JP5347523B2 - Motor with built-in housing - Google Patents

Description

  The present invention relates to a motor with a built-in housing including a stator disposed in a housing and having a stator core, a stator holding member, and a stator refrigerant passage.

  For example, in a drive unit such as a hybrid vehicle, a water-cooled three-phase AC motor is built in a housing. In this conventional motor with a built-in housing, a stator is constituted by a stator core in which a plurality of core pieces each having a coil wound thereon are arranged in an annular shape, and a stator holding ring fitted and fixed to the outer peripheral surface of the stator core. The rotor is fitted and fixed to the inner peripheral surface, and the rotor is coaxially disposed on the inner periphery of the stator. A refrigerant liquid passage is formed between the housing and the stator holding ring. More specifically, a groove is formed on the outer peripheral surface of the stator holding ring, and the space between the outer peripheral portion of the groove and the inner peripheral surface of the housing is sealed with a seal member. A passage was configured (see, for example, Patent Document 1).

Japanese Patent Laid-Open No. 2001-268849

  However, in the conventional motor with a built-in housing, the stator refrigerant passage is configured by sealing between the outer peripheral portion of the groove formed on the outer peripheral surface of the stator holding ring and the inner peripheral surface of the housing via a seal member. Therefore, the stator retaining ring and the housing must be brought into full contact with each other. Therefore, there is a problem that large motor vibrations and motor noise are released to the outside through the housing by contacting all the stator outer circumferences having the largest vibration amplitude among the stators that are the vibration sources. Furthermore, since the stator holding ring and the housing on the stator side are cooled by the refrigerant passing through the stator refrigerant passage, the cooling efficiency of the stator is low because a part of the cooling energy by the refrigerant is consumed for housing cooling. There was a problem of becoming.

  The present invention has been made paying attention to the above problem, and an object of the present invention is to provide a motor with a built-in housing that can reduce external vibration of motor vibration and motor noise while increasing the cooling efficiency of the stator.

In order to achieve the above object, in the motor with a built-in housing of the present invention, the stator disposed on the inner peripheral surface of the housing includes a stator core in which a plurality of core pieces wound with a stator coil are disposed in an annular shape, and an outer peripheral surface of the stator core. A stator holding member fitted and fixed to the stator, and a stator refrigerant passage formed on the outer periphery of the stator.
In this motor with a built-in housing, the stator refrigerant passage is configured inside the stator holding member, the stator holding member is fixed at an inner position separated in the motor axial direction, and the inner peripheral surface of the housing A clearance was formed between the stator holding member and the outer peripheral surface.
In claim 1, in addition to the above-described configuration, the refrigerant inlet / outlet structure to the stator refrigerant passage includes a refrigerant inlet / outlet pipe, a first seal ring, a joint, a second seal ring, and a third seal ring, The gap between the refrigerant inlet / outlet pipe and the housing is sealed by the first seal ring, the gap between the joint and the refrigerant inlet / outlet pipe is sealed by the second seal ring, and the gap between the joint and the stator holding member is the third. Sealing with a seal ring, and fixing the refrigerant inlet / outlet pipe to the housing, the joint of the refrigerant inlet / outlet pipe and the stator refrigerant passage being floating supported by the second seal ring and the third seal ring. It was set as the structure connected through.
According to a second aspect of the present invention, in addition to the above configuration, the refrigerant inlet / outlet structure to the stator refrigerant passage includes a refrigerant inlet / outlet pipe, a lip seal, a fourth seal ring, and a screwed part, and the refrigerant inlet / outlet pipe and the housing The gap is sealed by the lip seal, the gap between the refrigerant inlet / outlet pipe and the stator holding member is sealed by the fourth seal ring, and the refrigerant inlet / outlet pipe is screwed and fixed to the screw-in part. The pipe and the stator refrigerant passage are in direct communication with each other.

Therefore, in the motor with a built-in housing according to the present invention, the stator refrigerant passage is formed inside the stator holding member, and a clearance is formed between the inner peripheral surface of the housing and the outer peripheral surface of the stator holding member. For this reason, almost all of the cooling energy by the refrigerant is consumed for cooling the stator, and the cooling efficiency of the stator is increased as compared with the case of cooling the stator and the housing.
Further, the stator holding member is fixed at an inner position away from the motor shaft direction, and a clearance is formed between the inner peripheral surface of the housing and the outer peripheral surface of the stator holding member. For this reason, the vibration from the stator core that is the oscillation source becomes a vibration transmission path that passes through the stator holding member and the fixed position, and the vibration transmission path length is shorter than the vibration transmission path that is directly transmitted from the stator holding member to the housing. The longer the motor vibration and the external emission of motor noise are reduced.
As a result, it is possible to reduce motor vibration and external emission of motor noise while increasing the cooling efficiency of the stator.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall system diagram illustrating a rear-wheel drive FR hybrid vehicle to which a housing built-in motor according to a first embodiment is applied. It is the schematic which shows the housing internal structure by which motor / generator MG (an example of a motor with a built-in housing) of Example 1 is arrange | positioned. 3 is an enlarged cross-sectional view showing a stator cooling structure of the motor / generator MG of Embodiment 1. FIG. FIG. 3 is a longitudinal sectional view showing a stator cooling water inlet / outlet structure in the motor / generator MG of the first embodiment. It is explanatory drawing of the vibration transmission effect | action and heat transmission effect | action in the stator cooling structure of the motor / generator of a comparative example. It is explanatory drawing of the vibration transmission effect | action in the stator cooling structure of the motor / generator of Example 1, and a heat transfer effect | action. FIG. 6 is a diagram illustrating a stator cooling water inlet / outlet structure in the motor / generator MG of Example 2, (a) showing a plan view of a water inlet / outlet pipe, and (b) showing a longitudinal sectional view of the stator cooling water inlet / outlet structure. .

  Hereinafter, the best mode for realizing a motor with a built-in housing according to the present invention will be described based on Example 1 and Example 2 shown in the drawings.

First, the configuration will be described.
FIG. 1 is an overall system diagram showing a rear-wheel drive FR hybrid vehicle to which the housing built-in motor of the first embodiment is applied.

  As shown in FIG. 1, the drive system of the FR hybrid vehicle includes an engine Eng, a flywheel FW, a first clutch CL1, a motor / generator MG (motor with built-in housing), a second clutch CL2, and an automatic transmission. It has an AT, a propeller shaft PS, a differential DF, a left drive shaft DSL, a right drive shaft DSR, a left rear wheel RL, and a right rear wheel RR. Note that FL is the left front wheel and FR is the right front wheel.

  The engine Eng is a gasoline engine or a diesel engine, and engine start control, engine stop control, throttle valve opening control, fuel cut control, and the like are performed based on an engine control command from the engine controller 1. The engine output shaft is provided with a flywheel FW.

  The first clutch CL1 is a clutch interposed between the engine Eng and the motor / generator MG, and is generated by the first clutch hydraulic unit 6 based on a first clutch control command from the first clutch controller 5. Engagement / slip engagement (half-clutch state) / release is controlled by the first clutch control oil pressure. As the first clutch CL1, for example, a normally closed dry type in which a complete engagement is maintained by an urging force of a diaphragm spring and a stroke control using a hydraulic actuator 14 having a piston 14a is used to control from slip engagement to complete release. A single plate clutch is used.

  The motor / generator MG is a synchronous motor / generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator, and a three-phase AC generated by an inverter 3 based on a control command from the motor controller 2. It is controlled by applying. The motor / generator MG can operate as an electric motor that is driven to rotate by receiving power supplied from the battery 4 (hereinafter, this operation state is referred to as “powering”), and the rotor is driven from the engine Eng or the drive wheel. When receiving rotational energy, it functions as a generator that generates electromotive force at both ends of the stator coil, and can also charge the battery 4 (hereinafter, this operation state is referred to as “regeneration”). Note that the rotor of the motor / generator MG is connected to the transmission input shaft of the automatic transmission AT via a damper.

  The second clutch CL2 is a clutch interposed between the motor / generator MG and the left and right rear wheels RL, RR. Based on the second clutch control command from the AT controller 7, the second clutch hydraulic unit 8 The fastening / slip fastening / release is controlled by the control hydraulic pressure generated by the above. As the second clutch CL2, for example, a normally open wet multi-plate clutch or a wet multi-plate brake capable of continuously controlling the oil flow rate and hydraulic pressure with a proportional solenoid is used. The first clutch hydraulic unit 6 and the second clutch hydraulic unit 8 are built in an AT hydraulic control valve unit CVU attached to the automatic transmission AT.

  The automatic transmission AT is, for example, a stepped transmission that automatically switches stepped speeds such as forward 7 speed / reverse speed 1 according to vehicle speed, accelerator opening, etc., and the second clutch CL2 However, it is not newly added as a dedicated clutch, but the most suitable clutch or brake arranged in the torque transmission path is selected from a plurality of frictional engagement elements that are engaged at each gear stage of the automatic transmission AT. . The output shaft of the automatic transmission AT is connected to the left and right rear wheels RL and RR via a propeller shaft PS, a differential DF, a left drive shaft DSL, and a right drive shaft DSR.

  The hybrid drive system includes an electric vehicle travel mode (hereinafter referred to as “EV mode”), a hybrid vehicle travel mode (hereinafter referred to as “HEV mode”), and a drive torque control travel mode (hereinafter referred to as “WSC mode”). And so on).

  The “EV mode” is a mode in which the first clutch CL1 is opened and the vehicle travels only with the power of the motor / generator MG. The “HEV mode” is a mode in which the first clutch CL1 is engaged and the vehicle travels in any of the motor assist travel mode, travel power generation mode, and engine travel mode. The "WSC mode" is used to control the rotational speed of the motor / generator MG when starting P, N → D selection from the "HEV mode" or starting the D range from the "EV mode" or "HEV mode". To maintain the slip engagement state of the second clutch CL2 and start while controlling the clutch torque capacity so that the clutch transmission torque passing through the second clutch CL2 becomes the required drive torque determined according to the vehicle state and driver operation. Mode. “WSC” is an abbreviation for “Wet Start clutch”.

Next, the control system of the hybrid vehicle will be described.
As shown in FIG. 1, the control system of the FR hybrid vehicle includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a first clutch controller 5, a first clutch hydraulic unit 6, and an AT controller. 7, a second clutch hydraulic unit 8, a brake controller 9, and an integrated controller 10. The engine controller 1, the motor controller 2, the first clutch controller 5, the AT controller 7, the brake controller 9, and the integrated controller 10 are connected via a CAN communication line 11 that can mutually exchange information. ing.

  The engine controller 1 inputs engine speed information from the engine speed sensor 12, a target engine torque command from the integrated controller 10, and other necessary information. Then, a command for controlling the engine operating point (Ne, Te) is output to the throttle valve actuator or the like of the engine Eng.

  The motor controller 2 inputs information from the resolver 13 that detects the rotor rotational position of the motor / generator MG, a target MG torque command and a target MG rotational speed command from the integrated controller 10, and other necessary information. Then, a command for controlling the motor operating point (Nm, Tm) of the motor / generator MG is output to the inverter 3. The motor controller 2 monitors the battery SOC representing the charge capacity of the battery 4, and this battery SOC information is used as control information for the motor / generator MG and is integrated via the CAN communication line 11. 10 is supplied.

  The first clutch controller 5 inputs sensor information from the first clutch stroke sensor 15 that detects the stroke position of the piston 14a of the hydraulic actuator 14, a target CL1 torque command from the integrated controller 10, and other necessary information. . Then, a command for controlling engagement / slip engagement / release of the first clutch CL1 is output to the first clutch hydraulic unit 6 in the AT hydraulic control valve unit CVU.

  The AT controller 7 inputs information from an accelerator opening sensor 16, a vehicle speed sensor 17, and other sensors 18 (transmission input rotation speed sensor, inhibitor switch, etc.). Then, when driving with the D range selected, a control command for obtaining the searched gear position is searched for the optimum gear position based on the position where the operating point determined by the accelerator opening APO and the vehicle speed VSP exists on the shift map. Output to AT hydraulic control valve unit CVU. The shift map is a map in which an upshift line and a downshift line are written according to the accelerator opening and the vehicle speed. In addition to the above automatic shift control, when a target CL2 torque command is input from the integrated controller 10, a command for controlling slip engagement of the second clutch CL2 is output to the second clutch hydraulic unit 8 in the AT hydraulic control valve unit CVU. Second clutch control is performed. Further, when the shift control change command is output from the integrated controller 10, the shift control according to the shift control change command is performed instead of the shift control normally.

  The brake controller 9 inputs a wheel speed sensor 19 for detecting the wheel speeds of the four wheels, sensor information from the brake stroke sensor 20, a regenerative cooperative control command from the integrated controller 10, and other necessary information. And, for example, at the time of brake depression, if the regenerative braking force is insufficient with respect to the required braking force required from the brake stroke BS, the shortage is compensated with mechanical braking force (hydraulic braking force or motor braking force) Regenerative cooperative brake control is performed.

  The integrated controller 10 manages the energy consumption of the entire vehicle and has a function for running the vehicle with the highest efficiency. The motor rotation number sensor 21 for detecting the motor rotation number Nm and other sensors and switches 22 Necessary information and information via the CAN communication line 11 are input. The target engine torque command to the engine controller 1, the target MG torque command and the target MG speed command to the motor controller 2, the target CL1 torque command to the first clutch controller 5, the target CL2 torque command to the AT controller 7, and the brake controller 9 Regenerative cooperative control command is output.

  FIG. 2 is a schematic diagram illustrating an internal structure of the housing in which the motor / generator MG (an example of a motor with a built-in housing) according to the first embodiment is disposed. Hereinafter, the internal structure of the housing in which the motor / generator MG of the first embodiment is arranged will be described with reference to FIG.

  As shown in FIG. 2, the housing 30 in which the motor / generator MG of the first embodiment is disposed is connected to the engine block 31 of the engine Eng on the front side and to the transmission case 32 of the automatic transmission AT, as shown in FIG. ing.

  As shown in FIG. 2, the inside of the housing 30 is defined by a partition wall 33 into a clutch chamber 34 and a motor chamber 35, a first clutch CL 1 is arranged in the clutch chamber 34, and a motor / generator MG is installed in the motor chamber 35. Has been placed.

  As shown in FIG. 2, the first clutch CL1 is interposed between the crankshaft 36 and the rotor hollow shaft 37. The first clutch CL1 is completely fastened by the urging force of the diaphragm spring 38 and has a piston 14a. This is a normally-closed dry single-plate clutch that is controlled from slip engagement to full release by stroke control using the.

  As shown in FIG. 2, the motor / generator MG includes a rotor holding part 39 provided integrally with the rotor hollow shaft 37, a rotor 40 held by the rotor holding part 39, and a radial direction with respect to the rotor 40. And a stator 41 arranged via a gap. A permanent magnet 42 is embedded in the rotor 40. The stator 41 includes a stator core 44 in which a plurality of core pieces each having a stator coil 43 wound thereon are arranged in an annular shape, a stator holding component 45 (stator holding member) fitted and fixed to the outer peripheral surface of the stator core 44, and an outer periphery of the stator And a water jacket 46 (stator refrigerant passage) formed in the section.

  As shown in FIG. 2, the automatic transmission AT includes an AT transmission unit 47 disposed inside the transmission case 32, an AT hydraulic control valve unit CVU disposed below the AT transmission unit 47, and an AT hydraulic control. An oil pan 48 that covers the valve unit CVU, a mechanical oil pump 50 that is driven by the transmission input shaft 49, and a pump case 51 and a pump cover 52 that cover the front surface of the AT transmission 47 are provided. The transmission input shaft 49 is splined to the rotor hollow shaft 37. That is, the crankshaft 36, the rotor hollow shaft 37, and the transmission input shaft 49 are arranged coaxially.

  FIG. 3 is an enlarged sectional view showing a stator cooling structure of the motor / generator MG of the first embodiment. Hereinafter, the stator cooling structure of the motor / generator MG of the first embodiment will be described with reference to FIG.

  As shown in FIG. 3, the water jacket 46 is formed inside the stator holding component 45 by forming a two-step groove on the outer periphery of the stator holding component 45 and closing the step portion with a passage cover 53. .

  As shown in FIG. 3, the stator holding component 45 is integrally provided with a fixing extension plate 54 that extends in the axial direction toward the automatic transmission AT and extends in the radial direction toward the transmission input shaft 49. It is fixed at an inner position separated in the motor axial direction via a fixing extension plate 54. Specifically, the bolt 55 is fixed to the pump case 51 at a position inside the stator core 44. By fixing the stator 41 at an inner position from the stator core 44, the stator 41 is inserted from the axial direction and fixed in advance using the stator holding component 45 (subassembly), and the stator 41 fixed first at the time of assembly. On the other hand, the rotor 40 can be assembled by being inserted from the axial direction.

  Then, as a result of adopting a configuration in which the stator holding component 45 is not fixed to the housing 30 but is fixed at an inner position separated in the motor axial direction, as shown in FIG. Clearances 56 are formed between the peripheral surface and the outer peripheral surface of the stator holding component 45. The clearances 56 and 56 are gaps for preventing the inner peripheral surface of the housing 30 and the outer peripheral surface of the stator holding component 45 from being in surface contact, and do not necessarily mean a space. In the clearances 56 and 56, For example, it is allowed to interpose a buffer material, an O-ring (Example 2), or the like.

  In FIG. 3, reference numeral 57 denotes a power feeding structure, in which three-phase alternating current supplied from the inverter 3 is applied to the stator coil 43 when discharging by the motor / generator MG, and three from the stator coil 43 is charged when charging by the motor / generator MG. Phase alternating current is supplied to the inverter 3.

  FIG. 4 is a longitudinal cross-sectional view showing the stator cooling water inlet / outlet structure in the motor / generator MG of the first embodiment. Hereinafter, the stator cooling water inlet / outlet structure of the motor / generator MG of the first embodiment will be described with reference to FIG.

  As shown in FIG. 4, the stator cooling water inlet / outlet structure of the motor / generator MG according to the first embodiment includes a water inlet / outlet pipe 58, an O-ring 59, a joint 60, and O-rings 61 and 62. .

  The water inlet / outlet pipe 58 is a connection port member for supplying and discharging stator cooling water. The water inlet / outlet pipe 58 integrally has a fixing plate 63 and is fixed to the housing 30 by bolts 64. The insertion outer peripheral surface of the water inlet / outlet pipe 58 and the inner peripheral surface of the tube hole 65 formed in the housing 30 are sealed by the O-ring 59 so as not to leak water.

  The joint 60 is a joint for connecting the water inlet / outlet pipe 58 and the passage cover 53, and the insertion inner peripheral surface of the water inlet / outlet pipe 58 and the joint 60 are sealed by an O-ring 61 so as not to leak water. The Further, the insertion inner peripheral surface of the connection plate 66 provided integrally with the passage cover 53 and the joint 60 are sealed by the O-ring 62 so as not to leak water. That is, a structure is adopted in which the water inlet / outlet pipe 58 is fixed to the housing 30 and the water inlet / outlet pipe 58 and the water jacket 46 are communicated with each other via the joint 60 that is floatingly supported by the O-ring 61 and the O-ring 62.

Next, the operation will be described.
First, the “technical problem of the comparative example” will be described, and then the actions of the motor with a built-in housing of the first embodiment will be described as “stator cooling action”, “motor noise reduction action”, “stator holding function and cooling channel function” This will be described separately by “unification of parts to achieve the above” and “outflow / outflow operation of stator cooling water”.

[Technical issues of comparative example]
Hereinafter, the technical problem of the comparative example will be described with reference to FIG.
As shown in FIG. 5, in the motor cooling structure of the comparative example, the stator core is held by a stator core holding part, a cooling water groove is formed in the cooling part (case), and the cooling water groove is formed into a water jacket cover having an O-ring. The water jacket is configured inside the cooling component by closing the cover with the.

  Therefore, when the stator is cooled, the stator core is cooled by LLC (antifreeze) flowing through the water jacket inside the cooling component (case) via the heat transfer surface A and the heat transfer surface B. Since this stator cooling system has two heat transfer surfaces A and B, there is a problem that heat transfer efficiency is poor. In addition, in order to ensure the contact area between the heat transfer surfaces A and B, precise processing is required for each of the heat transfer surfaces A and B.

  In addition, the stator core, which is an oscillation source of motor vibration, vibrates radially with a large amplitude at the outer periphery. This vibration is transmitted from the heat transfer surface A → the stator core holding component → the heat transfer surface B → the cooling component (case), and the motor vibration is released to the outside as it is through a vibration path having a short length indicated by an arrow in FIG. As a result, there was a problem that the motor sound vibration performance was poor.

  Furthermore, since the water jacket is secured by attaching and closing the water jacket cover in the cooling water groove, the diameter of the O-ring incorporated in the water jacket cover is larger than the circumscribed circle of the outer shape of the cooling part (case) The cooling parts (cases) that form the outer shell of the unit are enlarged due to the stepped outer shape. As a result, there is a problem that the entire unit becomes large.

[Stator cooling]
Hereinafter, the stator cooling operation will be described with reference to FIG.
In the motor / generator MG of the first embodiment, as shown in FIG. 6, a water jacket 46 is configured inside the stator holding component 45, and a clearance is provided between the inner peripheral surface of the housing 30 and the outer peripheral surface of the stator holding component 45. 56, 56 are formed. For this reason, the heat transfer surface is only the heat transfer surface C which is a fitting surface of the stator core 44 and the stator holding component 45.

  Therefore, almost all of the thermal energy generated by the refrigerant (LLC or the like) flowing through the water jacket 46 is consumed for cooling the stator 41, and a comparative example in which the water jacket is formed in the cooling component (case) or between the stator and the housing. The cooling efficiency of the stator can be increased and the cooling performance can be improved as compared with the conventional example in which the water jacket is configured.

[Motor sound vibration reduction effect]
Hereinafter, the motor sound vibration reducing action will be described with reference to FIG.
In the motor / generator MG of the first embodiment, as shown in FIG. 6, the stator holding component 45 is fixed by a bolt 55 at an inner position away in the motor axial direction, and the inner peripheral surface of the housing 30 and the stator holding component 45 are fixed. Clearances 56, 56 are formed between the outer peripheral surfaces of the two. For this reason, the vibration from the outer periphery of the stator core 44, which is the oscillation source of the motor vibration, is shown in FIG. Alternatively, it becomes a vibration transmission path via the transmission case 32).

  Therefore, compared to the vibration transmission path that is directly transmitted from the stator holding member to the housing, the vibration transmission path length is longer and the vibration is attenuated and transmitted, so that the motor vibration and the external emission of motor noise are reduced. The vibration performance can be improved. In particular, in the case of the FR hybrid vehicle as in the first embodiment, the effect of improving the sound vibration performance is great by arranging the motor / generator MG at a position close to the passenger compartment in terms of layout.

[Unification of parts to achieve stator holding function and cooling channel function]
Hereinafter, the unification action of the components that achieve the stator holding function and the cooling channel function will be described with reference to FIG.
In the comparative example, two components, a holding component and a cooling component, are necessary as components of the split core type stator. For this reason, there existed a problem of insufficient cooling performance due to a decrease in heat transfer, difficulty in processing accuracy for combining two parts, and an increase in size due to a plurality of parts.

On the other hand, in the first embodiment, by adopting a configuration in which the water jacket 46 is incorporated in the stator holding component 45, the component that achieves the stator holding function and the cooling channel function is a single component by the stator holding component 45. For this reason, when compared with the comparative example, the water jacket cover and the O-ring parts can be omitted, and the size of the parts and units can be reduced and the degree of freedom in layout can be increased. In particular, the advantages listed below were obtained.
-By using a single part (stator holding part 45), the size has been reduced and the degree of freedom in layout has improved, so that it can be applied regardless of the difference in the vehicle layout between the FR vehicle and the FF vehicle.
-By using a single component (stator holding component 45), the size was reduced and the degree of freedom in layout was improved, so that the motor size could be increased to the maximum size and the output could be improved.
-By using a single component (stator holding component 45), the problem of the processing accuracy of the heat transfer surface between the two members has been eliminated.

[Stator cooling water flow in and out]
Hereinafter, the operation of entering and exiting the stator cooling water will be described with reference to FIG.
Since the stator holding component is incorporated inside the housing, the outside of the stator cooling water must pass through the housing. The stator cooling water inlet / outlet structure that passes through the housing must ensure two functions: sealing performance with the water jacket and sealing performance with the passing housing. For this reason, unless the assembly accuracy of the stator components and the housing is increased and the position accuracy of the stator cooling water entrance / exit is not increased, the positions will not match, and the components cannot be assembled or the sealing performance will be impaired. There was a problem.

  On the other hand, the inlet / outlet structure of the stator cooling water of the motor / generator MG according to the first embodiment has a water inlet / outlet pipe 58, an O-ring 59, a joint 60, O-rings 61 and 62, as shown in FIG. The water inlet / outlet pipe 58 is fixed to the housing 30, and the water inlet / outlet pipe 58 and the water jacket 46 are communicated with each other via a joint 60 that is floatingly supported by an O-ring 61 and an O-ring 62.

  For this reason, even if the positional relationship between the housing 30 and the stator holding component 45 is slightly deviated, the joint 60 is supported in a floating manner so that it can follow within the elastic deformation range of the O-rings 61 and 62, thereby A stator cooling water entrance / exit structure that allows an attachment error between the two parts of the part 45 can be provided.

Next, the effect will be described.
In the motor / generator MG (motor with built-in housing) of the first embodiment, the effects listed below can be obtained.

(1) The stator 41 disposed on the inner peripheral surface of the housing 30 includes a stator core 44 in which a plurality of core pieces around which the stator coil 43 is wound are disposed in an annular shape, and a stator that is fitted and fixed to the outer peripheral surface of the stator core 44 In a motor with built-in housing (motor / generator MG) having a holding member (stator holding component 45) and a stator refrigerant passage (water jacket 46) formed on the outer periphery of the stator, the stator refrigerant passage is connected to the stator holding member. The stator holding member is fixed at an inner position separated in the motor axial direction, and clearances 56, 56 are provided between the inner peripheral surface of the housing 30 and the outer peripheral surface of the stator holding member. Formed.
For this reason, the external emission of motor vibration and motor noise can be reduced while increasing the cooling efficiency of the stator 41. In addition, since the component that achieves the stator holding function and the cooling water channel function is a single component by the stator holding component 45, it is possible to reduce the size of the component or unit and increase the degree of layout freedom.

(2) The stator holding member (stator holding component 45) is fixed in the axial direction by bolts 55 with respect to a member (pump case 51) located inside the stator core 44.
Therefore, after the subassembly of the stator 41, the rotor 40 can be easily assembled by inserting it from the axial direction, and the vibration transmission path length can be increased to improve the sound vibration performance.

(3) The refrigerant inlet / outlet structure to the stator refrigerant passage (water jacket 46) includes a refrigerant inlet / outlet pipe (water inlet / outlet pipe 58), a first seal ring (O-ring 59), a joint 60, and a second seal ring ( An O-ring 61) and a third seal ring (O-ring 62), the space between the refrigerant inlet / outlet pipe and the housing 30 is sealed by the first seal ring, and between the joint 60 and the refrigerant inlet / outlet pipe. Is sealed with the second seal ring, the space between the joint 60 and the stator holding member is sealed with the third seal ring, and the refrigerant inlet / outlet pipe is fixed to the housing 30, The join in which the stator refrigerant passage is floatingly supported by the second seal ring and the third seal ring To communicate with each other via the G60.
For this reason, the refrigerant inlet / outlet structure that allows the mounting error between the two parts of the housing 30 and the stator holding member (stator holding part 45) by the floatingly supported joint 60 can be obtained.

  The second embodiment is an example in which a stator cooling water inlet / outlet structure in which the number of parts is reduced as compared with the first embodiment is adopted.

First, the configuration will be described.
FIGS. 7A and 7B are diagrams showing a stator cooling water inlet / outlet structure in the motor / generator MG of the second embodiment. FIG. 7A is a plan view of a water inlet / outlet pipe, and FIG. A plane view is shown. Hereinafter, the structure of the inlet / outlet of the stator cooling water of the motor / generator MG of the second embodiment will be described with reference to FIG.

  The stator cooling water inlet / outlet structure of the motor / generator MG according to the second embodiment includes a water inlet / outlet pipe 67, a lip seal 68, an O-ring 69, and a screw-in part 70, as shown in FIG.

  The water inlet / outlet pipe 67 is a connection port member for supplying and discharging the stator cooling water, and is screwed and fixed to a screwed part 70 provided integrally with the passage cover 53 for forming the water jacket 46. . The water inlet / outlet pipe 67 and the housing 30 are sealed by a lip seal 68 so as not to leak water. Further, the water inlet / outlet pipe 67 and the screwed part 70 are sealed by an O-ring 69 so as not to leak water. That is, the water inlet / outlet pipe 67 is screwed and fixed to the screw-in part 70 on the stator holding part 45 side so that the water inlet / outlet pipe 67 and the water jacket 46 are directly communicated without using the joint 60 as in the first embodiment. Adopted. In FIG. 7, 71 and 71 are O-rings interposed in the clearances 56 and 56. Since other configurations are the same as those of the first embodiment, the corresponding components are denoted by the same reference numerals and description thereof is omitted.

  Next, the operation will be described. In the case of the second embodiment, the number of parts can be reduced as compared with the first embodiment by adopting the above-described structure for the refrigerant inlet / outlet to the water jacket 46. In addition, by using the lip seal 68 capable of expanding the allowable range in which the sealing performance is ensured as compared with the O-ring, the cross relaxation of the mounting position of the housing 30 and the stator holding component 45 is further increased as compared with the first embodiment. be able to. Since other operations are the same as those of the first embodiment, description thereof is omitted.

Next, the effect will be described.
In the motor / generator MG (motor with built-in housing) of the second embodiment, in addition to the effects (1) and (2) of the first embodiment, the following effects can be obtained.

(4) The refrigerant inlet / outlet structure to the stator refrigerant passage (water jacket 46) includes a refrigerant inlet / outlet pipe (water inlet / outlet pipe 67), a lip seal 68, a fourth seal ring (O-ring 69), and a screw-in part 70. The gap between the refrigerant inlet / outlet pipe and the housing 30 is sealed by the lip seal 68, and the gap between the refrigerant inlet / outlet pipe and the stator holding member (stator holding component 45) is sealed by the fourth seal ring. The refrigerant inlet / outlet pipe is screwed and fixed to the screw-in part 70, whereby the refrigerant inlet / outlet pipe and the stator refrigerant passage are in direct communication with each other.
For this reason, while reducing the number of parts compared to the first embodiment, mounting errors between the two parts of the housing 30 and the stator holding member (stator holding part 45) are allowed within a range in which the sealing performance by the lip seal 68 is ensured. The refrigerant inlet / outlet structure can be made.

  As described above, the motor with a built-in housing according to the present invention has been described based on the first embodiment and the second embodiment. However, the specific configuration is not limited to these embodiments, and each claim of the claims Design changes and additions are allowed without departing from the gist of the invention.

  In the first and second embodiments, the example in which the stator holding component 45 is fixed to the pump case 51 with the bolt 55 is shown. However, the member for fixing the stator holding component 45 is not limited to the pump case 51, and the motor It may be a case member or a housing member that exists at an inner position separated in the axial direction.

  In the first and second embodiments, the application example to the motor / generator MG arranged in the drive system of the FR hybrid vehicle is shown. However, the present invention can also be applied to, for example, a motor (generator) disposed in a drive system such as an FF hybrid vehicle, an electric vehicle, or a fuel cell vehicle. In short, the present invention can be applied to any motor with a built-in housing that is disposed in a housing and includes a stator having a stator core, a stator holding member, and a stator coolant passage.

Eng engine
CL1 1st clutch
MG motor / generator (motor with built-in housing)
AT automatic transmission
CL2 2nd clutch
RL left rear wheel
RR Right rear wheel 30 Housing 40 Rotor 41 Stator 43 Stator coil 44 Stator core 45 Stator holding component (stator holding member)
46 Water jacket (stator coolant passage)
51 Pump case (member inside the stator core 44)
55 Bolt 56, 56 Clearance 58 Water inlet / outlet pipe (refrigerant inlet / outlet pipe)
59 O-ring (first seal ring)
60 Joint 61 O-ring (second seal ring)
62 O-ring (third seal ring)
67 Water inlet / outlet pipe (refrigerant inlet / outlet pipe)
68 Lip seal 69 O-ring (4th seal ring)
70 Screwed parts

Claims (3)

The stator disposed on the inner peripheral surface of the housing includes a stator core in which a plurality of core pieces each wound with a stator coil are arranged in an annular shape, a stator holding member that is fitted and fixed to the outer peripheral surface of the stator core, and a stator outer peripheral portion. In a motor with a built-in housing having a configured stator refrigerant passage,
The stator refrigerant passage is configured inside the stator holding member, the stator holding member is fixed at an inner position separated in the motor axial direction, and the inner peripheral surface of the housing and the outer periphery of the stator holding member Forming a clearance with the surface ,
The refrigerant inlet / outlet structure to the stator refrigerant passage includes a refrigerant inlet / outlet pipe, a first seal ring, a joint, a second seal ring, and a third seal ring, and a space between the refrigerant inlet / outlet pipe and the housing. Sealing with the first seal ring, sealing between the joint and the refrigerant inlet / outlet pipe with the second seal ring, sealing between the joint and the stator holding member with the third seal ring, and the refrigerant inlet / outlet By fixing the pipe to the housing, the refrigerant inlet / outlet pipe and the stator refrigerant passage communicate with each other via the joint that is floatingly supported by the second seal ring and the third seal ring. A motor with a built-in housing. The stator disposed on the inner peripheral surface of the housing includes a stator core in which a plurality of core pieces each wound with a stator coil are arranged in an annular shape, a stator holding member that is fitted and fixed to the outer peripheral surface of the stator core, and a stator outer peripheral portion. In a motor with a built-in housing having a configured stator refrigerant passage,
The stator refrigerant passage is configured inside the stator holding member, the stator holding member is fixed at an inner position separated in the motor axial direction, and the inner peripheral surface of the housing and the outer periphery of the stator holding member Forming a clearance with the surface,
The refrigerant inlet / outlet structure to the stator refrigerant passage includes a refrigerant inlet / outlet pipe, a lip seal, a fourth seal ring, and a screwed part, and the gap between the refrigerant inlet / outlet pipe and the housing is sealed by the lip seal, The space between the refrigerant inlet / outlet pipe and the stator holding member is sealed by the fourth seal ring, and the refrigerant inlet / outlet pipe is screwed and fixed to the screwed part, so that the refrigerant inlet / outlet pipe and the stator refrigerant passage are directly connected to each other. A motor with a built-in housing, characterized in that it has a communication structure . In the motor with a built-in housing according to claim 1 or 2 ,
The motor with a built-in housing , wherein the stator holding member is fixed in an axial direction with a bolt to a member located inside the stator core .

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