described later.

The speed reducer 4 is connected to the motor 2. More specifically, the speed reducer 4 is connected to the left end of the shaft 21. The speed reduction device 4 reduces the rotation speed of the motor 2 and increases the torque output from the motor 2 according to the reduction ratio. The speed reducing device 4 transmits the torque output from the motor 2 to the differential device 5. The reduction gear 4 has a first gear 41, a second gear 42, a third gear 43, and an intermediate shaft 45.

The first gear 41 is fixed to the outer peripheral surface at the left end of the shaft 21. The first gear 41 rotates about the motor shaft J1 together with the shaft 21. The intermediate shaft 45 extends along the intermediate shaft J2. In this embodiment, the intermediate shaft J2 is parallel to the motor shaft J1. In the present embodiment, the intermediate shaft J2 is located below the motor shaft J1. Although not shown, the intermediate shaft J2 is located, for example, on the rear side (−X side) of the motor shaft J1. The intermediate shaft 45 rotates about the intermediate shaft J2.

The second gear 42 and the third gear 43 are fixed to the outer peripheral surface of the intermediate shaft 45. The second gear 42 and the third gear 43 are connected via an intermediate shaft 45. The second gear 42 and the third gear 43 rotate about the intermediate shaft J2. The second gear 42 meshes with the first gear 41. The third gear 43 meshes with the ring gear 51 described later of the differential device 5. The outer diameter of the second gear 42 is larger than the outer diameter of the third gear 43. In the present embodiment, the lower end of the second gear 42 is the lowermost portion of the speed reducer 4.

The torque output from the motor 2 is transmitted to the differential device 5 via the speed reducer 4. More specifically, the torque output from the motor 2 passes through the shaft 21, the first gear 41, the second gear 42, the intermediate shaft 45, and the third gear 43 in this order, and the ring gear 51 of the differential device 5 is used. Is transmitted to. The gear ratio of each gear, the number of gears, and the like can be variously changed according to the required reduction ratio. In the present embodiment, the speed reducer 4 is a parallel shaft gear type speed reducer in which the shaft cores of the gears are arranged in parallel.

The differential device 5 is connected to the speed reducer 4. As a result, the differential device 5 is connected to the motor 2 via the speed reducer 4. 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 transmits the same torque to the axles 55 of the left and right wheels while absorbing the speed difference between the left and right wheels when the vehicle turns. The differential device 5 rotates the axle 55 around the differential shaft J3. As a result, the drive device 1 rotates the axle 55 of the vehicle.

In this embodiment, the differential shaft J3 is parallel to the motor shaft J1. That is, in the present embodiment, the motor shaft J1 extends in a direction parallel to the differential shaft J3. Further, the front-rear direction is a direction orthogonal to both the axial direction and the vertical direction of the differential axis J3. As shown in FIG. 2, in the present embodiment, the differential shaft J3 is located on the rear side (−X side) of the motor shaft J1. The differential shaft J3 is located below the motor shaft J1. Although not shown, the differential axis J3 is located behind the intermediate axis J2. Although the differential axis J3 is schematically shown below the intermediate axis J2 in FIG. 1, the differential axis J3 is located at substantially the same position as the intermediate axis J2 in the vertical direction, for example. The differential axis J3 is located, for example, slightly above the intermediate axis J2.

Although not shown, the differential device 5 is located on the rear side (−X side) of the speed reducer 4 inside the gear accommodating portion 82. As shown in FIG. 1, the differential device 5 includes a ring gear 51, a gear housing (not shown), a pair of pinion gears (not shown), a pinion shaft (not shown), and a pair of side gears (not shown). The ring gear 51 is a gear that rotates around the differential shaft J3. The ring gear 51 meshes with the third gear 43. As a result, the torque output from the motor 2 is transmitted to the ring gear 51 via the speed reducer 4. The lower end of the ring gear 51 is located below the speed reducer 4. In the present embodiment, the lower end of the ring gear 51 is the lowermost portion of the differential device 5.

The housing 6 is an exterior housing of the drive device 1. As shown in FIG. 1, the housing 6 has a partition wall 61c that axially partitions the inside of the motor housing portion 81 and the inside of the gear housing portion 82. The partition wall 61c is provided with a partition wall opening 68. The inside of the motor accommodating portion 81 and the inside of the gear accommodating portion 82 are connected to each other via the partition wall opening 68.

Oil O is housed inside the housing 6. More specifically, the oil O is housed inside the motor housing part 81 and inside the gear housing part 82. An oil reservoir P in which the oil O is accumulated is provided in the lower region inside the gear accommodating portion 82. The oil level S of the oil sump P is located above the lower end of the ring gear 51. As a result, the lower end of the ring gear 51 is immersed in the oil O in the gear accommodating portion 82. The oil level S of the oil sump P is located below the differential shaft J3 and the axle 55.

The oil O in the oil sump P is sent to the inside of the motor accommodating portion 81 by the oil passage 90 described later. The oil O sent to the inside of the motor accommodating portion 81 collects in the lower region inside the motor accommodating portion 81. At least a part of the oil O accumulated inside the motor accommodating portion 81 moves to the gear accommodating portion 82 via the partition wall opening 68 and returns to the oil sump P.

In addition, in this specification, "oil is stored inside a certain part" means that the oil is located inside a certain part at least in a part while the motor is being driven, and the motor The oil does not have to be located inside a part when is stopped. For example, in the present embodiment, the fact that the oil O is stored inside the motor housing portion 81 means that the oil O is located inside the motor housing portion 81 at least in a part while the motor 2 is being driven. However, when the motor 2 is stopped, all the oil O inside the motor accommodating portion 81 may have moved to the gear accommodating portion 82 through the partition wall opening 68. A part of the oil O sent to the inside of the motor accommodating portion 81 by the oil passage 90 described later may remain inside the motor accommodating portion 81 when the motor 2 is stopped.

Further, in the present specification, "the lower end of the ring gear is immersed in the oil in the gear accommodating portion" means that the lower end of the ring gear is at least partly while the motor is being driven. It suffices to be immersed in the oil in the gear housing so that the lower end of the ring gear is not immersed in the oil in the gear housing during part of the motor drive or while the motor is stopped. You may. For example, as a result of the oil O of the oil sump P being sent to the inside of the motor accommodating portion 81 by the oil passage 90 described later, the oil level S of the oil sump P is lowered, and the lower end portion of the ring gear 51 is temporarily removed. It may be in a state where it is not immersed in the oil O.

The oil O circulates in the oil passage 90 described later. The oil O is used for lubricating the speed reducer 4 and the differential device 5. Further, the oil O is used for cooling the motor 2. As the oil O, it is preferable to use an oil equivalent to that of an automatic transmission fluid (ATF) having a relatively low viscosity in order to perform the functions of the lubricating oil and the cooling oil.

As shown in FIG. 1, the bottom portion 82a of the gear accommodating portion 82 is located below the bottom portion 81a of the motor accommodating portion 81. Therefore, the oil O sent from the gear accommodating portion 82 into the motor accommodating portion 81 easily flows into the gear accommodating portion 82 through the partition wall opening 68. As shown in FIG. 2, the gear accommodating portion 82 extends in the front-rear direction. The front end (+ X side) end of the gear accommodating portion 82 is connected to the left side (+ Y side) end portion of the motor accommodating portion 81. The rear end (−X side) end of the gear accommodating portion 82 projects to the rear side of the motor accommodating portion 81.

The gear accommodating portion 82 has a protruding portion 82b. The protruding portion 82b is a portion that protrudes to the rear side (−X side) and the lower side of the left side (+ Y side) end portion of the motor accommodating portion 81. The protruding portion 82b has a circular hole portion 82c centered on the differential shaft J3. The hole 82c penetrates the protrusion 82b in the axial direction. Although not shown, the axle 55 is passed through the hole 82c.

The gear accommodating portion 82 has a pump mounting portion 88 to which the electric oil pump 96 is mounted. In the present embodiment, the pump mounting portion 88 projects to the right from the right side (−Y side) surface of the protruding portion 82b. The pump mounting portion 88 has a substantially rectangular parallelepiped shape. The pump mounting portion 88 is located on the front side (+ X side) and below the hole portion 82c. The pump mounting portion 88 is located below the motor accommodating portion 81. Although not shown, the pump mounting portion 88 has a hole into which the electric oil pump 96 is inserted. The hole portion is recessed from the right side surface of the pump mounting portion 88 to the left side (+ Y side).

The motor accommodating portion 81 has a tubular shape that surrounds the motor shaft J1. The motor accommodating portion 81 has, for example, a substantially cylindrical shape extending in the axial direction. As shown in FIG. 3, the motor accommodating portion 81 has a cooler mounting portion 83 to which the oil cooler 70 is mounted. In the present embodiment, the cooler mounting portion 83 is provided on the lower portion of the front side (+ X side) portion of the motor accommodating portion 81. The cooler mounting portion 83 is located on the front side and the lower side of the motor shaft J1. The cooler mounting portion 83 projects diagonally downward on the front side. The cooler mounting portion 83 has a substantially rectangular parallelepiped shape.

As shown in FIG. 4, the tip surface of the protruding cooler mounting portion 83 is the mounting surface 83a to which the oil cooler 70 is mounted. The mounting surface 83a is a flat surface facing diagonally downward on the front side. The mounting surface 83a has, for example, a substantially rectangular shape in which a pair of sides are along the axial direction. Female screw holes 85 are provided at the four corners of the mounting surface 83a. The mounting surface 83a forms a part of the radial outer surface of the motor accommodating portion 81.

An oil outlet 92ba, an oil inlet 92ca, a refrigerant outlet 97ba, and a refrigerant inlet 97ca are opened on the mounting surface 83a. The oil outlet 92ba, the oil inlet 92ca, the refrigerant outlet 97ba, and the refrigerant inlet 97ca are circular openings.

The oil outlet 92ba is an end portion on the downstream side of the second oil flow path 92b, which will be described later. The oil O flowing out from the oil outlet 92ba flows into the inside of the oil cooler 70. The oil inflow port 92ca is an upstream end of the third oil flow path 92c, which will be described later. Oil O flows into the oil inlet 92ca from the inside of the oil cooler 70.

The refrigerant outlet 97ba is a downstream end of the first refrigerant flow path 97b, which will be described later. The refrigerant W flowing out from the refrigerant outlet 97ba flows into the oil cooler 70. The refrigerant inflow port 97ca is an upstream end of the second refrigerant flow path 97c, which will be described later. The refrigerant W flows into the refrigerant inflow port 97ca from the inside of the oil cooler 70.

The oil outlet 92ba, the oil inlet 92ca, the refrigerant outlet 97ba, and the refrigerant inlet 97ca are arranged so as to surround the central portion of the mounting surface 83a. The oil outlet 92ba, the oil inlet 92ca, the refrigerant outlet 97ba, and the refrigerant inlet 97ca are arranged in a rectangular shape having their respective vertices, for example. The oil outlet 92ba and the oil inlet 92ca are diagonally arranged with the central portion of the mounting surface 83a interposed therebetween. The refrigerant outlet 97ba and the refrigerant inlet 97ca are diagonally arranged with the central portion of the mounting surface 83a interposed therebetween.

The oil outlet 92ba and the refrigerant outlet 97ba are arranged at intervals in the axial direction. The oil outlet 92ba is located on the left side (+ Y side) of the refrigerant outlet 97ba. The oil inlet 92ca and the refrigerant inlet 97ca are arranged at intervals in the axial direction. The oil inflow port 92ca is located on the right side (-Y side) of the refrigerant inflow port 97ca.

The cooler mounting portion 83 has a recess 84 that is recessed diagonally upward on the rear side (−X side) from the central portion of the mounting surface 83a. The recess 84 has a cross shape having four arm portions 84a, 84b, 84c, 84d when viewed along a direction orthogonal to the mounting surface 83a. The arm portion 84a is located between the refrigerant outlet 97ba and the oil inlet 92ca. The arm portion 84b is located between the oil inflow port 92ca and the refrigerant inflow port 97ca. The arm portion 84c is located between the refrigerant inlet 97ca and the oil outlet 92ba. The arm portion 84d is located between the oil outlet 92ba and the refrigerant outlet 97ba. By providing such a recess 84, it is easy to make the thickness of the cooler mounting portion 83 uniform. Therefore, when the housing 6 is die-cast, it is possible to suppress the formation of cavities in the cooler mounting portion 83.

On the upper surface of the cooler mounting portion 83, a tubular portion 86 projecting diagonally upward on the front side (+ X side) is provided. The tubular portion 86 opens diagonally upward on the front side. The opening of the tubular portion 86 is a refrigerant outlet 97 cc. The refrigerant outlet 97cc is a downstream end of the second refrigerant flow path 97c, which will be described later. A piping connector 87 is attached to the refrigerant outlet 97cc. Although not shown, a pipe connecting the second refrigerant flow path 97c and a radiator (not shown) is connected to the pipe connector 87.

As shown in FIGS. 2 and 3, the inverter unit 8 is fixed to the rear side of the motor accommodating portion 81. The inverter unit 8 is located above the pump mounting portion 88 and the cooler mounting portion 83. The inverter unit 8 is located above the electric oil pump 96 and the oil cooler 70. The inverter unit 8 is located above the differential shaft J3. Although not shown, the inverter unit 8 is located above the axle 55 passed through the hole 82c.

As shown in FIG. 1, the drive device 1 is provided with an oil passage 90 in which the oil O circulates inside the housing 6. The oil passage 90 is a path of the oil O that supplies the oil O from the oil sump P to the motor 2 and leads the oil O to the oil sump P again. The oil passage 90 is provided so as to straddle the inside of the motor accommodating portion 81 and the inside of the gear accommodating portion 82.

In addition, in this specification, "oil passage" means an oil route. Therefore, the "oil passage" is a concept that includes not only a "flow path" that constantly creates a flow of oil in one direction, but also a path for temporarily retaining oil and a path for oil to drip. The route for temporarily retaining the oil includes, for example, a reservoir for storing the oil.

The oil passage 90 has a first oil passage 91 and a second oil passage 92. The first oil passage 91 and the second oil passage 92 circulate the oil O inside the housing 6, respectively. The first oil passage 91 has a scooping path 91a, a shaft supply path 91b, an in-shaft path 91c, and an in-rotor path 91d. Further, a first reservoir 93 is provided in the path of the first oil passage 91. The first reservoir 93 is provided in the gear accommodating portion 82.

The scooping path 91a is a path in which the oil O is scooped up from the oil sump P by the rotation of the ring gear 51 of the differential device 5 and the oil O is received in the first reservoir 93. The first reservoir 93 opens upward. The first reservoir 93 receives the oil O scooped up by the ring gear 51. Further, when the liquid level of the oil sump P is high, such as immediately after the motor 2 is driven, the first reservoir 93 is pumped up by the second gear 42 and the third gear 43 in addition to the ring gear 51. Also receives O.

The shaft supply path 91b guides the oil O from the first reservoir 93 to the hollow portion 22 of the shaft 21. The in-shaft path 91c is a path through which the oil O passes through the hollow portion 22 of the shaft 21. The rotor inner path 91d is a path that passes through the inside of the rotor main body 24 from the communication hole 23 of the shaft 21 and scatters to the stator 30.

In the in-shaft path 91c, centrifugal force is applied to the oil O inside the rotor 20 as the rotor 20 rotates. As a result, the oil O continuously scatters radially outward from the rotor 20. Further, as the oil O scatters, the path inside the rotor 20 becomes negative pressure, the oil O accumulated in the first reservoir 93 is sucked into the rotor 20, and the path inside the rotor 20 is filled with the oil O.

The oil O that has reached the stator 30 takes heat from the stator 30. The oil O that has cooled the stator 30 is dropped on the lower side and accumulated in the lower region in the motor accommodating portion 81. The oil O accumulated in the lower region in the motor accommodating portion 81 moves to the gear accommodating portion 82 through the partition wall opening 68 provided in the partition wall 61c. As described above, the first oil passage 91 supplies the oil O to the rotor 20 and the stator 30.

In the second oil passage 92, the oil O is pulled up from the oil sump P to the upper side of the stator 30 and supplied to the stator 30. That is, the second oil passage 92 supplies the oil O to the stator 30 from above the stator 30. The second oil passage 92 is provided with an electric oil pump 96, an oil cooler 70, and a second reservoir 10. The second oil passage 92 has a first oil flow path 92a, a second oil flow path 92b, and a third oil flow path 92c.

The first oil flow path 92a, the second oil flow path 92b, and the third oil flow path 92c are provided on the wall portion of the housing 6. The first oil flow path 92a connects the oil reservoir P and the electric oil pump 96. The second oil flow path 92b connects the electric oil pump 96 and the oil cooler 70. As shown in FIG. 4, the second oil flow path 92b has an oil outlet 92ba that opens to the mounting surface 83a of the cooler mounting portion 83.

As shown in FIG. 1, the third oil flow path 92c extends upward from the oil cooler 70. The third oil flow path 92c is provided on the wall portion of the motor accommodating portion 81. As shown in FIG. 4, the third oil flow path 92c has an oil inflow port 92ca that opens to the mounting surface 83a of the cooler mounting portion 83. Although not shown, the third oil flow path 92c has a supply port that opens inside the motor accommodating portion 81 on the upper side of the stator 30. The supply port supplies oil O to the inside of the motor accommodating portion 81.

The electric oil pump 96 sends the oil O housed inside the housing 6 to the motor 2. In the present embodiment, the electric oil pump 96 sucks oil O from the oil reservoir P via the first oil flow path 92a, and sucks up oil O from the second oil flow path 92b, the oil cooler 70, the third oil flow path 92c, and the second oil flow path 92c. Oil O is supplied to the motor 2 through the reservoir 10.

The second reservoir 10 constitutes a part of the second oil passage 92. As shown in FIG. 1, the second reservoir 10 is located inside the motor accommodating portion 81. The second reservoir 10 is located above the stator 30. The second reservoir 10 is supported from below by the stator 30 and is provided in the motor 2. The second reservoir 10 is made of, for example, a resin material.

In the present embodiment, the second reservoir 10 has a gutter shape that opens upward. The second reservoir 10 stores the oil O. In the present embodiment, the second reservoir 10 stores the oil O supplied into the motor accommodating portion 81 via the third oil flow path 92c. The second reservoir 10 has a supply port for supplying oil O to the coil ends 33a and 33b. As a result, the oil O stored in the second reservoir 10 can be supplied to the stator 30.

The oil O supplied from the second reservoir 10 to the stator 30 is dropped downward and accumulated in the lower region in the motor accommodating portion 81. The oil O accumulated in the lower region in the motor accommodating portion 81 moves to the gear accommodating portion 82 through the partition wall opening 68 provided in the partition wall 61c. As described above, the second oil passage 92 supplies the oil O to the stator 30.

As shown in FIG. 2, the electric oil pump 96 is attached to the pump mounting portion 88. More specifically, the electric oil pump 96 is partially housed in a hole provided in the pump mounting portion 88 and mounted on the pump mounting portion 88. The left side (+ Y side) of the electric oil pump 96 is housed in the hole of the pump mounting portion 88. The electric oil pump 96 is located below the motor accommodating portion 81.

The electric oil pump 96 has a motor unit (not shown), a pump unit (not shown) rotated by the motor unit, a case 96a for accommodating the motor unit and the pump unit, and a connector unit 96d. Although not shown, the rotation shaft of the motor portion of the electric oil pump 96 extends in the axial direction in the present embodiment.

The case 96a has a heat sink 96e located outside the housing 6. That is, the electric oil pump 96 has a heat sink 96e. The heat sink 96e is a cover provided at the right end (-Y side) of the case 96a. The heat sink 96e releases heat from an inverter (not shown) housed inside the case 96a to the outside. The heat sink 96e has an accommodating portion 96b and a plurality of heat radiating fins 96c.

For example, a capacitor (not shown) is accommodated inside the accommodating portion 96b. The plurality of heat radiation fins 96c extend in the front-rear direction. The plurality of heat radiation fins 96c have a plate shape in which the plate surface faces in the vertical direction. In the present embodiment, the plurality of heat radiating fins 96c include a plurality of heat radiating fins 96c extending from the accommodating portion 96b to the front side (+ X side) and a plurality of radiating fins 96c extending from the accommodating portion 96b to the rear side (−X side). Including. The plurality of heat radiation fins 96c extending forward from the accommodating portion 96b are arranged at intervals in the vertical direction. The plurality of heat radiation fins 96c extending rearward from the accommodating portion 96b are arranged at intervals in the vertical direction.

As shown in FIG. 5, at least a part of the heat sink 96e is exposed to the front side (+ X side). In the present embodiment, a part of the accommodating portion 96b and a plurality of dissipating fins 96c extending forward from the accommodating portion 96b among the plurality of heat radiating fins 96c are exposed to the front side.

In addition, in this specification, "a certain object is exposed to a certain side" means that a certain object can be visually recognized when the driving device is viewed from a certain side. That is, "at least a part of the heat sink 96e is exposed to the front side" means that at least a part of the heat sink 96e can be visually recognized when the drive device 1 is viewed from the front side.

As shown in FIG. 2, the connector portion 96d projects from the front side surface of the case 96a to the right side (−Y side). The connector portion 96d is located outside the housing 6. The connector portion 96d is located below the motor accommodating portion 81. The connector portion 96d is located on the front side (+ X side) of the heat sink 96e. The right end of the connector 96d is located to the right of the heat sink 96e. The connector portion 96d opens to the right. A power supply (not shown) is electrically connected to the connector portion 96d. The electric oil pump 96 is driven by supplying electric power from a power source (not shown) via the connector portion 96d.

The oil cooler 70 cools the oil O housed inside the housing 6. The oil cooler 70 is located outside the housing 6. As shown in FIG. 3, the oil cooler 70 has a shape long in the axial direction. In the present embodiment, the oil cooler 70 has a substantially rectangular parallelepiped shape that is long in the axial direction.

In the present specification, "the shape of the oil cooler is long in the axial direction" includes that the axial dimension of the oil cooler is larger than the dimension of the oil cooler in the direction orthogonal to the axial direction. In the present embodiment, the axial dimension of the oil cooler 70 is larger than the dimension of the oil cooler 70 in the front-rear direction and the vertical direction.

The oil cooler 70 is attached to the housing 6. In the present embodiment, the oil cooler 70 is attached to the motor accommodating portion 81. More specifically, the oil cooler 70 is attached to the cooler mounting portion 83 in the motor accommodating portion 81. As described above, the cooler mounting portion 83 is provided on the lower portion of the front side (+ X side) portion of the motor accommodating portion 81. That is, in the present embodiment, the oil cooler 70 is attached to a portion of the motor accommodating portion 81 located on the front side. Further, in the present embodiment, the oil cooler 70 is attached to a portion of the motor accommodating portion 81 located on the lower side.

In addition, in this specification, "the portion of the motor accommodating portion located on the front side" includes the portion of the motor accommodating portion located on the front side of the motor shaft. Further, in the present specification, the "part located on the lower side of the motor accommodating portion" includes a portion of the motor accommodating portion located on the lower side of the motor shaft.

The oil cooler 70 is mounted on the mounting surface 83a of the cooler mounting portion 83. As described above, the mounting surface 83a forms a part of the radial outer surface of the motor accommodating portion 81. That is, in the present embodiment, the oil cooler 70 is attached to the radial outer surface of the motor accommodating portion 81.

As shown in FIGS. 6 and 7, an internal oil flow path 74 through which the oil O flows and an internal refrigerant flow path 73 through which the refrigerant W flows are provided inside the oil cooler 70. The internal oil flow path 74 is a part of the second oil passage 92, and is a flow path connecting the second oil flow path 92b and the third oil flow path 92c.

The internal refrigerant flow path 73 is a part of a refrigerant circulation path 97 in which the refrigerant W cooled by a radiator (not shown) circulates. As shown in FIG. 1, the refrigerant circulation path 97 is a circulation path in which the refrigerant W from the radiator passes through the inverter unit 8 and the oil cooler 70 in this order and returns to the radiator again. The refrigerant W is, for example, water. The inverter unit 8 is cooled by the refrigerant W passing through the refrigerant circulation path 97. Further, the refrigerant W passing through the refrigerant circulation path 97 cools the oil O passing through the internal oil flow path 74 of the oil cooler 70. In this way, the oil cooler 70 cools the oil O passing through the second oil passage 92 by heat exchange with the refrigerant W.

As shown in FIG. 4, the refrigerant circulation path 97 includes a pipe 97a provided in the drive device 1 and a first refrigerant flow path 97b and a second refrigerant flow path 97c provided in the housing 6. The pipe 97a is located outside the housing 6. As shown in FIG. 3, in the present embodiment, the pipe 97a extends from the inverter unit 8 to the cooler mounting portion 83. The refrigerant W after passing through the inside of the inverter unit 8 flows through the pipe 97a. The pipe 97a passes through the right side (−Y side) of the motor accommodating portion 81. On the right side of the motor accommodating portion 81, the pipe 97a extends obliquely in the direction of being located on the lower side toward the front side (+ X side).

As shown in FIG. 5, the pipe 97a overlaps with at least a part of the connector portion 96d of the electric oil pump 96 when viewed along the front-rear direction. In the present embodiment, the portion of the pipe 97a connected to the cooler mounting portion 83 overlaps with a part of the connector portion 96d when viewed in the front-rear direction. The portion of the pipe 97a connected to the cooler mounting portion 83 is located on the front side (+ X side) of the right side (−Y side) portion of the connector portion 96d.

As shown in FIG. 4, the first refrigerant flow path 97b and the second refrigerant flow path 97c are provided inside the cooler mounting portion 83. The first refrigerant flow path 97b is a flow path connecting the pipe 97a and the internal refrigerant flow path 73. Although not shown, the first refrigerant flow path 97b has a refrigerant inlet to which the pipe 97a is connected. The first refrigerant flow path 97b has a refrigerant outlet 97ba provided on the mounting surface 83a of the cooler mounting portion 83. The second refrigerant flow path 97c is a flow path connected to the internal refrigerant flow path 73. The second refrigerant flow path 97c has a refrigerant inflow port 97ca provided on the mounting surface 83a of the cooler mounting portion 83, and a refrigerant outflow port 97cc provided on the end surface of the tubular portion 86. The first refrigerant flow path 97b and the second refrigerant flow path 97c are connected by an internal refrigerant flow path 73.

As shown in FIG. 6, the oil cooler 70 has an oil cooler main body 71 and a base 72. The oil cooler body 71 has a substantially rectangular parallelepiped shape that is long in the axial direction. The oil cooler main body 71 projects diagonally downward from the base 72 on the front side (+ X side). The base portion 72 is a portion fixed to the mounting surface 83a. The base 72 has a base body 72a and four fixing portions 72b protruding from the outer edge of the base body 72a. A through hole 72c is provided in each of the four fixing portions 72b. The oil cooler 70 is fixed to the cooler mounting portion 83 by tightening the screws passed through the through holes 72c into the female screw holes 85 provided on the mounting surface 83a.

Of the base 72, the mounted surface 72d in contact with the mounting surface 83a includes the refrigerant inlet 73a and the refrigerant outlet 73b of the internal refrigerant flow path 73, and the oil inlet 74a and the oil outlet 74b of the internal oil flow path 74. , Opens. The refrigerant inlet 73a, the refrigerant outlet 73b, the oil inlet 74a, and the oil outlet 74b are circular openings.

The refrigerant inlet 73a, the refrigerant outlet 73b, the oil inlet 74a, and the oil outlet 74b are arranged in a rectangular shape having their respective vertices, for example. The refrigerant inlet 73a and the refrigerant outlet 73b are diagonally arranged. The oil inlet 74a and the oil outlet 74b are arranged diagonally.

As shown in FIG. 7, the refrigerant outlet 73b is connected to the refrigerant inlet 97ca provided in the cooler mounting portion 83. Although not shown, the refrigerant inflow port 73a is connected to the refrigerant outflow port 97ba provided in the cooler mounting portion 83. As a result, the first refrigerant flow path 97b and the second refrigerant flow path 97c are connected via the internal refrigerant flow path 73.

The oil inflow port 74a is connected to an oil outflow port 92ba provided in the cooler mounting portion 83. Although not shown, the oil outlet 74b is connected to the oil inlet 92ca. As a result, the second oil flow path 92b and the third oil flow path 92c are connected via the internal oil flow path 74.

As shown in FIG. 6, a seal recess 73c is provided on the peripheral edge of the refrigerant inflow port 73a of the mounted surface 72d. The refrigerant inflow port 73a is provided on the bottom surface of the seal recess 73c. The inner edge of the seal recess 73c has a circular shape that is arranged concentrically with the refrigerant inflow port 73a. A seal recess 73d is provided on the peripheral edge of the refrigerant outlet 73b of the mounted surface 72d. The refrigerant outlet 73b is provided on the bottom surface of the seal recess 73d. The inner edge of the seal recess 73d is circularly arranged concentrically with the refrigerant outlet 73b.

A seal recess 74c is provided on the peripheral edge of the oil inflow port 74a of the mounted surface 72d. The oil inflow port 74a is provided on the bottom surface of the seal recess 74c. The inner edge of the seal recess 74c is circularly arranged concentrically with the oil inflow port 74a. A seal recess 74d is provided on the peripheral edge of the oil outlet 74b of the mounted surface 72d. The oil outlet 74b is provided on the bottom surface of the seal recess 74d. The inner edge of the seal recess 74d is circularly arranged concentrically with the oil outlet 74b. The inner diameters of the seal recesses 73c and 73d are larger than, for example, the inner diameters of the seal recesses 74c and 74d.

As shown in FIG. 7, an annular O-ring 75a is fitted in the seal recess 73d. The O-ring 75a surrounds the refrigerant inlet 97ca and the refrigerant outlet 73b when viewed in a direction orthogonal to the mounted surface 72d. The O-ring 75a is in a state of being compressed and elastically deformed by being pressed against the bottom surface of the seal recess 73d by the mounting surface 83a. As a result, the O-ring 75a seals between the mounting surface 83a and the mounted surface 72d around the refrigerant inflow port 97ca and the refrigerant outlet 73b. Therefore, it is possible to prevent the refrigerant W flowing between the internal refrigerant flow path 73 and the second refrigerant flow path 97c from leaking from the gap between the mounting surface 83a and the mounted surface 72d.

No wall portion is provided inside the O-ring 75a. Therefore, the inner diameter of the O-ring 75a is not limited by the inner wall portion, and the degree of freedom in selecting the inner diameter of the O-ring 75a with respect to the inner diameter of the refrigerant inlet 97ca and the inner diameter of the refrigerant outlet 73b can be improved. .. The outer edge of the O-ring 75a in a compressively elastically deformed state comes into contact with the inner peripheral surface of the seal recess 73d. The inner edge of the O-ring 75a in a compressively elastically deformed state is located outside the inner edge of the refrigerant inlet 97ca and the inner edge of the refrigerant outlet 73b when viewed in a direction orthogonal to the mounted surface 72d. The compressibility of the compressionally deformed O-ring 75a is higher than that in the case where the wall portion is provided inside the O-ring 75a. Although not shown, an annular O-ring 75a is fitted into the seal recess 73c in the same manner as the seal recess 73d.

An annular O-ring 75b is fitted into the seal recess 74c. The O-ring 75b surrounds the oil outlet 92ba and the oil inlet 74a when viewed in a direction orthogonal to the mounted surface 72d. The O-ring 75b is in a state of being compressed and elastically deformed by being pressed against the bottom surface of the seal recess 74c by the mounting surface 83a. As a result, the O-ring 75b seals between the mounting surface 83a and the mounted surface 72d in a circle surrounding the oil outlet 92ba and the oil inlet 74a. Therefore, it is possible to prevent the refrigerant W flowing between the internal oil flow path 74 and the second oil flow path 92b from leaking from the gap between the mounting surface 83a and the mounted surface 72d.

No wall is provided inside the O-ring 75b. Therefore, the inner diameter of the O-ring 75b is not limited by the inner wall portion, and the degree of freedom in selecting the inner diameter of the O-ring 75b with respect to the inner diameter of the oil outlet 92ba and the inner diameter of the oil inlet 74a can be improved. .. The outer edge of the O-ring 75b in the compressively elastically deformed state comes into contact with the inner peripheral surface of the seal recess 74c. The inner edge of the O-ring 75b in the compressively elastically deformed state is located outside the inner edge of the oil outlet 92ba and the inner edge of the oil inlet 74a when viewed in a direction orthogonal to the mounted surface 72d. The compressibility of the compressionally deformed O-ring 75b is higher than that in the case where the wall portion is provided inside the O-ring 75b. Although not shown, an annular O-ring 75b is fitted into the seal recess 74d in the same manner as the seal recess 74c. The inner diameter of the O-ring 75b is smaller than the inner diameter of the O-ring 75a. The outer diameter of the O-ring 75b is smaller than the outer diameter of the O-ring 75a.

As shown in FIG. 5, the oil cooler 70 overlaps with at least a part of the connector portion 96d of the electric oil pump 96 when viewed along the front-rear direction. Therefore, the oil cooler 70 can cover at least a part of the connector portion 96d in the front-rear direction. As a result, the connector portion 96d can be protected by the oil cooler 70. Therefore, it is possible to prevent the connector portion 96d from being damaged when the drive device 1 is impacted, when there is a stepping stone, or the like, without separately providing a member for protecting the connector portion 96d. Therefore, it is possible to suppress an increase in the number of parts of the drive device 1 and to prevent a problem in driving the electric oil pump 96.

Further, according to the present embodiment, the pipe 97a overlaps with at least a part of the connector portion 96d when viewed along the front-rear direction. Therefore, the connector portion 96d can be protected in the front-rear direction by the oil cooler 70 and the pipe 97a. Therefore, damage to the connector portion 96d can be further suppressed.

In the present embodiment, a part of the oil cooler 70 is located on the front side (+ X side) of the connector portion 96d. Therefore, when the drive device 1 is impacted from the front side, the oil cooler 70 is likely to be impacted, and damage to the connector portion 96d can be suppressed. In the present embodiment, the right end (-Y side) of the oil cooler 70 covers the left side (+ Y side) of the connector portion 96d from the front side. Here, in the present embodiment, a part of the pipe 97a is located on the front side of the right side portion of the connector portion 96d. Therefore, in the present embodiment, the oil cooler 70 and the pipe 97a can cover almost the entire connector portion 96d from the front side. Therefore, damage to the connector portion 96d can be further suppressed.

In the present embodiment, the entire oil cooler 70 is located at a position deviated from at least a part of the heat sink 96e in the electric oil pump 96 when viewed along the front-rear direction. Therefore, at least a part of the heat sink 96e is not covered in the front-rear direction by the oil cooler 70. As a result, the air flow along the front-rear direction generated around the drive device 1 when the vehicle travels is not blocked by the oil cooler 70, and is easily blown onto a part of the heat sink 96e. Therefore, heat dissipation from the heat sink 96e can be promoted, and the heat dissipation of the electric oil pump 96 can be improved. As described above, according to the present embodiment, the connector portion 96d is damaged by covering the connector portion 96d in the front-rear direction with the oil cooler 70 to protect the heat sink 96e and not covering at least a part of the heat sink 96e with the oil cooler 70. And the improvement of the heat dissipation of the electric oil pump 96 can be achieved at the same time. Therefore, it is possible to further suppress the occurrence of a malfunction in the electric oil pump 96.

Further, according to the present embodiment, at least a part of the heat sink 96e is exposed on the front side (+ X side). Therefore, when the vehicle moves forward, the air flowing from the front side to the rear side (−X side) is likely to be blown to the heat sink 96e, and heat dissipation from the heat sink 96e can be further promoted. As a result, the heat dissipation of the electric oil pump 96 can be further improved.

Further, according to the present embodiment, the heat sink 96e has a plurality of heat radiation fins 96c extending in the front-rear direction. Therefore, when the vehicle travels, the air that flows in the front-rear direction tends to flow along the heat radiation fins 96c. Thereby, heat can be suitably radiated from the heat radiating fin 96c to the air. Therefore, the heat dissipation of the electric oil pump 96 can be further improved.

In the present embodiment, the right end (−Y side) of the oil cooler 70 is located on the left side (+ Y side) of the right end of the heat sink 96e. That is, the oil cooler 70 is arranged so as to be displaced to the left side with respect to the heat sink 96e. The right end of the oil cooler 70 projects to the right of the cooler mounting portion 83.

According to this embodiment, the oil cooler 70 has a shape long in the axial direction of the differential shaft J3. Therefore, the oil cooler 70 can be lengthened in a direction orthogonal to the front-rear direction in which the vehicle travels. As a result, when the vehicle travels, it is possible to easily blow the air flow along the front-rear direction generated around the drive device 1 onto the oil cooler 70. Therefore, the oil cooler 70 can be cooled from the outside by the air flow generated by the traveling of the vehicle. Therefore, the oil O and the refrigerant W flowing in the oil cooler 70 can be suitably cooled by air. As a result, the cooling efficiency of the oil O by the oil cooler 70 can be improved.

Further, by making the oil cooler 70 long in the axial direction of the differential shaft J3, it is easy to increase the volume of the oil cooler 70. Therefore, it is easy to increase the amount of heat exchange in the oil cooler 70. As a result, the cooling efficiency of the oil O by the oil cooler 70 can be further improved. As described above, according to the present embodiment, the cooling efficiency of the drive device 1 can be improved. Further, by making the oil cooler 70 long in the axial direction of the differential shaft J3, it is easy for the oil cooler 70 to cover the connector portion 96d as described above. Therefore, the connector portion 96d can be easily protected by the oil cooler 70, and damage to the connector portion 96d can be further suppressed.

Further, according to the present embodiment, the oil cooler 70 is attached to a portion of the motor accommodating portion 81 located on the front side (+ X side). Therefore, when the vehicle moves forward, the air flowing from the front side to the rear side (−X side) is easily blown to the oil cooler 70, and the oil cooler 70 is more easily cooled. As a result, the cooling efficiency of the oil O by the oil cooler 70 can be further improved, and the cooling efficiency of the drive device 1 can be further improved.

Further, according to the present embodiment, the oil cooler 70 is exposed on the front side (+ X side). Therefore, as the vehicle moves forward, the air flowing from the front side to the rear side (−X side) is more likely to be blown to the oil cooler 70. As a result, the oil cooler 70 can be further cooled, and the cooling efficiency of the drive device 1 can be further improved.

Further, according to the present embodiment, the oil cooler 70 is provided in a portion of the motor accommodating portion 81 located on the lower side. Therefore, when the vehicle is traveling or the like, the wind blown from the lower side of the vehicle is likely to be blown to the oil cooler 70. This makes it easier to cool the oil cooler 70. Therefore, the cooling efficiency of the oil O by the oil cooler 70 can be further improved, and the cooling efficiency of the drive device 1 can be further improved.

Further, according to the present embodiment, the oil cooler 70 is exposed to the lower side. Therefore, the wind blown from the lower side of the vehicle is more likely to be blown to the oil cooler 70. As a result, the oil cooler 70 can be further cooled, and the cooling efficiency of the drive device 1 can be further improved.

Further, in the present embodiment, the motor accommodating portion 81 has a tubular shape surrounding the motor shaft J1. Therefore, for example, when the oil cooler is long in the direction orthogonal to the motor shaft J1, if the oil cooler is attached to the radial outer surface of the motor accommodating portion 81, the oil cooler tends to protrude greatly from the motor accommodating portion 81. As a result, the entire drive device may become large.

On the other hand, according to the present embodiment, the oil cooler 70 has a shape long in the same axial direction as the direction in which the motor shaft J1 extends, and is attached to the radial outer surface of the motor accommodating portion 81. Therefore, even if the oil cooler 70 has a long shape in one direction, it is possible to prevent the oil cooler 70 from protruding significantly from the motor accommodating portion 81. As a result, it is possible to prevent the drive device 1 from becoming large while improving the cooling efficiency of the drive device 1. Further, since the volume of the oil cooler 70 can be increased by lengthening the oil cooler 70 in the axial direction, the oil O produced by the oil cooler 70 can be prevented from becoming large in the direction orthogonal to the axial direction. Cooling efficiency can be improved.

The present invention is not limited to the above-described embodiment, and other configurations may be adopted. The shape of the oil cooler is not particularly limited. The shape of the oil cooler may be, for example, a columnar shape, a polygonal columnar shape, or a cubic shape. The position where the oil cooler is provided is not particularly limited as long as it overlaps with at least a part of the connector portion when viewed in the front-rear direction on the outside of the housing. The oil cooler may be attached to a portion of the motor accommodating portion located on the upper side, or may be attached to a portion of the motor accommodating portion located on the rear side. The oil cooler may be attached to the gear housing. The oil cooler may be mounted on the axial side of the housing.

The structure of the oil cooler is not particularly limited as long as it can cool the oil. The oil cooler may overlap the entire connector portion of the electric oil pump when viewed along the front-rear direction. The oil cooler may or may not be exposed to the front side. The oil cooler may be exposed on the upper side or the rear side. The oil cooler may cover the entire heat sink of the electric oil pump.

In the electric oil pump, the direction in which the plurality of heat radiation fins extend is not particularly limited, and may extend in a direction other than the front-rear direction. The shape of the plurality of heat radiation fins is not particularly limited and may be rod-shaped or the like. The heat sink does not have to have radiating fins. The heat sink may not be provided. The drive unit may be provided with a duct for allowing air to flow toward the oil cooler. In this case, the oil cooler can be cooled more preferably, and the cooling efficiency of the drive device can be improved more preferably.

The configurations described herein can be combined as appropriate to the extent that they do not contradict each other.

1 ... drive device, 2 ... motor, 4 ... speed reducer, 5 ... differential device, 6 ... housing, 20 ... rotor, 55 ... axle, 70 ... oil cooler, 81 ... motor housing, 82 ... gear housing, 96 ... electric oil pump, 96c ... heat dissipation fin, 96d ... connector part, 96e ... heat sink, 97a ... piping, J1 ... motor shaft, J3 ... differential shaft, O ... oil, W ... refrigerant

Claims (11)

A drive device that rotates the axle of a vehicle.
With the motor
A speed reducer connected to the motor and
A differential device connected to the motor via the speed reducer and rotating the axle around the differential axis.
A housing having a motor accommodating portion for accommodating the motor inside, a gear accommodating portion for accommodating the speed reducing device and the differential device inside, and accommodating oil inside.
An oil cooler located outside the housing and cooling the oil contained inside the housing.
An electric oil pump that sends the oil contained in the housing to the motor,
With
The electric oil pump has a connector portion located outside the housing and has a connector portion.
The oil cooler is a drive device that overlaps with at least a part of the connector portion when viewed along a front-rear direction orthogonal to both the axial direction and the vertical direction of the differential shaft. The electric oil pump has a heat sink located outside the housing.
The driving device according to claim 1, wherein the entire oil cooler is located at a position deviated from at least a part of the heat sink when viewed along the front-rear direction. The driving device according to claim 2, wherein at least a part of the heat sink is exposed on one side in the front-rear direction. The driving device according to claim 2 or 3, wherein the heat sink has a plurality of heat radiation fins extending in the front-rear direction. It is located outside the housing and is further provided with piping through which the refrigerant flows.
The oil cooler cools the oil by heat exchange with the refrigerant.
The driving device according to any one of claims 1 to 4, wherein the pipe overlaps at least a part of the connector portion when viewed along the front-rear direction. The drive device according to any one of claims 1 to 5, wherein the oil cooler has a shape long in the axial direction of the differential shaft. The drive device according to any one of claims 1 to 6, wherein the oil cooler is attached to a portion of the motor accommodating portion located on one side in the front-rear direction. The driving device according to claim 7, wherein the oil cooler is exposed on one side in the front-rear direction. The drive device according to any one of claims 1 to 8, wherein the oil cooler is attached to a portion of the motor accommodating portion located on the lower side in the vertical direction. The driving device according to claim 9, wherein the oil cooler is exposed downward in the vertical direction. The motor has a rotor that can rotate about a motor shaft that extends in a direction parallel to the differential shaft.
The motor accommodating portion has a tubular shape that surrounds the motor shaft.
The drive device according to any one of claims 1 to 10, wherein the oil cooler is attached to a radial outer surface of the motor accommodating portion.

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