JP5282639B2 - Vehicle drive device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving device of a vehicle for increasing the engine oil supply amount to a stator of a motor without increasing stirring loss due to a rotor of the motor. <P>SOLUTION: The driving device drives a vehicle 1 by using at least either of an internal combustion engine 2 or the motors 3L, 3R as a driving source. Each of the motors 3L, 3R includes stators 25L, 25R provided in the inner part of an oil pan 18 of the internal combustion engine 2, and rotors 26L, 26R disposed in an inner circumference side of the stators 25L, 25R. The rotors 26L, 26R are provided in an isolation space SP for stopping the engine oil EO stored in the oil pan 18 from intruding to the rotors 26L, 26R side from the stators 25L, 25R side. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to a vehicle drive device that drives a vehicle using at least one of an internal combustion engine and an electric motor as a drive source.

  2. Description of the Related Art A vehicle drive device is known in which an electric motor is integrally coupled to a main body of an internal combustion engine, and a downstream end of an oil discharge passage provided in the main body is opened toward a stator of the electric motor (Patent Document 1). . In addition, Patent Documents 2 to 7 exist as prior art documents related to the present invention.

JP 2005-180261 A JP 2003-143810 A JP 2003-240112 A JP 2008-286247 A Japanese Utility Model Publication No. 62-97221 JP 2004-358994 A JP 2001-146955 A

  The drive device of Patent Document 1 can supply engine oil through an oil discharge passage to a stator that is likely to be hot during operation of the electric motor. However, when the amount of oil supplied to the stator is increased in order to improve the cooling performance of the stator, the oil supply to the rotor arranged on the inner peripheral side of the stator also increases. For this reason, the agitation loss increases due to the agitation of the oil by the rotor.

  Therefore, an object of the present invention is to provide a vehicle drive device that can increase the amount of engine oil supplied to the stator of the electric motor without increasing the stirring loss due to the rotor of the electric motor.

The drive device of the present invention is a vehicle drive device that drives a vehicle using at least one of an internal combustion engine and an electric motor as a drive source, wherein the electric motor includes a stator provided inside an oil pan of the internal combustion engine, A rotor disposed on the inner peripheral side of the stator, and the rotor is provided in an isolation space that prevents engine oil stored in the oil pan from entering the rotor side from the stator side , The oil level in the oil pan when the internal combustion engine is stopped is set higher than a coil end provided in the stator of the electric motor (Claim 1).

According to this drive device, since the stator of the electric motor is provided inside the oil pan, the stator can be cooled using the engine oil stored in the oil pan. Moreover, since the rotor of the electric motor is provided in the isolated space that prevents the engine oil from entering from the stator side to the rotor side, the engine oil is not stirred by the rotor. Therefore, even if the amount of engine oil supplied to the stator is increased by increasing the engine oil stored in the oil pan, the stirring loss by the rotor is not increased. Further, since it is not necessary to prepare oil dedicated to cooling the stator, cost reduction and maintenance are facilitated. Further, since the coil end of the stator is immersed in the oil, the stator coil end can be constantly cooled when the internal combustion engine is stopped.

In one aspect of the drive device of the present invention, two electric motors positioned below the crankshaft of the internal combustion engine and provided on the left and right with respect to the crankshaft may be provided as the electric motor ( Claim 2 ). In this aspect, the oil scooped up by the rotation of the crankshaft can be poured to the left and right electric motors. Thereby, even when the oil level decreases during the operation of the internal combustion engine, the cooling of the stator can be maintained.

In this aspect, when the internal combustion engine is stopped and the two electric motors are used as drive sources, the operation of the internal combustion engine is started when the oil level in the oil pan is different between right and left. Control means may be provided (claim 3 ). In this case, since the operation of the internal combustion engine is started when a difference occurs in the oil level while the internal combustion engine is stopped, the engine oil can be flowed to the left and right electric motors by the rotation of the crankshaft. As a result, the oil supply on the low oil level side can be supplemented.

In one aspect of the driving apparatus of the present invention, the oil pan is provided with a strainer for sucking engine oil, and the strainer may be disposed in proximity to a coil end provided in the stator of the electric motor. (Claim 4 ). The coil end provided in the stator tends to be hot. According to this aspect, since the strainer is disposed close to the coil end, the oil heated at the coil end is sucked and sent to each part of the internal combustion engine, so that the warm-up time of the internal combustion engine can be shortened. .

In one aspect of the driving apparatus of the present invention, the internal combustion engine includes a cooling passage for circulating the refrigerant, a radiator for cooling the refrigerant, and a position provided in the cooling passage to restrict the inflow of the refrigerant to the radiator. There is provided a thermostat portion that operates between a position where the inflow is permitted, and a bypass passage that is connected to the cooling passage so as to bypass the thermostat portion, and the cooling passage is connected to the electric motor. are arranged in close proximity to the coil ends provided in the stator, the bypass passage may also be on-off valve is provided for opening and closing the bypass passage (claim 5). Even when the thermostat section fails and the cooling passage is closed, the refrigerant can be caused to flow into the radiator by opening the bypass passage with the on-off valve. Further, since the cooling passage is close to the coil end, the temperature rise of the refrigerant is promoted. For this reason, it can contribute to shortening of the warm-up time of the internal combustion engine.

In this aspect, when the temperature of the stator exceeds a predetermined value in a state where the flow of the refrigerant to the radiator is restricted by the thermostat portion, the on-off valve is opened so that the bypass passage is opened. You may provide the valve control means to control (Claim 6 ). According to this aspect, since cooling of the stator is prioritized regardless of the operating state of the thermostat, the failure of the electric motor can be prevented in advance.

  As described above, according to the driving device of the present invention, the stator of the electric motor is provided inside the oil pan, and the rotor of the electric motor is disposed in the isolated space that prevents the engine oil from entering from the stator side to the rotor side. Therefore, even if the engine oil stored in the oil pan is increased and the supply amount of the engine oil to the stator is increased, the stirring loss by the rotor is not increased.

The top view which showed typically the outline | summary of the vehicle to which the drive device which concerns on a 1st form was applied. Explanatory drawing which showed typically the cross section regarding the II-II line | wire of FIG. The enlarged view which showed the detail of the III part located in the left side of FIG. Explanatory drawing which showed the state which the oil level of engine oil inclined to right and left. The flowchart which showed an example of the control routine which concerns on a 1st form. The flowchart which showed an example of the other control routine which concerns on a 1st form. Explanatory drawing which showed typically the vehicle to which the drive device which concerns on a 2nd form was applied. Explanatory drawing which showed typically the vehicle to which the drive device which concerns on a 3rd form was applied. The figure which showed the modification of the 3rd form. Explanatory drawing which showed the principal part of the drive device which concerns on a 4th form. The flowchart which showed an example of the control routine which concerns on a 4th form.

(First form)
FIG. 1 is a top view schematically showing an outline of a vehicle to which a drive device according to a first embodiment of the present invention is applied. The upper side of FIG. 1 corresponds to the front of the vehicle, and the lower side corresponds to the rear of the vehicle. The vehicle 1 is configured as a hybrid vehicle provided with an internal combustion engine 2 and electric motors 3L and 3R as a driving power source. The vehicle 1 is configured as a four-wheel drive vehicle in which both the left and right front wheels 4L and 4R and the rear wheels 5L and 5R can function as drive wheels. The motors 3L and 3R are responsible for driving the front wheels 4L and 4R, and the internal combustion engine 2 is responsible for driving the rear wheels 5L and 5R. The two electric motors 3L and 3R can be controlled independently.

  A first drive shaft 6L is provided between the first electric motor 3L and the left front wheel 4L arranged on the left side of the internal combustion engine 2, and a second drive is provided between the second electric motor 3R and the right front wheel 4R arranged on the right side. Each of the shafts 6R is provided. A transmission 8 is connected to the internal combustion engine 2, and power output from the transmission 8 is transmitted to the left and right rear wheels 5 </ b> L and 5 </ b> R via the propeller shaft 9, the differential device 10, and the left and right drive shafts 11.

  FIG. 2 is an explanatory view schematically showing a cross section taken along line II-II in FIG. The internal combustion engine 2 includes an engine body 15, and the engine body 15 is provided with a crankshaft 16 and a camshaft 17. An oil pan 18 for storing engine oil EO is attached to the lower part of the engine body 15, and a strainer 20 for sucking the engine oil EO is provided at the bottom of the oil pan 18. An oil pump 21 for pumping engine oil EO to each part is mounted on the engine body 15, and the oil pump 21 is connected to the strainer 20. The oil pump 21 is driven by the power of the internal combustion engine 2. An oil passage 22 is connected to the discharge side of the oil pump 21, and the oil passage 22 branches off from the crankshaft 16 and the camshaft 17. As a result, the engine oil EO is supplied to the lubrication target or the cooling target such as the crankshaft 16 and the camshaft 17 provided in the internal combustion engine 2.

  As shown in FIG. 2, the first electric motor 3L includes a stator 25L provided in the oil pan 18 and a rotor 26L disposed on the inner peripheral side of the stator 25L. On the other hand, the second electric motor 3R similarly includes a stator 25R provided in the oil pan 18 and a rotor 26R disposed on the inner peripheral side of the stator 25R.

  The oil level Lva in the oil pan 18 is set above the stators 25L and 25R. The illustrated oil level Lva is a static level when the internal combustion engine 2 is stopped, and the oil level Lva falls below the illustrated position during operation of the internal combustion engine 2. Since the oil level Lva is set above the stators 25L and 25R, the coil ends 27L and 27R of the stators 25L and 25R are submerged in the engine oil EO. 27R can be constantly cooled. Since the cooling is possible without driving the oil pump 21, the fuel efficiency of the internal combustion engine 2 is improved.

  The electric motors 3L and 3R are located below the crankshaft 16 and are provided on the left and right with the crankshaft 16 as a reference. Therefore, the engine oil EO scraped up by the rotation of the crankshaft 16 can be poured to the left and right electric motors 3L and 3R as indicated by arrows. Thereby, even when the oil level Lva decreases with the operation of the internal combustion engine 2, the cooling of the stators 25L and 25R can be maintained. In order to efficiently flow the engine oil EO to the electric motors 3L and 3R, a discharge path (not shown) that communicates with the oil passage 22 branched to the crankshaft 16 and extends in the radial direction and opens to the outer peripheral surface of the crankshaft 16. (Not shown) may be formed. In this case, the engine oil can be discharged evenly using the centrifugal force when the crankshaft 16 rotates. Further, in this case, it is not necessary to increase the oil level Lva until it interferes with the crankshaft 16, and it is not necessary to make each stator 25L, 25R completely immersed in the engine oil EO during operation of the internal combustion engine 2. It is possible to reduce the amount of engine oil EO mounted.

  Each rotor 26L, 26R is provided with a rotor shaft 28L, 28R, and the rotation of each rotor shaft 28L, 28R is decelerated by the speed reduction portions 29L, 29R comprising a predetermined gear train and shown in FIG. It is transmitted to the drive shafts 6L and 6R. The speed reduction units 29L and 29R are housed in gear chambers 30L and 30R adjacent to the oil pan 18, and automatic transmission fluid (ATF) which is lubricating oil is sealed in the gear chambers 30L and 30R. The oil level Lvb is set below the lower ends of the rotors 26L and 26R. As a result, the ATF is prevented from being stirred by the rotors 26L and 26R, so that stirring loss can be suppressed.

  FIG. 3 is an enlarged view showing details of a portion III located on the left side of FIG. Note that the vehicle 1 is symmetric, and the structure on the right side in FIG. 2 is the same as that on the left side. As shown in detail in FIG. 3, the stator 25 </ b> L is bolted to a mounting portion 31 that protrudes inward from the oil pan 18. The stator 25L is provided with a pair of sleeves 32 joined to the coil end 27L by welding. The periphery of the stator 25L is covered with a cover 33 disposed inside the oil pan 18. The cover 33 is formed with a plurality of through holes 33a for guiding engine oil EO to the stator 25L.

  The cover 33 is provided with a support portion 35 that rotatably supports the right end portion of the rotor shaft 28L of the rotor 26L via a bearing 34. The support portion 35 has an O-ring 36 as a seal member interposed therebetween. In the state, it is inserted into the inner periphery of the sleeve 31. The left end portion of the rotor shaft 28L is rotatably supported by a support portion 38 formed on the side wall of the oil pan 18 via a bearing 39. Similarly, the support portion 38 is inserted into the inner periphery of the sleeve 31 with an O-ring 36 as a seal member interposed therebetween. Thus, the rotor 26L is sandwiched between the two support portions 35 and 38 on both sides, and the stator 25L and the support portions 35 and 38 are sealed by the O-ring 36. For this reason, it is possible to prevent the engine oil EO flowing into the cover 33 through the through hole 33a from entering the rotor 26L. That is, the stator 25L and the two support portions 35 and 38 form an isolation space SP that can prevent the engine oil EO from entering from the stator 25L side to the rotor 26L side, and the rotor 26L is in the isolation space SP. Is provided. Thereby, engine oil EO is not stirred by each rotor 26L, 26R. Therefore, even if the amount of engine oil supplied to the stators 25L and 25R is increased by increasing the engine oil stored in the oil pan 18, the stirring loss by the rotors 26L and 26R is not increased.

  As shown in FIG. 1, the operation of the internal combustion engine 2 and the motors 3L and 3R mounted on the vehicle 1 is controlled by a vehicle control device 40 configured as a computer. Since the basic control of the vehicle control device 40 is the same as the known control content, description thereof will be omitted, and hereinafter, characteristic control related to the present invention performed by the vehicle control device 40 will be described.

  FIG. 4 is an explanatory view schematically showing a state in which the oil level of the engine oil is inclined to the left and right. When the vehicle 1 is cornered, the oil level of the engine oil EO is inclined to the left and right as shown in FIG. If the difference exceeds the allowable range, the left oil level Lva is positioned below the stator 25L of the first electric motor 3L as shown in FIG. 4, and the left stator 25L is not sufficiently cooled. There is a fear. In particular, when the internal combustion engine 2 is stopped, oil supply by scooping up the crankshaft 16 cannot be expected, so that the adverse effect due to the difference between the oil level Lva on the left and right becomes significant. Therefore, in the present embodiment, the operation of the internal combustion engine 2 is started by the vehicle control device 40 when a left-right difference in the oil level Lva occurs when the internal combustion engine 2 is stopped.

  FIG. 5 is a flowchart showing an example of a control routine performed by the vehicle control device 40. The program of this routine is held in a storage device such as a ROM of the vehicle control device 40, read out in a timely manner, and repeatedly executed at predetermined intervals.

  In step S1, it is determined whether or not the electric motors 3L and 3R are used as drive sources in a state where the internal combustion engine 2 is stopped, that is, whether or not it is a so-called electric travel mode. If it is in the electric travel mode, the process proceeds to step S2, and if not, the subsequent process is skipped and the current routine is terminated.

  In step S2, it is determined whether or not the left / right difference in the oil level Lva exceeds an allowable range. The upper limit value of the allowable range can be determined by experimentally investigating a value that reveals that the cooling of one of the motors is insufficient. The determination of the left / right difference of the oil level Lva may be performed based on the output signals of these level sensors by providing one level sensor on each of the left and right sides of the oil pan 18. Further, since the left-right difference of the oil level Lva correlates with the acceleration in the lateral direction (left-right direction) of the vehicle 1, an acceleration sensor is attached to the vehicle 1, and the left-right difference of the oil level Lva is based on the output signal of the acceleration sensor. It can also be determined whether or not the allowable range is exceeded. If the left-right difference exceeds the allowable range, the process proceeds to step S3. If not, the subsequent process is skipped and the current routine is terminated.

  In step S3, the start control is executed so that the operation of the internal combustion engine 2 starts, and then the current routine is terminated. The content of the start control is a known method for igniting the air-fuel mixture while cranking.

  According to the control of FIG. 5, the operation of the internal combustion engine 2 is started when the left / right difference in the oil level Lva exceeds an allowable range, so that the engine oil is applied to the left and right electric motors 3L and 3R by the rotation of the crankshaft 16. It can flow. Thereby, it is possible to supplement the oil supply on the side where the oil level Lva is low. When the vehicle control device 40 executes the control in FIG. 5, the vehicle control device 40 functions as a control unit according to the present invention.

  FIG. 6 is a flowchart showing an example of another control routine performed by the vehicle control device 40. This control is performed when the temperature of each of the stators 25L, 25R is high and there is a low temperature portion in which the oil temperature of the oil pan 18 is lower than a predetermined value by that temperature in the electric travel mode. It is what is started. The routine program is held in the storage device of the vehicle control device 40 in the same manner as described above, read out in a timely manner, and repeatedly executed at predetermined intervals.

  In step S11, it is determined whether or not the electric travel mode is set. If it is in the electric travel mode, the process proceeds to step S12. If not, the subsequent process is skipped and the current routine is terminated.

  In step S12, it is determined whether or not the temperatures of the coil ends 27L and 27R are equal to or higher than a threshold value. The measurement of the temperature is performed based on an output signal of a temperature sensor (not shown) provided at at least one of the coil ends 27L and 27R. If the temperatures of the coil ends 27L and 27R are equal to or higher than the threshold value, the process proceeds to step S13. If not, the subsequent process is skipped and the current routine is terminated.

  In step S13, it is determined whether or not a low temperature portion exists in the engine oil of the oil pan 18. This low temperature part is defined as a part having a temperature lower than a predetermined value with respect to the threshold value. The temperature of the engine oil is measured based on an output signal of an oil temperature sensor (not shown) provided at an appropriate position of the oil pan 18, and the presence / absence of a low temperature portion is determined based on the measurement result. If the low temperature portion exists, the process proceeds to step S14. If not, the subsequent process is skipped and the current routine is terminated.

  In step S14, the start control is executed so that the operation of the internal combustion engine 2 starts, and then the current routine is terminated. According to the control of FIG. 6, when the low temperature portion exists in the engine oil, the operation of the internal combustion engine 2 is started to supplement the oil supply to the electric motors 3L, 3R. Can be cooled.

(Second form)
Next, a second embodiment of the present invention will be described with reference to FIG. FIG. 7 is an explanatory diagram schematically showing a vehicle to which the drive device according to the second embodiment is applied. In the following, the same components as those in the first embodiment are denoted by the same reference numerals, and description thereof is omitted. The second form corresponds to an improvement of the first form, and guide members 43L, 43R extending toward the stators 25L, 25R are provided on the side wall 41a of the crankcase 41 of the engine body 15. The second embodiment can achieve the same effect as the first embodiment. In addition, since the pair of left and right guide members 45L and 45R are provided, the engine oil EO colliding with the side wall 41a as the crankshaft 16 rotates can be guided to the stators 25L and 25R. It is possible to cool the stators 25L and 25R more efficiently than in the embodiment.

(Third form)
Next, a third embodiment of the present invention will be described with reference to FIG. FIG. 8 is an explanatory view schematically showing a vehicle to which the drive device according to the third embodiment is applied. In the following, the same components as those in the first embodiment are denoted by the same reference numerals, and description thereof is omitted. The third form corresponds to an improvement of the first or second form. In the third embodiment, the strainer 20 provided at the bottom of the oil pan 18 is disposed close to the coil end 27L of the left first electric motor 3L. According to the third embodiment, since the strainer 20 is disposed in the vicinity of the coil end 27L that is likely to become high temperature, the engine oil heated by the coil end 27L is sucked and sent to each part of the internal combustion engine 2. Therefore, the warm-up time of the internal combustion engine 2 can be shortened. FIG. 9 shows a modification of the third embodiment. As shown in FIG. 9, the strainer 20L can be arranged for the left coil end 27L, and the strainer 20R can be arranged for the right coil end 27R. According to the form of FIG. 9, the warm-up time of the internal combustion engine can be further shortened compared to the form of FIG.

(4th form)
Next, the 4th form of this invention is demonstrated with reference to FIG.10 and FIG.11. The fourth embodiment can be implemented in combination with any one of the first to third embodiments described above. In the following, the same components as those in the above embodiments are denoted by the same reference numerals, and description thereof is omitted. FIG. 10 is an explanatory view showing the main part of the drive device according to the fourth embodiment. The internal combustion engine 2 is provided with a cooling device 50 for cooling each part with a refrigerant such as a long life coolant (LLC).

  The cooling device 50 includes a cooling passage 51 that circulates the refrigerant, a radiator 52 that cools the refrigerant, a position that is provided in the cooling passage 51 and restricts inflow of the refrigerant into the radiator 52, and a position where the inflow is permitted. An operating thermostat 53 and a bypass passage 54 connected to the cooling passage 51 so as to bypass the thermostat 53 are provided. The cooling device 50 is provided with a coupling passage 55 that bypasses each of the thermostat 53 and the bypass passage 54. The thermostat 53 is configured as a wax pellet type thermostat, and opens and closes the cooling passage 51 in response to a temperature change of the refrigerant. When the cooling passage 51 is closed in the thermostat portion 53, the refrigerant circulates around the radiator 52 and the thermostat portion 53 via the coupling passage 55 as indicated by the broken arrow. The cooling passage 51 is disposed close to the coil ends 27L and 27R of the electric motors 3L and 3R. Further, the bypass passage 54 is provided with an opening / closing valve 56 for opening and closing the bypass passage 54. The on-off valve 56 is configured as an electromagnetic control valve and is operated by the vehicle control device 40.

  According to the fourth embodiment, even if the thermostat portion 53 breaks down and the cooling passage 51 is closed, the refrigerant is supplied to the radiator 52 by operating the on-off valve 56 to open the bypass passage 54. Can flow in. Further, since the cooling passage 51 is close to the coil ends 27L and 27R, the temperature rise of the refrigerant is promoted. This can contribute to shortening the warm-up time of the internal combustion engine 2.

  Next, the control with respect to the on-off valve 56 which the vehicle control apparatus 40 performs is demonstrated. FIG. 11 is a flowchart showing an example of a control routine according to the fourth embodiment. The program of this routine is held in the storage device of the vehicle control device 40, read out in a timely manner, and repeatedly executed at predetermined intervals.

  In step S21, it is determined whether or not the oil temperature of the internal combustion engine 1 (engine oil temperature) is equal to or higher than a threshold value. This threshold value corresponds to the temperature at which the thermostat 53 opens the cooling passage 51. Therefore, when the temperature is less than the threshold, the thermostat 53 restricts the flow of the refrigerant into the radiator 52. When the oil temperature is equal to or higher than the threshold value, the process proceeds to step S22, the on-off valve 56 is opened, and the current routine is finished. On the other hand, when the oil temperature is lower than the threshold value, the process proceeds to step S23, the on-off valve 56 is closed, and the process proceeds to step S24.

  In step S24, it is determined whether or not the temperature of at least one of the coil ends 27L and 27R is equal to or higher than a threshold value. This threshold value is set as an upper limit temperature of an allowable range in which failure of the electric motors 3L and 3R can be prevented. The temperatures of the coil ends 27L and 27R are measured based on an output signal of a temperature sensor (not shown). If the measured temperature is equal to or higher than the threshold value, the process proceeds to step S25. On the other hand, if the temperature is lower than the threshold, the subsequent processing is skipped and the current routine is terminated.

  In step S25, the on-off valve 56 is opened to open the bypass passage 54. Thereby, even when the inflow of the refrigerant to the radiator 52 is restricted by the thermostat 53, the refrigerant can be guided to the radiator 52 by bypassing the thermostat 53. That is, since the cooling of the coil ends 27L and 27R is prioritized regardless of the operating state of the thermostat 53, it is possible to prevent failures of the electric motors 3L and 3R. When the vehicle control device 40 executes the control routine of FIG. 11, the vehicle control device 40 functions as the valve control means according to the present invention.

  The present invention is not limited to the above embodiments, and can be implemented in various forms. In each of the above embodiments, a total of two electric motors are provided on the left and right sides of the vehicle, but the number of electric motors is not particularly limited. Therefore, the present invention can also be implemented in a form in which an internal combustion engine and a single electric motor are combined. Further, the configuration of the power transmission path from the internal combustion engine and the electric motor as drive sources to the drive wheels is arbitrary, and is not limited to the above-described embodiments.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Internal combustion engine 3L, 3R Electric motor 16 Crankshaft 18 Oil pan 20 Strainer 25L, 25R Stator 26L, 26R Rotor 27L, 27R Coil end 40 Vehicle control device (control means, valve control means)
51 Cooling passage 52 Radiator 53 Thermostat portion 54 Bypass passage 56 On-off valve Lva Oil level SP Isolation space

Claims (6)

In a vehicle drive device for driving a vehicle using at least one of an internal combustion engine and an electric motor as a drive source,
The electric motor has a stator provided inside an oil pan of the internal combustion engine, and a rotor disposed on the inner peripheral side of the stator,
The rotor is provided in an isolation space that prevents engine oil stored in the oil pan from entering the rotor side from the stator side ,
The vehicle drive apparatus according to claim 1, wherein an oil level in the oil pan when the internal combustion engine is stopped is set higher than a coil end provided in the stator of the electric motor . 2. The drive device according to claim 1 , wherein the electric motor includes two electric motors that are located below a crankshaft of the internal combustion engine and provided on the left and right with respect to the crankshaft. Control means for starting the operation of the internal combustion engine when the two electric motors are used as a drive source in a state where the internal combustion engine is stopped and the oil level in the oil pan is different between right and left. The drive device according to claim 2 .   The drive device according to claim 1, wherein a strainer for sucking engine oil is provided in the oil pan, and the strainer is disposed in proximity to a coil end provided in the stator of the electric motor. The internal combustion engine includes a cooling passage for circulating the refrigerant, a radiator for cooling the refrigerant, and a position provided in the cooling passage for restricting the inflow of the refrigerant to the radiator and a position for permitting the inflow. An operating thermostat portion and a bypass passage connected to the cooling passage so as to bypass the thermostat portion;
The cooling passage is disposed close to a coil end provided in the stator of the electric motor,
The drive device according to claim 1, wherein the bypass passage is provided with an on-off valve that opens and closes the bypass passage. Valve control means for controlling the on-off valve so that the bypass passage is opened when the temperature of the stator exceeds a predetermined value in a state where the inflow of refrigerant to the radiator is restricted by the thermostat portion The drive device according to claim 5 , comprising:

Images