JP2021112052A - Motor unit - Google Patents

Abstract

To provide a motor unit capable of matching lengths of left and right drive shafts, increasing rigidity, and suppressing vibration.SOLUTION: A motor unit includes: a motor having a motor shaft that rotates around a motor shaft that extends along a horizontal direction; a gear part connected to the motor shaft on one side of the motor shaft direction along the motor shaft; and a housing 5 that accommodates the motor and the gear part. An output shaft support is provided in the housing.SELECTED DRAWING: Figure 3

Description

The present invention relates to a motor unit.

Japanese Patent No. 6014599 discloses a motor power unit having a motor and a speed reducer. This motor power unit includes a motor case that extends in the axial direction of the motor and accommodates the motor, and a speed reducer case that is integrally formed with the motor case at one end of the motor case in the axial direction. Then, drive shafts as left and right axles extending toward the left and right wheels are connected to the speed reducer in the speed reducer case.

International Publication No. 2013/069744

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

Therefore, an object of the present invention is to provide a motor unit capable of matching the lengths of the left and right drive shafts, increasing the rigidity, and suppressing vibration.

An exemplary motor unit of the present invention includes a motor having a motor shaft that rotates about a motor shaft extending in the horizontal direction, and a gear connected to the motor shaft on one side in the motor shaft direction along the motor shaft. It has a portion and a housing for accommodating the motor and the gear portion. The housing has a motor accommodating portion for accommodating the motor and a gear accommodating portion for accommodating the gear portion. The gear portion accommodating portion has a gear portion support portion that extends radially outward from the outer surface of one end of the motor accommodating portion in the motor axial direction, and the gear portion penetrates the gear portion support portion. The housing has an output shaft extending to the other side of the motor shaft, and the housing has an output shaft support portion that rotatably supports the output shaft on the other side of the motor housing portion in the motor axis direction.

According to the exemplary motor unit of the present invention, the lengths of the left and right drive shafts can be matched, the rigidity can be increased, and vibration can be suppressed.

FIG. 1 is a schematic view of a vehicle equipped with the motor unit of one embodiment. FIG. 2 is a conceptual diagram of the motor unit of one embodiment. FIG. 3 is a perspective view of the motor unit as viewed from above on one side in the motor axial direction. FIG. 4 is a perspective view of the motor unit as viewed from above on the other side in the motor axial direction. FIG. 5 is a perspective view of the motor unit as viewed from below on the other side in the motor axial direction. FIG. 6 is a side view of the motor unit as viewed from one side in the motor axial direction. FIG. 7 is a front view of the motor unit. FIG. 8 is a cross-sectional view taken along a plane orthogonal to the motor axis of the motor accommodating portion.

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

In the following description, the direction of gravity will be defined based on the positional relationship when the motor unit 1 is mounted on the vehicle Cb 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. That is, in the following description, the XYZ coordinate system is based on the state shown in FIG. More specifically, it is defined as follows.

The Z-axis direction indicates a vertical direction (that is, a vertical direction), the + Z direction is the upper side (opposite the gravity direction), and the −Z direction is the lower side (gravity direction). Further, the X-axis direction is a direction orthogonal to the Z-axis direction and indicates a front-rear direction of the vehicle Cb on which the motor unit 1 is mounted. The + X direction is the front of the vehicle Cb, and the −X direction is the rear of the vehicle Cb. However, the + X direction may be behind the vehicle Cb, and the −X direction may be in front of the vehicle Cb. The Y-axis direction is a direction orthogonal to both the X-axis direction and the Z-axis direction, and indicates the width direction (left-right direction) of the vehicle. The + Y direction is to the left of the vehicle Cb, and the −Y direction is to the right of the vehicle Cb. However, when the + X direction is behind the vehicle Cb, the + Y direction may be to the right of the vehicle Cb, and the −Y direction may be to the left of the vehicle Cb.

The drive system of the vehicle Cb is not limited to the FF system, and may be an FR system in which the motor unit 1 is arranged on the front side and the rear wheel Tr is driven. The RR system may be adopted in which the motor unit 1 is arranged on the rear side of the vehicle Cb and the rear wheel Tr is driven. Further, a four-wheel drive system may be adopted in which the motor units 1 are arranged on both the front side and the rear side to drive the front wheels Tf and the rear wheels Tr. It is also possible to adopt other methods. The method of mounting the motor unit 1 on the vehicle Cb may differ depending on the drive system. For example, the X-axis direction may be the width direction (left-right direction) of the vehicle Cb, and the Y-axis direction may be the front-rear direction of the vehicle Cb.

Unless otherwise specified in the following description, the direction parallel to the motor shaft J2 (Y-axis direction) of the motor 2 is simply referred to as "axial direction", and the radial direction orthogonal to the motor shaft J2 is simply referred to as "diametrical direction". , The circumferential direction centered on the motor shaft J2 is simply called the "circumferential direction". Further, the above-mentioned "parallel direction" includes not only a case of being completely parallel but also a direction of substantially parallel.

The motor unit 1 is mounted in front of the vehicle Cb as a power source for the drive wheels of the vehicle Cb. In the present embodiment, the vehicle Cb is an electric vehicle (EV), but the vehicle Cb on which the motor unit 1 is mounted is not limited to the electric vehicle (EV), and is driven by a hybrid vehicle (HV), a plug-in hybrid vehicle (PHV), or the like. At least one of the power sources for the wheels can be a motor vehicle.

As shown in FIG. 1, the vehicle Cb drives the front wheels Tf by the motor unit 1 arranged on the front side. Output shafts 33 project from both sides of the motor unit 1 in the Y direction. A drive shaft Sd is connected to the end of the output shaft 33 via a joint Cp. The front wheel Tf is connected to the drive shaft Sd.

In the motor unit 1, the torque output from the motor 2 is output to the outside from the output shaft 33. The torque from the output shaft 33 is transmitted to the drive shaft Sd via the joint Cp. As a result, the front wheels Tf rotate, and the vehicle Cb travels on the road surface. The joint Cp may include, but is not limited to, a universal joint, for example.

<1. Motor unit 1>
Hereinafter, the motor unit 1 according to an exemplary embodiment of the present invention will be described with reference to the drawings. FIG. 2 is a conceptual diagram of the motor unit 1 of the embodiment. FIG. 3 is a perspective view of the motor unit 1 as viewed from above on one side in the motor shaft J2 direction. FIG. 4 is a perspective view of the motor unit 1 as viewed from above on the other side in the motor shaft J2 direction. FIG. 5 is a perspective view of the motor unit 1 as viewed from below on the other side in the motor shaft J2 direction. FIG. 6 is a side view of the motor unit 1 as viewed from one side in the motor shaft J2 direction. FIG. 7 is a front view of the motor unit 1. FIG. 8 is a cross-sectional view of the motor accommodating portion 51 cut along a plane orthogonal to the motor shaft J2. Note that FIG. 2 is a conceptual diagram, and the arrangement and dimensions of each part may not be the same as the actual motor unit 1.

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

<2. Motor 2>
As shown in FIG. 2, the motor 2 has a rotor 21 that rotates about a motor shaft J2 that extends in the horizontal direction, and a stator 24 that is located radially outside the rotor 21. The motor 2 is housed in a motor housing section 51 of the housing 5, which will be described later.

<2.1 Rotor 21>
The rotor 21 rotates when electric power is supplied to the stator 24 from a battery (not shown). The rotor 21 includes a motor shaft 22, a rotor core 23, and a rotor magnet (not shown). The rotor 21 rotates about a motor shaft J2 extending in the horizontal direction.

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

The motor shaft 22 extends so as to straddle the motor accommodating portion 51 and the gear accommodating portion 52 of the housing 5. One end (+ Y side) of the motor shaft 22 projects toward the gear accommodating portion 52. The first gear 311 described later of the gear portion 3 is fixed to the end portion of the motor shaft 22 protruding into the gear portion accommodating portion 52. The motor shaft 22 is rotatably supported by a first motor bearing 281 arranged on the bottom portion 512 and a second motor bearing 282 arranged on the partition wall portion 513, which will be described later in the housing 5.

Further, the portion of the motor shaft 22 arranged in the gear portion accommodating portion 52 is rotatably supported by the second motor bearing 282 and the first gear bearing 341. As described above, the second motor bearing 282 is arranged in the partition wall portion 513. The first gear bearing 341 is arranged in the gear portion accommodating portion 52 described later in the housing 5. The motor shaft 22 may be divided into a portion inside the motor accommodating portion 51 and a portion inside the gear accommodating portion 52. When the motor shaft 22 is separable, the split motor shaft 22 can employ, for example, a screw coupling using male and female threads. Further, it may be joined by a fixing method such as welding.

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

<2.2 Stator 24>
The stator 24 surrounds the rotor 21 from the outside in the radial direction. That is, the motor 2 is an inner rotor type motor in which the rotor 21 is rotatably arranged inside the stator 24. The stator 24 has a stator core 25, a coil 26, and an insulator (not shown) interposed between the stator core 25 and the coil 26. The stator 24 is held in the housing 5. The stator core 25 has a plurality of magnetic pole teeth inward in the radial direction from the inner peripheral surface of the annular yoke.

The coil 26 is formed by winding a conducting wire between the magnetic pole teeth. The conducting wire is connected to the inverter unit 6 via a bus bar (not shown).

<3. Gear part 3>
The gear portion 3 transmits the torque output from the motor 2 to the drive shaft Sd to which the front wheels Tf are connected. As shown in FIG. 2, the gear portion 3 is accommodated in the gear portion accommodating portion 52 of the housing 5. The gear portion 3 is connected to the motor shaft 22 on one side in the axial direction (+ Y direction side). That is, the gear portion 3 is connected to the motor shaft 22 on one side (+ Y direction side) in the motor shaft direction along the motor shaft J2. The gear unit 3 has a speed reduction unit 31 and a differential unit 32.

<3.1 Deceleration unit 31>
As shown in FIGS. 2 and 5, the speed reduction unit 31 is connected to the motor shaft 22. The speed reduction unit 31 has a function of reducing the rotation speed of the motor 2 and increasing the torque output from the motor 2 according to the reduction ratio. The speed reduction unit 31 transmits the torque output from the motor 2 to the differential unit 32.

The speed reduction unit 31 is a parallel shaft gear type speed reducer in which the shaft cores of the gears are arranged in parallel. The speed reduction unit 31 includes a first gear 311 which is an intermediate drive gear, a second gear 312 which is an intermediate gear, a third gear 313 which is a final drive gear, and an intermediate shaft 314.

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

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

The intermediate shaft 314 is rotatably supported by the housing 5 about the intermediate shaft J4. The second gear 312 and the third gear 313 are arranged on the outer peripheral surface of the intermediate shaft 314. That is, the second gear 312 and the third gear 313 are connected via the intermediate shaft 314. The second gear 312 may be the same member as the intermediate shaft 314, or may be another member and may be firmly fixed. The third gear 313 is the same as the second gear 312.

The second gear 312 and the third gear 313 rotate about the intermediate shaft J4. The second gear 312 meshes with the first gear 311. The third gear 313 meshes with the ring gear 321 of the differential unit 32.

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

<3.2 Differential unit 32>
The differential unit 32 transmits the torque output from the motor 2 to the output shaft 33. The output shafts 33 are attached to the left and right sides of the differential unit 32, respectively. As shown in FIG. 1, the output shaft 33 is connected to the drive shaft Sd via a joint Cp.

The differential unit 32 has a function of transmitting the same torque to the left and right output shafts 33 while absorbing the speed difference between the left and right front wheels Tf, that is, the output shafts 33, for example, when the vehicle Cb turns. The differential unit 32 includes a ring gear 321, 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).

Further, as shown in FIGS. 5 and 7, the end of the output shaft 33 on the other side in the axial direction (-Y direction side) is on the other side in the axial direction (-Y direction side) of the motor accommodating portion 51 of the housing 5. It protrudes from the end.

In the gear portion 3 of the present embodiment, the output shaft 33 projects on both sides in the Y direction, but the present invention is not limited to this. For example, depending on the mounting method of the motor unit 1, the output shaft 33 may project in only one direction in the Y direction, and one wheel may be driven by the pair of motor units 1. In this case, the differential portion can be omitted.

<3.3 Parking mechanism>
For example, in an electric vehicle, there is no braking mechanism for braking the vehicle Cb other than the side brake. Therefore, the motor unit 1 may be equipped with a parking mechanism that locks the vehicle Cb when the shift lever (not shown) is moved to the parking position. When the vehicle Cb is an HV, PHV, etc. and has an internal combustion engine and a transmission, the parking mechanism can be omitted.

<4. Inverter unit 6>
The inverter unit 6 is electrically connected to the motor 2. The inverter unit 6 controls the electric power supplied to the motor 2. As shown in FIG. 2, the inverter unit 6 is housed in the inverter accommodating portion 53 of the housing 5. The housing 5 further includes an inverter accommodating portion 53 accommodating an inverter unit 6 that supplies electric power to the motor 2.

As shown in FIG. 2, a refrigerant is supplied to the inverter unit 6 from a radiator (not shown). As shown in FIG. 2, an inverter cooling flow path 71 for flowing a refrigerant is arranged in a housing lid portion 531 that closes the opening of the inverter housing portion 53. The refrigerant from the radiator flows into the inverter cooling flow path 71 through the refrigerant pipe 72. When the refrigerant passes through the inverter cooling flow path 71, the heat generated in the inverter unit 6 is transferred to the refrigerant. That is, the inverter unit 6 is cooled.

<5. Pump 4>
The pump 4 circulates the oil CL in the internal space of the housing 5. That is, the pump 4 circulates the oil CL housed in the housing 5. The oil CL circulated by the pump 4 is supplied to the motor 2. The motor 2 is cooled by the oil CL. The pump 4 is an electric pump.

As shown in FIGS. 3 and 7, the pump 4 is attached to the outer surface of the gear portion accommodating portion 52 of the housing 5 on one side (+ Y direction side) of the cover flange portion 526 described later in the axial direction. The pump 4 circulates an oil CL for cooling the motor 2 and the gear portion 3 inside the housing 5.

Each of the pumps 4 has a pump motor (not shown) and a compression unit. The compression unit has a suction port and a discharge port. Examples of the compression unit include, but are not limited to, a trochoidal pump in which an external gear and an internal gear (not shown) are engaged and rotated. For example, the compression unit may be a pump other than the trochoidal pump, such as a centrifugal pump. The pump motor drives the compression unit. The compression unit is driven by a pump motor to suck the oil CL of the oil storage unit 54 from the suction port, compress it, and discharge it from the discharge port.

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

The discharge port of the pump 4 is connected to the flow piping section 561 of the oil piping section 56, which will be described later. The oil CL discharged from the discharge port of the pump 4 flows into the oil cooler 8 via the flow piping section 561.

With this configuration, it is possible to circulate the oil CL inside the motor accommodation space 501.

<6. Oil cooler 8>
The oil cooler 8 is supplied with the oil CL and the refrigerant supplied by a route different from that of the oil CL. Each of the oil coolers 8 has an oil flow pipe portion (not shown) and a refrigerant flow pipe portion. The oil flow pipe portion and the refrigerant flow pipe portion are separated from each other by a material having high thermal conductivity such as aluminum and copper, and the oil and the refrigerant exchange heat.

One end of the oil flow pipe portion of the oil cooler 8 is connected to the discharge port of the pump 4 via the flow pipe portion 561 of the oil pipe portion 56. As a result, the oil CL discharged from the pump 4 flows into the oil flow pipe portion of the oil cooler 8 via the flow pipe portion 561. A supply pipe portion 562, which will be described later, of the oil pipe portion 56 is connected to the other end of the oil flow pipe portion of the oil cooler 8. The cooled oil CL flowing out of the oil cooler 8 is sent to the oil spraying section 57, which will be described later, via the supply piping section 562. That is, an oil cooler 8 for cooling the oil CL passing through the oil piping portion 56 is arranged in the path of the oil piping portion 56.

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

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

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

<7. Housing 5>
As shown in FIG. 2 and the like, the housing 5 includes a motor accommodating portion 51, a gear accommodating portion 52, an inverter accommodating portion 53, an oil storage portion 54 (see FIGS. 4 and 5), and an output shaft support portion 55. It has an oil piping portion 56 (see FIG. 7), an oil spraying portion 57 (see FIG. 8), and a rib 58 (see FIG. 5).

The gear accommodating portion 52 is located on one side (+ Y direction side) of the motor accommodating portion 51 in the axial direction. The motor accommodating portion 51 and the gear accommodating portion 52 are formed of, for example, metals such as iron, aluminum, and alloys thereof, but are not limited thereto.

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

<7.1 Motor housing 51>
The motor accommodating portion 51 has a tubular portion 511 and a bottom portion 512. The tubular portion 511 opens on one side in the axial direction (+ Y direction side) and extends in the axial direction. The bottom portion 512 extends inward in the radial direction from the end portion on the other side (−Y direction side) of the tubular portion 511 in the axial direction. The bottom portion 512 closes the end portion of the tubular portion 511 on the other side in the axial direction (-Y method 9 side). In the motor accommodating portion 51, the tubular portion 511 and the bottom portion 512 are formed of the same member. As a result, the motor accommodating portion 51 has a bottomed tubular shape.

Since the motor accommodating portion 51 has a bottomed tubular shape with the gear accommodating portion 52 side open, the motor unit 1 can be assembled only by working from one side in the axial direction (+ Y direction side). Therefore, work such as changing the position of the worker or changing the position of the housing 5 is unnecessary, and the work man-hours can be reduced. Therefore, it is possible to reduce the cost required for the work.

<7.2 Oil storage unit 54>
An oil storage portion 54 projecting outward in the radial direction is arranged below the motor accommodating portion 51 (on the −Z direction side). The motor accommodating portion 51 and the oil accommodating portion 54 are formed of the same member, and the peripheral wall of the oil accommodating portion 54 is continuous with the peripheral wall of the motor accommodating portion 51 and projects outward in the radial direction. The oil storage unit 54 extends in the axial direction, and the inside is connected to the motor storage space 501 of the motor storage unit 51 (see FIG. 8). Then, the oil CL in the motor accommodation space 501 flows downward and is stored in the oil storage unit 54. That is, the housing 5 further has an oil storage portion that swells outward in the radial direction of the motor housing portion 51 from the lower portion in the vertical direction of the motor housing portion 51 and stores the oil CL.

In the present embodiment, the motor accommodating portion 51 and the oil storage portion 54 are formed of the same member, but are not limited thereto. For example, a notch extending in the axial direction (Y direction) may be formed below the motor accommodating portion 51, and the notch may be covered with a separately prepared oil storage portion 54. Further, the oil storage portion 54 has an arch shape having a radius of curvature smaller than that of the motor accommodating portion 51, but the oil storage portion 54 is not limited to this. For example, the shape may be a combination of planes. A shape that circulates in the motor accommodating portion 51 and can store the oil that has flowed downward can be widely adopted.

As shown in FIG. 8, cooling pipe portions 541 and 542, which are arranged adjacent to the oil storage portion 54 and through which the refrigerant flows, may be provided. That is, the housing 5 further has cooling pipe portions 541 and 542 through which the refrigerant for cooling the oil CL stored in the oil storage portion 54 flows.

The cooling pipe portion 541 is formed inside the wall portion of the oil storage portion 54 and has a tubular shape extending in the axial direction (Y direction). The inner side of the oil storage portion 54 of the cooling pipe portion 541 projects inward. By doing so, the area of the inner surface that the oil CL contacts can be increased, and the heat exchange efficiency, that is, the cooling efficiency can be improved.

Further, the cooling pipe portion 542 is a cylinder arranged inside the oil storage portion 54. By using such a cooling pipe portion 542, the oil CL stored in the oil storage portion 54 can be efficiently cooled. Further, although the cooling pipe portion 542 is arranged inside the housing 5, it is less likely to interfere with the motor 2 because it is arranged in the space inside the oil storage portion 54. In the housing 5 shown in FIG. 8, both the cooling pipe portion 541 and the cooling pipe portion 542 are adopted, but either one may be adopted.

The refrigerant supplied to the cooling pipes 541 and 542 may be, for example, a refrigerant that has cooled other components such as the inverter unit 6, or may be supplied directly from the radiator. It has a configuration for heating the refrigerant, and the oil CL stored in the oil storage unit 54 may be heated at the time of cold start. By doing so, the oil can have an appropriate viscosity immediately after the cold start. As a result, the motor 2 and the gear portion 3 can be lubricated immediately after the cold start, and the life of the motor unit 1 can be extended.

<7.3 Partition wall 513>
The tubular portion 511 and the oil storage portion 54 are opened on one side in the axial direction (+ Y direction side). The partition wall portion 513 closes the opening of the cylinder portion 511 and the oil storage portion 54 by the partition wall portion 513. The partition wall portion 513 is removable from the motor accommodating portion 51 and the oil storage portion 54.

The motor 2 is housed in a motor accommodating space 501 surrounded by a tubular portion 511, a bottom portion 512, and a partition wall portion 513. A first motor bearing 281 is arranged on the bottom 512. The end of the motor shaft 22 on the other side (−Y direction side) in the axial direction is rotatably supported by the first motor bearing 281.

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

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

An oil flow hole 515 is formed in the partition wall portion 513. The oil flow hole 515 is a through hole that penetrates the partition wall portion 513 in the axial direction. The oil flow hole 515 connects the oil storage portion 54 and the gear portion accommodating portion 52. A part of the oil CL accumulated in the oil storage portion 54 flows into the gear portion accommodation space 502 of the gear portion accommodation portion 52 through the oil flow hole 515. By forming the oil flow hole 515 at a position at a constant height from the bottom of the oil storage portion 54, the oil CL can be left in the oil storage portion 54.

<7.4 Gear unit accommodating unit 52>
The gear portion 3 is accommodated in the gear portion accommodating portion 52. That is, the housing 5 has a gear portion accommodating portion 52 accommodating the gear portion 3. The gear portion accommodating portion 52 is arranged on one side (+ Y direction side) of the motor accommodating portion 51 in the axial direction. That is, the housing 5 has a gear portion accommodating portion 52 that is arranged on one side (+ Y direction side) of the motor accommodating portion 51 in the axial direction and accommodates the gear portion 3.

The gear portion accommodating portion 52 includes a gear portion support portion 521 and a gear portion cover portion 522. The gear portion support portion 521 extends radially outward from the outer surface of the end portion of the tubular portion 511 of the motor accommodating portion 51 on one axial side (+ Y direction side). The gear portion support portion 521 is formed of the same member as the cylinder portion 511. That is, the gear portion accommodating portion 52 has a gear portion accommodating portion 521 that extends radially outward from the outer surface of the end portion of the motor accommodating portion 511 on one axial side (+ Y direction side).

A first output shaft passage hole 523 is formed in the gear portion support portion 521. The output shaft 33 penetrates the first output shaft passage hole 523. As a result, the output shaft 33 penetrates the gear portion support portion 521 and extends to the other side in the axial direction (-Y direction side). The output shaft 33 is aligned with the motor accommodating portion 51. That is, the gear portion 3 has an output shaft 33 that penetrates the gear portion support portion 521 and extends to the other side (−Y direction side) in the axial direction.

The end of the output shaft 33 on the other side (−Y direction side) in the axial direction is rotatably supported by the output shaft support portion 55. The details of the output shaft support portion 55 will be described later. An oil seal (not shown) is provided between the output shaft 33 and the first output shaft passage hole 523 in order to suppress leakage of oil CL.

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

The cover flange portion 526 projects radially outward from the other side (−Y direction side) of the cover cylinder portion 524 in the axial direction. When viewed in the axial direction, the cover flange portion 526 overlaps with the gear portion support portion 521. The gear portion support portion 521 and the cover flange portion 526 are overlapped in the axial direction. Then, by fixing the edge portion of the cover flange portion 526 to the edge portion of the gear portion support portion 521, the gear portion cover portion 522 is attached to the gear portion support portion 521.

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

Further, a second output shaft passage hole 527 is formed in the cover cylinder portion 524. The output shaft 33 penetrates the second output shaft passage hole 527. As a result, the output shaft 33 penetrates the cover cylinder portion 524 and extends to one side in the axial direction (+ Y direction side). An oil seal (not shown) is provided between the output shaft 33 and the second output shaft passage hole 527 in order to suppress leakage of oil CL.

In the gear portion accommodating portion 52, the first output shaft passing hole 523 and the second output shaft passing hole 527 overlap when viewed in the axial direction. The portion of the output shaft 33 on the other side (−Y direction side) of the differential portion 32 in the axial direction penetrates the first output shaft passage hole 523, and the portion on the one side in the axial direction (+ Y direction side) is It penetrates the second output shaft passage hole 527. The output shafts 33 arranged at both ends of the differential unit 32 in the axial direction (Y direction) rotate around the output shaft J5.

<7.5 Inverter housing 53>
As shown in FIGS. 3, 4, 8 and the like, the inverter accommodating portion 53 is arranged above the motor accommodating portion 51 and on the −X direction side. The inverter accommodating portion 53 is formed of the same member as the motor accommodating portion 51. That is, the inverter accommodating portion is formed of the same member as the motor accommodating portion 51. The inverter accommodating portion 53 has an opening at the upper side. A housing lid 531 is attached to the opening of the inverter housing 53. The inverter unit 6 is accommodated in a space surrounded by the inverter accommodating portion 53 and the accommodating lid portion 531.

The accommodating lid portion 531 is fixed to the inverter accommodating portion 53 by a fixing method such as screwing. As a result, the opening of the inverter accommodating portion 53 is closed by the accommodating lid portion 531. The fixing of the accommodating lid portion 531 and the inverter accommodating portion 53 is not limited to screwing, and a fixing method that can be firmly fixed and that can be attached and detached can be widely adopted.

The abutting portion between the inverter accommodating portion 53 and the accommodating lid portion 531 has a configuration for suppressing the ingress of moisture. As a result, moisture is less likely to adhere to the inverter unit 6 housed inside the inverter housing unit 53. As a configuration for suppressing the infiltration of water in the abutting portion between the inverter accommodating portion 53 and the accommodating lid portion 531, for example, a gasket, packing, or the like is arranged between the inverter accommodating portion 53 and the accommodating lid portion 531. It can be mentioned, but it is not limited to this.

The internal space of the inverter accommodating portion 53 and the motor accommodating space 501 of the motor accommodating portion 51 are connected by a wiring hole 532. In the wiring hole 532, the wiring connecting the inverter unit 6 and the coil 26 of the motor 2 is arranged. By providing such a wiring hole 532, it is possible to reduce the opening through which water flows into the internal space of the inverter accommodating portion 53. The wiring hole 532 is provided with a seal (not shown) for suppressing the intrusion of oil CL circulated in the motor accommodation space 501.

As shown in FIGS. 3, 4, 5, 8, and the like, the accommodating lid portion 531 has an inverter cooling flow path 71. Refrigerant passes through the inside of the inverter cooling flow path 71. When the refrigerant passes through the inverter cooling flow path 71, the heat generated from the inverter unit 6 is transferred to the refrigerant. As a result, the inverter unit 6 is cooled. By cooling the inverter unit 6, it becomes possible to operate stably. In the housing 5 of the present embodiment, the inverter cooling flow path 71 is arranged in the accommodating lid portion 531. In order to enhance the cooling effect, the inverter unit 6 may also be attached to the accommodating lid portion 531. Further, the inverter cooling flow path 71 may be arranged in the inverter accommodating portion 53. In this case, the inverter unit 6 may be attached to the inverter accommodating portion 53.

<7.6 Output shaft support 55>
The output shaft support portion 55 projects outward from the end portion of the outer peripheral surface of the motor accommodating portion 51 on the other side (−Y direction side) in the axial direction. The output shaft support portion 55 is formed of the same member as the motor accommodating portion 51.

The output shaft support portion 55 has a through hole whose center coincides with the output shaft J5, and an output bearing 551 (see FIGS. 2, 4, and 5) is attached to the through hole. Then, the output shaft support portion 55 rotatably supports the output shaft 33 via the output bearing 551.

That is, the housing 5 further has an output shaft support portion 55 that rotatably supports the output shaft 33 on the other side (−Y direction side) of the motor accommodating portion 51 in the axial direction. (0747, claims 1, 13th to 14th lines) Further, the output shaft support portion 55 is formed of the same member as the motor accommodating portion 51.

Further, the output shaft support portion 55 is formed of the same member as the lower surface of the inverter accommodating portion 53. The output shaft support portion 55 is integrally molded together with the inverter accommodating portion 53. With this configuration, the rigidity of the output shaft support portion 55 can be increased and the vibration of the output shaft 33 can be suppressed.

The output shaft support portion 55 may be formed of a member different from that of the inverter accommodating portion 53. At this time, the output shaft support portion 55 and the inverter accommodating portion 53 may come into contact with each other. When the output shaft support portion 55 is not formed of the same member as the inverter accommodating portion 53, stress is unlikely to be transmitted from the inverter accommodating portion 53 to the output shaft support portion 55. Therefore, even when stress acts on the inverter accommodating portion 53, the deformation of the output shaft support portion 55 is suppressed, and the runout of the output shaft 33 is unlikely to occur.

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

Since the housing 5 has the output shaft support portion 55, the output shaft 33 can be extended from the gear portion support portion 521 to the other side in the axial direction (−Y direction side). As shown in FIG. 1, a drive shaft Sd is connected to the tip of the output shaft 33 via a joint Cp (see FIG. 1).

By adjusting the length of the output shaft 33, the length of the drive shaft Sd connected to each of the left and right front wheels Tf when the motor unit 1 is mounted on the vehicle Cb can be made the same length. By making the length of the drive shaft Sd the same, the drive shaft Sd is connected to the output shaft 33 at the same angle. As a result, torque equal to the left and right front wheels Tf is transmitted, and the driver can operate the vehicle Cb without discomfort. That is, it is possible to improve the operability of the vehicle Cb.

In the motor unit 1, in the gear portion 3, the length of the output shaft 33 in which the left and right drive shafts Sd have the same length is determined based on the mounting position of the motor unit 1 in the vehicle Cb and the position of the front wheels Tf. Since the housing 5 has the output shaft support portion 55, the output shaft 33 can rotate stably even if the output shaft 33 is extended to the other side in the axial direction (−Y direction side).

In other words, since the housing 5 of the motor unit 1 has the output shaft support portion 55, the output shaft 33 can be extended to the other side in the axial direction (−Y direction side). As a result, the left and right drive shafts Sd of the vehicle Cb on which the motor unit 1 is mounted can have the same length, and the discomfort felt by the driver during driving can be suppressed. The output shaft support portion 55 preferably supports the vicinity of the end portion of the output shaft 33.

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

As shown in FIG. 5, the rib 58 projects from the radial outer surface of the tubular portion 511 of the motor accommodating portion 51 and extends radially outward in the axial direction to connect the gear portion support portion 521 and the output shaft support portion 55. That is, the housing 5 further has a plate-shaped rib 58 that protrudes from the radial outer surface of the motor accommodating portion 51 and connects the gear portion support portion 521 and the output shaft support portion 55.

The rib 58 is formed of the same member as the motor accommodating portion 51. Further, the rib 58 is formed of the same member as the gear portion support portion 521 and the output shaft support portion 55. That is, the rib 58 is formed of the same member as the motor accommodating portion 51, the gear portion supporting portion 521, and the output shaft supporting portion 55. By providing the rib 58, deformation of the motor accommodating portion 51, the gear portion supporting portion 521, and the output shaft supporting portion 55 is suppressed. As a result, vibration and noise of the housing 5 itself due to the drive of the motor 2 and the gear portion 3 are suppressed.

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

<7.7 Oil piping section 56>
As shown in FIGS. 2 and 6, the oil piping portion 56 is a tubular shape formed inside the gear portion support portion 521 of the gear portion accommodating portion 52. The oil piping portion 56 is connected to an oil spraying portion 57 provided in the upper part of the motor accommodating space 501. The oil piping portion 56 connects the pump 4 and the oil spraying portion 57, and supplies the oil CL to the oil spraying portion 57. That is, the housing 5 has an oil piping portion 56 that connects the discharge port for discharging the oil of the pump 4 and the oil spraying portion 57 provided in the internal space 501 of the motor accommodating portion 51.

The housing 5 of the present embodiment has a flow piping section 561 and a supply piping section 562. The flow piping section 561 connects the discharge port of the pump 4 and the inflow section of the oil cooler 8. That is, the oil CL pressurized by the pump 4 is sent from the pump 4 to the oil cooler 8 via the flow piping section 561. Further, the supply piping portion 562 connects the outflow portion of the oil cooler 8 and the flow passage 571 of the oil spraying portion 57, which will be described later. That is, the oil CL cooled by the oil cooler 8 is sent from the oil cooler 8 to the oil spraying portion 57 via the supply piping portion 562.

In the present embodiment, the oil piping portion 56 is formed on the cover flange portion 526, but is not limited thereto. It may be formed on the gear portion support portion 521, or may be formed by fixing the gear portion support portion 521 and the cover flange portion 526 in combination.

<7.8 Oil spraying part 57>
The oil spraying portion 57 is arranged in the motor accommodating portion 51. Further, the oil spraying portion 57 is arranged vertically above the motor 2. That is, the housing 5 further has an oil spraying portion 57 that is arranged vertically above the motor 2 inside the motor accommodating portion 51 and is connected to the oil piping portion 56.

The oil spraying portion 57 has a flow passage 571 extending in the axial direction (Y direction) through which the oil CL flows, and a spray hole 572 connecting the flow passage 571 and the motor accommodating space 501.

The oil CL flowing through the oil piping portion 56 flows into the flow passage 571 of the oil spraying portion 57. Then, the oil CL that has flowed into the flow passage 571 is sprayed into the motor accommodating space 501 from the spray hole 572. With such a configuration, the oil CL can be sprayed on the motor 2 arranged in the motor accommodation space 501. As a result, the motor 2 can be efficiently cooled by the oil CL. In the present embodiment, the oil spraying portion is a tubular shape formed inside the motor accommodating portion 51, but the oil spraying portion is not limited thereto. For example, it may be a pipe inserted into the motor accommodation space 501.

Further, the oil spraying portion 57 may be in the shape of a container having an opening at the upper side and a hole for dropping oil at an appropriate portion on the bottom instead of being tubular. At this time, the oil CL supplied from the supply piping section 562 flows into the oil spraying section 57, and the oil is dropped from the oil spraying section 57.

<position of 7.9 pump 4 and oil cooler 8>
The pump 4 and the oil cooler 8 are attached to one side (+ Y direction side) of the cover flange portion 526 of the gear portion accommodating portion 52 of the housing 5 in the axial direction. More specifically, the pump 4 and the oil cooler 8 are attached to the outside of the gear portion accommodating portion 52. The oil piping portion 56 connects the pump 4 and the oil cooler 8. Further, the oil piping portion 56 connects the oil cooler 8 and the oil spraying portion 57.

As shown in FIG. 6, the pump 4 and the oil cooler 8 are arranged at positions within the axial projection plane of the housing 5. A part of the pump 4 and the oil cooler 8 may protrude outward from the axial projection surface of the housing 5. That is, the pump 4 is attached to the outer surface of the gear portion accommodating portion 52 on one side (+ Y direction side) in the axial direction, and at least a part thereof overlaps with the housing 5 in the axial direction. Further, the oil cooler 8 is attached to the outer surface of the gear portion accommodating portion 52 on one side (+ Y direction side) in the axial direction, and at least a part thereof overlaps with the housing 5 in the axial direction.

By having such a configuration, the thickness of the motor unit 1 in the vertical direction (Z direction) can be reduced. The motor unit 1 can be miniaturized. The pump 4 is exposed to the outside of the motor unit 1. When the vehicle is running, the running wind hits the pump 4. The pump 4 is cooled by the traveling wind when the vehicle is traveling. Further, the outer surface of the oil cooler 8 is also exposed to the running wind when the vehicle is running. As a result, the oil cooler 8 is also cooled by the running wind.

<8. Lubrication and cooling of motor unit 1>
As shown in FIG. 2, an oil reservoir P in which the oil CL is accumulated is provided in the lower region in the gear portion accommodating portion 52. A part of the differential portion 32 is immersed in the oil sump P. The oil CL accumulated in the oil sump P is scraped up by the operation of the differential portion 32 and supplied to the inside of the gear portion accommodating portion 52. That is, the oil CL is scraped up by the tooth surface of the ring gear 321 when the ring gear 321 of the differential portion 32 rotates.

The oil CL diffused in the gear portion accommodating portion 52 is supplied to each gear of the reduction gear portion 31 and the differential portion 32 in the gear portion accommodating portion 52 to spread the oil CL on the tooth surface of the gear and is used for lubrication. NS. A part of the oil CL diffused in the gear portion accommodating portion 52 is supplied to each of the second motor bearing 282, the first gear bearing 341, the second gear bearing 342, and the third gear bearing 343, and is used for lubrication. Will be done.

A part of the ring gear 321 is immersed in the oil CL during operation from the state where the motor 2 is stopped. Therefore, as the ring gear 321 rotates, the oil CL is scraped upward along the inner peripheral surface of the gear portion accommodating space 502.

An oil reserve dish 528 is arranged in the gear portion accommodating space 502. The oil reserve dish 528 opens upward. Further, the oil reserve dish 528 is formed over both ends in the axial direction of the gear portion accommodating space 502. The oil CL scraped up from the oil sump P moves above the gear portion accommodating space 502 and flows into the oil reserve dish 528.

One end of the oil reserve dish 528 in the axial direction is connected to an oil supply path (not shown). The oil CL accumulated in the oil reserve dish 528 flows into the hollow portion 220 of the motor shaft 22 from one end in the axial direction (+ Y direction side) of the motor shaft 22 via the oil supply path.

Oil CL has flowed into the hollow portion 220 of the motor shaft 22. The oil CL of the hollow portion 220 of the motor shaft 22 flows in from the end on one side (+ Y direction side) of the motor shaft 22 in the axial direction and flows toward the motor 2. The hollow portion 220 of the motor shaft 22 may have a structure such as a spiral groove that sends the oil CL to the motor 2 side when the motor shaft 22 rotates. The oil CL that has flowed through the hollow portion 220 is sprayed toward the stator 24 from the oil spray hole 221 (see FIG. 2) provided in the motor shaft 22. The stator 24 is cooled by the oil CL. That is, in the motor unit 1, the oil CL of the oil pool P in the gear portion accommodating space 502 is scraped up by the gear portion 3 to circulate the oil CL inside the motor unit 1.

Further, in the motor unit 1, the oil CL is circulated by the pump 4 in addition to the scraping by the rotation of the gear portion 3. By driving the pump 4, the oil CL accumulated in the oil storage portion 54 is sucked into the pump 4. The pump 4 flows the oil CL sucked from the suction port into the oil cooler 8 from the discharge port through the oil pipe portion 56. The oil CL is cooled by exchanging heat with the refrigerant by the oil cooler 8, and flows into the oil spraying portion 57 via the oil piping portion 56. Then, the oil CL flows through the flow passage 571 of the oil spraying portion 57 and is sprayed from the spray hole 572 into the motor accommodation space 501. The oil CL sprayed from the spray hole 572 is sprayed on the motor 2.

The oil CL sprayed on the motor 2 flows inside the motor 2. As a result, the oil CL cools the motor 2. The oil CL that has cooled the motor 2 flows downward along the gravity and flows into the oil storage portion 54 connected below the motor accommodating portion 51. In this way, the pump 4 allows the oil CL to circulate inside the motor accommodation space 501.

A part of the oil CL scraped up by the gear portion 3 flows into the motor accommodating space 501 through the hollow portion 220 of the motor shaft 22. Further, the pump 4 circulates the oil CL in the space inside the motor accommodating space 501 and the oil storage unit 54. Therefore, the oil CL due to circulation flows into the oil storage portion 54 side. The internal space of the oil storage portion 54 and the gear portion accommodating space 502 are partitioned by a partition wall portion 513. An oil flow hole 515 is formed in the partition wall portion 513. Therefore, a part of the oil CL accumulated inside the oil storage portion 54 is allowed to flow into the gear portion accommodating space 502. As a result, the amount of oil CL accumulated in the oil storage unit 54 and the oil reservoir P is kept constant.

In this way, the motor unit 1 lubricates and cools the motor 2 and the gear portion 3 by circulating the oil CL in the motor accommodating space 501 and the gear portion accommodating space 502.

Although the embodiments of the present invention have been described above, the configurations and combinations thereof in the embodiments are examples, and additions, omissions, substitutions, and other modifications of the configurations are made without departing from the spirit of the present invention. Is possible. Further, the present invention is not limited to the embodiments.

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

1 Motor unit 2 Motor 21 Rotor 22 Motor shaft 220 Hollow part 221 Oil spray hole 23 Rotor core 24 Stator 25 Stator core 26 Coil 281 1st motor bearing 282 2nd motor bearing 3 Gear part 31 Deceleration part 311 1st gear 312 2nd gear 313 3rd gear 314 Intermediate shaft 32 Differential part 321 Ring gear 33 Output shaft 341 1st gear bearing 342 2nd gear bearing 343 3rd gear bearing 4 Pump 5 Housing 500 Suction piping 501 Motor accommodation space 502 Gear accommodation space 51 Motor accommodation 511 Cylindrical part 512 Bottom part 513 Bulk partition part 514 Through hole 515 Oil flow hole 52 Gear part accommodating part 521 Gear part support part 522 Gear part cover part 523 First output shaft passing hole 524 Cover cylinder part 525 Cover bottom part 526 Cover flange part 527 2 Output shaft passage hole 528 Oil reserve dish 53 Inverter accommodating part 531 Accommodating lid part 532 Wiring hole 54 Oil storage part 541 Cooling pipe part 542 Cooling pipe part 55 Output shaft support part 551 Output bearing 56 Oil piping part 561 Flow piping part 562 Supply Piping part 57 Oil spraying part 571 Flow passage 572 Spraying hole 58 Rib 6 Inverter unit 71 Inverter cooling flow path 72 Refrigerator piping 73 Connection piping 74 Return piping 8 Oil cooler Cb Vehicle Cp fitting Dd Travel direction Sd Drive shaft Tf Front wheel Tr Rear wheel P Oil pool CL oil

Claims (6)

A motor having a motor shaft that rotates around a motor shaft that extends in the horizontal direction,
A gear portion connected to the motor shaft on one side in the motor shaft direction along the motor shaft,
It has a housing for accommodating the motor and the gear portion, and has.
The housing is
A motor accommodating portion accommodating the motor and
It has a gear portion accommodating portion for accommodating the gear portion, and has a gear portion accommodating portion.
The gear portion accommodating portion has a gear portion accommodating portion that extends radially outward from the outer surface of one end of the motor accommodating portion in the motor axial direction.
The gear portion has an output shaft that penetrates the gear portion support portion and extends to the other side of the motor shaft.
The housing is a motor unit having an output shaft support portion that rotatably supports the output shaft on the other side of the motor accommodating portion in the motor axial direction. The motor unit according to claim 1, wherein the output shaft support portion is formed of the same member as the motor accommodating portion. The housing further has plate-shaped ribs protruding from the radial outer surface of the motor housing portion to connect the gear portion support portion and the output shaft support portion.
The motor unit according to claim 1 or 2, wherein the rib is formed of the same member as the motor accommodating portion, the gear portion supporting portion, and the output shaft supporting portion. The housing further includes an inverter accommodating portion for accommodating an inverter unit that supplies electric power to the motor.
The motor unit according to any one of claims 1 to 3, wherein the inverter accommodating portion is formed of the same member as the motor accommodating portion. The motor unit according to claim 4, wherein the output shaft support portion and the inverter accommodating portion come into contact with each other. The motor unit according to claim 5, wherein the output shaft support portion is formed of the same member as the inverter accommodating portion.

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