JP7342877B2 - motor unit - Google Patents

Description

The present invention relates to a motor unit.

In recent years, development of drive devices installed in electric vehicles has been actively conducted. Japanese Patent Publication No. 2010-268633 describes a motor unit connected to a PDU (power drive unit) that accommodates an inverter. In recent years, development of motor units with integrated inverters has been progressing.

Japanese Publication: Japanese Patent Application Publication No. 2010-268633

When the inverter is integrated with the motor unit, there is a problem in that the size of the motor unit tends to increase.

One aspect of the present invention is to provide a motor unit with an integrated inverter that can be downsized.

One aspect of the motor unit of the present invention is a motor unit that is mounted on a vehicle and drives the vehicle. The motor unit includes a motor, a transmission mechanism that transmits the power of the motor and outputs it from an output shaft, a housing that houses the motor and the transmission mechanism, and an inverter unit that supplies power to the motor. The transmission mechanism includes a motor drive shaft that extends along the motor shaft and is rotated by the motor, a motor drive gear that is fixed to the motor drive shaft and rotates around the motor shaft, and a counter shaft that extends along the counter shaft. , a counter gear that is fixed to the counter shaft and meshes with the motor drive gear and rotates around the counter shaft; a drive gear that is fixed to the counter shaft and rotates around the counter shaft; and a drive gear that meshes with the drive gear and rotates around the output shaft. It has a rotating ring gear and the output shaft connected to the ring gear and rotating around the output shaft. The motor shaft, the counter shaft, and the output shaft extend parallel to each other. The motor drive shaft is a hollow shaft that opens on both sides of the motor shaft in the axial direction. The output shaft is passed through the motor drive shaft. The counter shaft is located above the motor shaft with respect to the direction of gravity. The inverter unit is located directly above the motor. When viewed from the axial direction of the motor shaft, at least a portion of the inverter unit overlaps the counter gear.

According to one aspect of the present invention, a motor unit is provided in which an inverter is integrated and the motor unit can be downsized.

FIG. 1 is a conceptual diagram of a motor unit of one embodiment. FIG. 2 is a perspective view of a motor unit of one embodiment. FIG. 3 is a side view of the motor unit of one embodiment. FIG. 4 is an exploded perspective view of the motor unit of one embodiment. FIG. 5 is an exploded perspective view of the motor unit of one embodiment. FIG. 6 is a schematic cross-sectional view of the motor unit.

Hereinafter, a motor unit according to an embodiment of the present invention will be described with reference to the drawings. Note that the scope of the present invention is not limited to the following embodiments, and can be arbitrarily modified within the scope of the technical idea of the present invention. Further, in the following drawings, in order to make each structure easier to understand, the scale, number, etc. of each structure may be different from the actual structure.

In the following description, the direction of gravity will be defined and explained based on the positional relationship when the motor unit 10 is mounted on a vehicle located on a horizontal road surface. In addition, in the drawings, an XYZ coordinate system is appropriately shown as a three-dimensional orthogonal coordinate system. In the XYZ coordinate system, the Z-axis direction indicates the vertical direction (that is, the up-down direction), the +Z direction is the upper side (opposite to the direction of gravity), and the -Z direction is the lower side (the direction of gravity). Therefore, in this specification, the term "upper side" simply means the upper side with respect to the direction of gravity. Further, the X-axis direction is a direction perpendicular to the Z-axis direction and indicates the front-rear direction of the vehicle in which the motor unit 10 is mounted, with the +X direction being the front of the vehicle and the -X direction being the rear of the vehicle. The Y-axis direction is a direction perpendicular to both the X-axis direction and the Z-axis direction, and indicates the width direction (left and right direction) of the vehicle, with the +Y direction being the left side of the vehicle and the -Y direction being the right side of the vehicle. It is.

FIG. 1 is a conceptual diagram of a motor unit 10 of one embodiment. FIG. 2 is a perspective view of the motor unit 10.
Note that a motor shaft J1, a counter shaft J3, an output shaft J4, a rotating shaft J6, a first central axis J7c, and a second central axis J7e, which will be described later, are virtual axes that do not actually exist.

The motor unit 10 is mounted on a vehicle and drives the vehicle by rotating wheels H. The motor unit 10 is mounted on, for example, an electric vehicle (EV). Note that the motor unit 10 may be mounted on a vehicle that uses a motor as a power source, such as a hybrid vehicle (HEV) or a plug-in hybrid vehicle (PHV).

As shown in FIG. 1, the motor unit 10 includes a motor 1, a transmission mechanism (transaxle) 5, a housing 6 that accommodates the motor 1 and the transmission mechanism 5, an oil pump 96, an oil cooler 97, and a parking lock. It includes a mechanism 7, oil O, and an inverter unit 8.

(Housing) The housing 6 is made of aluminum die-casting, for example. The housing 6 is constructed by connecting a plurality of members arranged along the vehicle width direction. Inside the housing 6, an accommodation space 6S for accommodating the motor 1 and the transmission mechanism 5 is provided. The housing 6 holds the motor 1 and the transmission mechanism 5 in the housing space 6S. The accommodation space 6S is divided into a motor chamber 6A that accommodates the motor 1 and a gear chamber 6B that accommodates the transmission mechanism 5.

The housing 6 includes a motor housing part 62 which has a motor chamber 6A therein and accommodates the motor 1, a gear housing part 63 which has a gear chamber 6B therein and houses the transmission mechanism 5, and a motor chamber 6A and a gear chamber 6B. It has a partition wall part 61 that partitions the. The partition wall portion 61 is located between the motor housing portion 62 and the gear housing portion 63 in the axial direction.

An oil reservoir P in which oil O accumulates is provided in a lower region within the accommodation space 6S. A partition wall opening 61a is provided in the partition wall portion 61 that partitions the motor chamber 6A and the gear chamber 6B. The partition opening 61a allows the motor chamber 6A and the gear chamber 6B to communicate with each other. Oil O in the housing space 6S moves between the motor chamber 6A and the gear chamber 6B via the partition opening 61a.

An oil passage 90 for circulating oil O is provided in the housing space 6S. Oil O is supplied to each part of the motor unit 10 from an oil reservoir P in an oil passage 90 . The oil passage 90 will be described in detail later.

(Oil) Oil O accumulates inside the housing. Further, the oil O circulates through an oil passage 90 provided in the housing 6. Oil O is used to lubricate the transmission mechanism 5 and to cool the motor 1. Oil O accumulates in the lower region of the accommodation space 6S (ie, oil reservoir P). Since the oil O functions as a lubricating oil and a cooling oil, it is preferable to use a lubricating oil with a low viscosity equivalent to an automatic transmission fluid (ATF).

A part of the motor 1 is immersed in the oil O accumulated in the oil reservoir P. More specifically, a part of the stator 32 of the motor 1 is immersed in the oil O in the oil reservoir P. Thereby, the oil O cools the stator 32.

Further, a part of the transmission mechanism 5 is immersed in the oil O in the oil reservoir P. More specifically, a part of the ring gear 51 of the transmission mechanism 5 is immersed in the oil O in the oil reservoir P. The oil O accumulated in the oil reservoir P is scraped up by the operation of the ring gear 51 and diffused into the gear chamber 6B. The oil O diffused into the gear chamber 6B is supplied to each gear of the transmission mechanism 5 in the gear chamber 6B, and spreads over the tooth surfaces of the gears. The oil O supplied to the transmission mechanism 5 and used for lubrication drips and is collected in the oil reservoir P.

(Oil Path) The oil path 90 is provided in the housing 6. The oil passage 90 is configured to span the motor chamber 6A and the gear chamber 6B in the housing space 6S. The oil passage 90 is an oil O path that supplies oil O from the oil reservoir P to the motor 1 and guides the oil O to the oil reservoir P again.

In addition, in this specification, "oil path" means the path of the oil O circulating in the accommodation space 6S. Therefore, an "oil path" refers not only to a "flow path" that forms a steady flow of oil going in one direction, but also a path where oil is temporarily retained (for example, an oil reservoir P) and a path where oil is temporarily stored. This concept also includes a dripping path.

The oil passage 90 is provided with an oil pump 96 and an oil cooler 97. In the oil passage 90, the oil O circulates in the order of the oil reservoir P, the oil pump 96, the oil cooler 97, and the motor 1, and returns to the oil reservoir P.

The oil pump 96 is provided in the path of the oil passage 90 and pumps oil O. The oil pump 96 is an electric pump driven by electricity. The oil pump 96 is fixed to the gear housing portion 63 of the housing 6.

As shown in FIG. 2, the oil pump 96 is provided in the housing 6 and accommodated in the oil pump accommodation hole 69. The oil pump housing hole 69 extends along the axial direction. The oil pump housing hole 69 opens to the left in the vehicle width direction (+Y direction). A suction port (not shown) for sucking the oil O into the oil pump 96 and a discharge port (not shown) for pumping the oil O downstream are opened in the inner circumferential surface of the oil pump housing hole 69 .

It has a pump motor 96m and a pump mechanism section (not shown) driven by the pump motor 96m. The pump motor 96m is exposed outside the opening of the oil pump housing hole 69. Further, the pump mechanism section is housed inside the oil pump housing hole 69.

The rotation axis J6 of the pump motor 96m is parallel to the motor axis J1. That is, the pump motor 96m rotates around a rotation axis J6 that is parallel to the motor axis J1. The oil pump 96 having the pump motor 96m tends to be long in the direction of the rotation axis J6. According to this embodiment, by making the rotation axis J6 of the pump motor 96m parallel to the motor axis J1, it is possible to reduce the size of the motor unit 10 in the radial direction of the motor axis J1.

The pump mechanism section is, for example, a trochoidal pump in which an external gear and an internal gear are meshed to rotate. In this case, the internal gear of the pump mechanism is rotated by the pump motor 96m. A gap between the internal gear and the external gear of the pump mechanism section is connected to the suction port and the discharge port.

As shown in FIG. 1, the oil pump 96 sucks up oil O from the oil reservoir P through a flow path provided in the housing. The oil pump 96 supplies the sucked up oil O to an oil cooler 97.

The oil cooler 97 is provided in the path of the oil passage 90 and cools the oil O passing through the oil passage 90. The oil cooler 97 is fixed to the gear housing portion 63 of the housing 6. A refrigerant pipe 97j through which refrigerant cooled by a radiator (not shown) passes is connected to the oil cooler 97. The oil O passing through the oil cooler 97 is cooled by heat exchange with the refrigerant passing through the refrigerant pipe 97j. Note that an inverter unit 8 is provided in the path of the refrigerant pipe 97j. That is, the inverter unit 8 and the oil cooler 97 are connected to each other by a pipe (refrigerant pipe 97j) that constitutes a refrigerant path. The refrigerant passing through the refrigerant pipe 97j cools not only the oil O passing through the oil cooler 97 but also the inverter unit 8.

The oil O that has passed through the oil cooler 97 is supplied to the motor 1 above the motor chamber 6A via a flow path provided in the housing 6. The oil O supplied to the motor 1 flows from the upper side to the lower side along the outer circumferential surface of the motor 1 and the coil surface of the stator 32, and removes heat from the motor 1. Thereby, the entire motor 1 can be cooled. The oil O that has cooled the motor 1 is dripped downward and accumulates in the lower region within the motor chamber 6A. Oil O accumulated in the lower region within the motor chamber 6A moves to the gear chamber 6B via a partition opening 61a provided in the partition wall portion 61.

(Motor) The motor 1 is a motor generator that has both the functions of an electric motor and a generator. The motor 1 mainly functions as an electric motor to drive the vehicle, and functions as a generator during regeneration.

As shown in FIG. 1, the motor 1 includes a rotor 31 and a stator 32 surrounding the rotor 31. The rotor 31 is rotatable around the motor shaft J1. Stator 32 is annular. The stator 32 surrounds the rotor 31 from the outside in the radial direction of the motor shaft J1.

The rotor 31 is fixed to a motor drive shaft 11, which will be described later. The rotor 31 rotates around the motor shaft J1. The rotor 31 has a rotor core and a rotor magnet held by the rotor core.

Stator 32 has a stator core and a coil. The stator core has a plurality of teeth that protrude inward in the radial direction of the motor shaft J1. The coil is wound around the teeth of the stator core.

Motor 1 is connected to inverter 8a. The inverter 8a converts direct current supplied from a battery (not shown) into alternating current and supplies the alternating current to the motor 1. Each rotational speed of the motor 1 is controlled by controlling the inverter 8a.

(Transmission mechanism) The transmission mechanism 5 transmits the power of the motor 1 and outputs it from the output shaft 55. The transmission mechanism 5 includes a plurality of mechanisms that transmit power between the drive source and the driven device.

The transmission mechanism 5 includes a motor drive shaft 11, a motor drive gear 21, a counter shaft 13, a counter gear (large gear part) 23, a drive gear (small gear part) 24, a ring gear 51, and an output shaft (axle shaft). ) 55, and a differential device (differential gear) 50.

Each gear and each shaft of the transmission mechanism 5 is rotatable about any one of the motor shaft J1, the counter shaft J3, and the output shaft J4. In this embodiment, the motor shaft J1, the counter shaft J3, and the output shaft J4 extend parallel to each other. Further, the motor shaft J1, the counter shaft J3, and the output shaft J4 are parallel to the width direction of the vehicle. In the following description, the axial direction means the axial direction of the motor shaft J1. That is, the axial direction is a direction parallel to the motor shaft J1 and means the vehicle width direction.

Motor drive shaft 11 extends along motor axis J1. Motor drive shaft 11 is fixed to rotor 31. The motor drive shaft 11 is rotated by the motor 1. A motor drive gear 21 is fixed to the motor drive shaft 11 .

The motor drive shaft 11 extends in the axial direction centering on the motor shaft J1. The motor drive shaft 11 is a hollow shaft that opens on both sides of the motor shaft J1 in the axial direction. The outer shape of the motor drive shaft 11 when viewed along the axial direction is a cylindrical shape centered on the motor shaft J1. The motor drive shaft 11 is rotatably supported around the motor shaft J1 by a bearing. An output shaft 55 is passed through the motor drive shaft 11 .

Motor drive gear 21 is fixed to motor drive shaft 11 . Motor drive gear 21 rotates around motor shaft J1 together with motor drive shaft 11.

Counter shaft 13 extends along counter axis J3. The counter shaft 13 rotates around the counter axis J3. For example, the countershaft 13 is rotatably held in a case (not shown) that houses the transmission mechanism 5 via a bearing (not shown). A counter gear 23, a drive gear 24, and a park lock gear 7a are fixed to the counter shaft 13.

Counter gear 23 is fixed to countershaft 13. The counter gear 23 rotates together with the counter shaft 13 around the counter axis J3. Counter gear 23 meshes with motor drive gear 21 .

Drive gear 24 is fixed to countershaft 13. Drive gear 24 rotates around counter shaft J3 together with counter shaft 13 and counter gear 23. Drive gear 24 is arranged on the opposite side of motor 1 with respect to counter gear 23 in the axial direction.

Park lock gear 7a is part of park lock mechanism 7. Park lock gear 7a is fixed to countershaft 13. Park lock gear 7a rotates around counter shaft J3 together with counter shaft 13, counter gear 23, and drive gear 24. Park lock gear 7a is arranged between counter gear 23 and drive gear 24 in the axial direction.

Ring gear 51 is fixed to differential gear 50. Ring gear 51 rotates around output shaft J4. Ring gear 51 meshes with drive gear 24. Ring gear 51 transmits the power of motor 1 transmitted via drive gear 24 to differential gear 50 .

The differential device 50 is a device for transmitting torque output from the motor 1 to the wheels H of the vehicle. The differential device 50 has a function of absorbing the speed difference between the left and right wheels H when the vehicle turns, and transmitting the same torque to the output shafts 55 of both the left and right wheels.

The differential device 50 includes a gear housing (not shown) fixed to the ring gear 51, a pair of pinion gears (not shown), a pinion shaft (not shown), and a pair of side gears (not shown). The gear housing rotates together with the ring gear 51 around the output shaft J4. The gear housing accommodates a pair of pinion gears, a pinion shaft, and a pair of side gears. The pair of pinion gears are bevel gears facing each other. The pair of pinion gears are supported by the pinion shaft. The pair of side gears are bevel gears that mesh with the pair of pinion gears at right angles. The pair of side gears are each fixed to the output shaft 55.

The output shaft 55 rotates around the output axis J4. The motor unit 10 is provided with a pair of output shafts 55. The pair of output shafts 55 are each connected to a side gear of the differential 50 at one end. That is, the output shaft 55 is connected to the ring gear 51 via the differential device 50. The power of the motor 1 is transmitted to the output shaft 55 via each gear. Further, the pair of output shafts 55 each protrude outside the housing 6 at the other end. A wheel H is attached to the other end of the output shaft 55. The output shaft 55 outputs power to the outside (to the road surface via the wheels H).

In this embodiment, the output shaft J4 coincides with the motor shaft J1. Further, one of the pair of output shafts 55 is passed through the inside of the motor drive shaft 11 which is a hollow shaft. Therefore, the motor unit 10 of this embodiment can be made smaller in the radial direction of the motor shaft J1, compared to a motor unit having a structure in which the motor shaft J1 and the output shaft J4 are not arranged coaxially.

FIG. 3 is a side view of the motor unit 10 of one embodiment.
The transmission mechanism 5 constitutes a power transmission path from the motor 1 to the output shaft 55. In the power transmission path of the transmission mechanism 5, the power of the motor 1 is first transmitted from the motor drive gear 21 to the counter gear 23. The counter gear 23 is arranged coaxially with the drive gear 24 and rotates together with the drive gear 24. The power of the motor 1 is transmitted from the drive gear 24 to the ring gear 51 and then to the output shaft 55 via the differential device 50.

(Positional relationship of each axis) As shown in FIG. 3, the counter axis J3 is located above the motor axis J1. Note that since the motor shaft J1 coincides with the output shaft J4, the counter shaft J3 is located above the output shaft J4. According to this embodiment, the centers of the counter gear 23 and the drive gear 24 are disposed vertically shifted from the centers of the motor 1 and the ring gear 51 when viewed from the axial direction. Since the drive gear 24 and the ring gear 51 mesh with each other, the absolute distance between them is uniquely determined. Therefore, by arranging the motor shaft J1 and the counter shaft J3 so as to be shifted in the vertical direction, it is possible to shorten the dimensional component of the counter shaft J3 and the motor shaft J1 in the vehicle longitudinal direction. As a result, the dimensions of the motor unit 10 in the longitudinal direction of the vehicle can be reduced, making it possible to secure a wide crushable zone within the vehicle.

Further, in this embodiment, the counter gear 23 and the drive gear 24 are located above the motor shaft J1. That is, the lower ends of the counter gear 23 and the drive gear 24 are both located above the motor shaft J1. Therefore, the drive gear 24 can be arranged largely overlapping the ring gear 51 when viewed from the top and bottom, and the size of the motor unit 10 in the vehicle longitudinal direction can be further reduced.

As shown in FIG. 3, a line segment that virtually connects the motor shaft J1 and the counter shaft J3 when viewed from the axial direction is defined as a first line segment L1. The first line segment L1 and the vertical line VL extending in the vertical direction form an angle α. Preferably, the angle α is within 45°. That is, it is preferable that the first line segment L1 extends in a direction within 45 degrees with respect to the vertical direction (direction of gravity). Thereby, the size of the motor unit 10 in the vehicle longitudinal direction can be further reduced. Further, it is more preferable that the angle α is within 20°. That is, it is more preferable that the first line segment L1 extends in a direction within 20 degrees with respect to the vertical direction. Thereby, the dimensions of the motor unit 10 in the vehicle longitudinal direction can be further reduced in size.

The counter shaft J3 is located on the rear side of the vehicle (in the -X direction) from the motor shaft J1. As described above, a part of the ring gear 51 is immersed in the oil O in the oil reservoir P, and the oil O is scooped up by the ring gear 51. When the vehicle moves forward, the ring gear 51 rotates in the rotation direction T1 shown in FIG. 3. The rotation direction T1 is a direction in which the ring gear 51 rotates upward on the rear side of the vehicle. Therefore, the oil O scraped up by the ring gear 51 is more efficiently scattered on the rear side of the vehicle. According to this embodiment, the oil O scraped up by the ring gear 51 can be efficiently supplied to the counter gear 23 and the drive gear 24 because the counter shaft J3 is located on the rear side of the vehicle than the motor shaft J1. Thereby, the lubricity of the tooth surfaces of the counter gear 23 and the drive gear 24 can be improved, and the efficiency of power transmission by the transmission mechanism 5 can be increased.

As shown in FIG. 3, the oil pump 96 is located above the motor shaft J1. That is, the lower end of the oil pump 96 is located above the motor shaft J1. According to this embodiment, the size of the motor unit 10 in the vehicle longitudinal direction can be further reduced in size compared to a case where the oil pump and the motor shaft J1 are arranged side by side in the vehicle longitudinal direction. As a result, the dimensions of the motor unit 10 in the longitudinal direction of the vehicle can be reduced, making it possible to secure a wide crushable zone within the vehicle.

The oil pump 96 is arranged obliquely above the front of the vehicle with respect to the motor shaft J1. That is, the oil pump 96 is located above the motor shaft J1 and further forward of the vehicle (+X direction) than the motor shaft J1. As described above, above the motor shaft J1, the counter gear 23 and the drive gear 24 are located on the rear side of the vehicle (in the -X direction) with respect to the motor shaft J1. Therefore, in this embodiment, the oil pump 96, the counter gear 23, and the drive gear 24 can be arranged above the motor shaft J1 so as to be shifted in the longitudinal direction of the vehicle. Thereby, the motor unit 10 can be made smaller.

As described above, the oil pump 96 includes a pump motor 96m that rotates around a rotation axis J6 that is parallel to the motor axis J1. As shown in FIG. 3, when viewed from the axial direction, a line segment virtually connecting the motor shaft J1 and the rotating shaft J6 is defined as a second line segment L2. The second line segment L2 and the vertical line VL extending in the vertical direction form an angle β. Preferably, the angle β is within 45°. That is, it is preferable that the second line segment L2 extends in a direction within 45 degrees with respect to the vertical direction. Thereby, the size of the motor unit 10 in the vehicle longitudinal direction can be further reduced. Further, it is more preferable that the angle β is within 35°. That is, it is more preferable that the second line segment L2 extends in a direction within 35 degrees with respect to the vertical direction. Thereby, the dimensions of the motor unit 10 in the vehicle longitudinal direction can be further reduced in size.

Oil cooler 97 is located above motor shaft J1. That is, the lower end of the oil cooler 97 is located above the motor shaft J1. According to this embodiment, the size of the motor unit 10 in the vehicle longitudinal direction can be further reduced in size compared to a case where the oil cooler and the motor shaft J1 are arranged side by side in the vehicle longitudinal direction.

Oil cooler 97 is arranged adjacent to oil pump 96 above motor shaft J1. The oil cooler 97 and the oil pump 96 are connected to each other via a flow path provided in the housing 6. By arranging the oil cooler 97 and the oil pump 96 adjacent to each other, the flow path connecting the oil cooler 97 and the oil pump 96 can be shortened. Thereby, the flow path constituting the oil passage 90 can be shortened, and the circulation efficiency of the oil O in the oil passage 90 can be increased.

The oil cooler 97 is located on the front side of the vehicle (+X direction) from the motor shaft J1. That is, the oil cooler 97 is disposed diagonally above the front of the vehicle with respect to the motor shaft J1. According to this embodiment, the oil cooler 97 can be air-cooled when the vehicle moves forward, and the efficiency of cooling the oil O by the oil cooler 97 can be increased.

(Park Lock Mechanism) The park lock mechanism 7 is driven based on the driver's shift operation. The park lock mechanism 7 is switched between a locked state in which transmission of power in the transmission mechanism 5 is restricted and an unlocked state in which the restriction is released.

As shown in FIG. 3, the park lock mechanism 7 includes a park lock gear 7a, a park lock arm 7b, an arm support shaft 7e, a park lock actuator 7c, and a park lock power transmission mechanism 7d.

Park lock gear 7a is fixed to countershaft 13. Park lock gear 7a rotates together with counter shaft 13 around counter axis J3. The outer peripheral surface of the park lock gear 7a is provided with a plurality of teeth that protrude outward in the radial direction of the counter shaft J3 and lined up along the circumferential direction of the counter shaft J3.

The park lock arm 7b has a plate shape extending along a plane perpendicular to the axial direction. The park lock arm 7b is rotatably supported by an arm support shaft 7e about a second central axis J7e extending in the axial direction. Park lock arm 7b extends upward from arm support shaft 7e.

Park lock arm 7b extends along the outer peripheral surface of park lock gear 7a. The park lock arm 7b faces the teeth of the park lock gear 7a in the radial direction of the counter shaft J3. Park lock arm 7b has a meshing portion 7ba that faces the teeth of park lock gear 7a. The meshing portion 7ba protrudes radially inward of the counter shaft J3. The meshing portion 7ba meshes with the teeth of the park lock gear 7a. That is, the park lock arm 7b meshes with the park lock gear at the meshing portion 7ba.

The park lock arm 7b is driven by the park lock actuator 7c and rotates within a predetermined range about the second central axis J7e.
When the park lock mechanism 7 is locked by the driver's operation, the park lock arm 7b rotates counterclockwise around the second central axis J7e in FIG. 3, and the engaging portion 7ba engages the park lock gear 7a. It meshes with the teeth. Thereby, the rotation of the countershaft 13 is suppressed, and the transmission of power in the transmission mechanism 5 is restricted.
On the other hand, when the park lock mechanism 7 is brought into the unlocked state by the driver's operation, the park lock arm 7b rotates clockwise around the second central axis J7e, and the meshing portion 7ba engages the teeth of the park lock gear 7a. be released from the department. As a result, the countershaft 13 becomes freely rotatable, and the transmission mechanism 5 becomes ready to transmit power.

According to this embodiment, the park lock arm 7b extends along the vertical direction. When viewed from the axial direction, the countershaft 13 and the park lock arm 7b are arranged side by side in the vehicle longitudinal direction. Therefore, the vertical dimension of the motor unit 10 can be suppressed. Moreover, a part of the park lock arm 7b overlaps with the counter gear 23 when viewed from the axial direction. Therefore, even if the park lock arm 7b and the countershaft 13 are arranged side by side in the longitudinal direction of the vehicle, the size of the motor unit 10 in the longitudinal direction of the vehicle can be prevented from increasing.

The park lock power transmission mechanism 7d is located between the park lock actuator 7c and the park lock arm 7b. The park lock power transmission mechanism 7d transmits the power of the manual shaft 7ca rotating around the first central axis J7c to the park lock arm 7b, and rotates the park lock arm 7b around the second central axis J7e.

The park lock actuator 7c has a manual shaft 7ca centered on a first central axis J7c that extends in the vertical direction. The park lock actuator 7c rotates the manual shaft 7ca around the first central axis J7c. Park lock actuator 7c drives park lock arm 7b via park lock power transmission mechanism 7d.

The park lock actuator 7c is fixed to the upper side of the housing 6. More specifically, the park lock actuator 7c is located directly above the counter shaft J3. That is, the park lock actuator 7c overlaps the counter shaft J3 when viewed from the vertical direction. Thereby, the horizontal dimension of the motor unit 10 can be reduced.

As shown in FIG. 2, the park lock actuator 7c is fixed to the outer surface of the gear accommodating portion 63 of the housing 6. The park lock actuator 7c is located on the gear accommodating portion 63 side with respect to the partition wall portion 61 of the housing 6. That is, according to the present embodiment, the park lock actuator 7c does not overlap the partition wall portion 61 when viewed from the vertical direction. In order to maintain the strength of the entire housing 6, the partition wall portion 61 has a shape that projects outward in the radial direction of the motor shaft J1 with respect to the motor 1 and the transmission mechanism 5. According to this embodiment, since the park lock actuator 7c and the partition wall 61 do not overlap when viewed from the top and bottom, the projected area of the motor unit 10 in the axial direction is suppressed from increasing, and the motor unit 10 is made smaller. It is possible to aim for

As shown in FIG. 1, the park lock gear 7a is located between the counter gear 23 and the drive gear 24 in the axial direction of the counter shaft J3. According to this embodiment, the park lock gear 7a can be arranged closer to the partition wall 61 compared to the case where the park lock gear is arranged on the opposite side of the partition wall 61 with respect to the counter gear 23 and the drive gear 24. This prevents the park lock arm 7b arranged along the outer periphery of the park lock gear 7a from protruding outward in the radial direction of the counter shaft J3, making it possible to downsize the motor unit 10. .

(Inverter Unit) As shown in FIG. 2, the inverter unit 8 includes an inverter 8a and an inverter case 8b that accommodates the inverter 8a. Although not shown, the inverter unit 8 further includes a circuit board and a capacitor.

The inverter unit 8 has a substantially rectangular shape when viewed from above and below. Inverter unit 8 is fixed to the outer surface of housing 6. More specifically, the inverter unit 8 is fixed to the outer surface of the motor accommodating portion 62 of the housing 6 in the inverter case 8b. The inverter unit 8 is connected to a bus bar (not shown) of the motor 1 above the motor 1 . Inverter unit 8 supplies alternating current to motor 1 via the bus bar. Thereby, inverter unit 8 supplies electric power to motor 1.

Inverter unit 8 is located directly above motor 1 . That is, the inverter unit 8 is located above the motor 1 and overlaps the motor 1 when viewed from above and below. Thereby, the size of the motor unit 10 in the vehicle longitudinal direction can be reduced in size compared to the case where the inverter unit 8 is arranged in the vehicle longitudinal direction with respect to the motor 1. As a result, it becomes possible to secure a wide crushable zone within the vehicle.

Generally, the axially projected area of the motor accommodating portion 62 is smaller than the axially projected area of the gear accommodating portion 63. According to this embodiment, since the inverter unit 8 is arranged on the radially outer side of the motor accommodating part 62, it is easy to arrange the inverter unit 8 so as to overlap the gear accommodating part 63 when viewed from the axial direction. Thereby, the projected area of the entire motor unit 10 in the axial direction can be reduced, and the size of the motor unit 10 can be reduced.

As shown in FIG. 3, at least a portion of the inverter unit 8 overlaps the counter gear 23 when viewed from the axial direction. By arranging the inverter unit 8 so as to overlap the counter gear 23, the projected area of the motor unit 10 in the axial direction can be reduced, and the size of the motor unit 10 can be reduced.

At least a portion of inverter unit 8 overlaps oil pump 96 when viewed from the axial direction. Similarly, at least a portion of inverter unit 8 overlaps oil cooler 97 when viewed from the axial direction. By arranging the inverter unit 8 overlapping the oil pump 96 and the oil cooler 97, the projected area of the motor unit 10 in the axial direction can be reduced, and the size of the motor unit 10 can be reduced.

4 and 5 are exploded perspective views of the motor unit 10, in which the inverter unit 8 is separated from the housing 6. 4 and 5, the perspective directions of the motor unit 10 are different from each other.

As shown in FIGS. 4 and 5, the inverter unit 8 is fixed to the housing 6 of the motor unit 10 at a plurality of fixing parts 40 and 45. The plurality of fixing parts 40 and 45 are classified into a first fixing part 40 (see FIG. 4) and a second fixing part 45 (see FIG. 5). The first fixed part 40 is located on the front side of the vehicle with respect to the motor shaft J1, and the second fixed part 45 is located on the rear side of the vehicle with respect to the motor shaft J1.

As shown in FIG. 4, the first fixing portion 40 includes an eaves portion 42 provided on the inverter unit 8, a facing surface 43 provided on the housing 6, and a fixing bolt 41.

The eaves portion 42 of the first fixing portion 40 projects horizontally on the outer surface of the inverter case 8b of the inverter unit 8. The eaves portion 42 is provided with a through hole 42a that penetrates in the vertical direction.

The facing surface 43 of the first fixing part 40 faces the eaves part 42 in the vertical direction. In this embodiment, the opposing surface 43 is provided on the housing 6 located below the inverter unit 8 . Therefore, in this embodiment, the opposing surface 43 of the first fixing part 40 faces upward. The opposing surface 43 is provided with a screw hole 43a that extends in the vertical direction and opens toward the eaves portion 42 (ie, upward).

The fixing bolt 41 of the first fixing part 40 is screwed into the screw hole 43a of the opposing surface 43 through the through hole 42a of the eave part 42. As a result, the lower surface of the eaves portion 42 and the opposing surface 43 come into contact, and the inverter unit 8 and the housing 6 are fixed to each other.

As shown in FIG. 5, the second fixing portion 45 includes an eaves portion 47 provided on the housing 6, a facing surface 48 provided on the inverter unit 8, and a fixing bolt 46.

The eaves portion 47 of the second fixing portion 45 projects horizontally from the outer surface of the motor accommodating portion 62 of the housing 6 . The eaves portion 47 is provided with a through hole 47a that penetrates in the vertical direction.

The facing surface 48 of the second fixing part 45 faces the eaves part 47 in the vertical direction. In this embodiment, the opposing surface 48 is provided on the inverter unit 8 located above the housing 6 . Therefore, in this embodiment, the opposing surface 48 of the second fixing part 45 faces downward. The opposing surface 48 is provided with a screw hole 48a that extends in the vertical direction and opens toward the eaves portion 47 (ie, toward the bottom).

The fixing bolt 46 of the second fixing part 45 is screwed into the screw hole 48a of the opposing surface 48 through the through hole 47a of the eave part 47. As a result, the upper surface of the eaves portion 47 and the opposing surface 48 come into contact with each other, and the inverter unit 8 and the housing 6 are fixed to each other.

The first fixing part 40 and the second fixing part 45 are arranged on opposite sides of the motor shaft J1 when viewed from the top and bottom. Furthermore, the eaves portions 42 and 47 of the first fixing portion 40 and the second fixing portion 45 each protrude in a direction away from the motor shaft J1 when viewed from the top and bottom.

According to this embodiment, the eaves part 42 of the first fixing part 40 and the eaves part 47 of the second fixing part 45, which are located on opposite sides of the motor shaft J1, are connected to the inverter unit 8 and the housing 6, respectively. and are provided separately. Therefore, the size of the motor unit 10 in the longitudinal direction of the vehicle can be reduced in size compared to the case where all the eaves are provided on either the inverter unit 8 or the housing 6.

FIG. 6 is a schematic cross-sectional view of the motor unit 10. In addition, in FIG. 6, the detailed structure of each part (for example, the coil of the stator 32, the rotor magnet of the rotor 31, etc.) is omitted.

Inverter unit 8 has a lower surface 8s facing housing 6. The lower surface 8s is a flat surface along the horizontal direction. The lower surface 8s of the inverter unit 8 is surrounded by a plurality of fixing parts (the first fixing part 40 and the second fixing part 45) when viewed from the top and bottom. That is, the plurality of fixing parts 40 and 45 are arranged around the lower surface 8s.

As shown in FIGS. 4 and 5, the outer surface of the motor accommodating portion 62 of the housing 6 is provided with a first rib 62a and a second rib 62b that protrude along the radial direction of the motor shaft J1. The first rib 62a extends along the axial direction of the motor shaft J1. The first rib 62a is located directly above the motor 1. The second rib 62b extends along the circumferential direction of the motor shaft J1.

As shown in FIG. 6, the first rib 62a and the second rib 62b are provided with a cutout surface 62s cut out along the lower surface 8s of the inverter unit 8. That is, the outer surface of the housing 6 is provided with a cutout surface 62s. The cutout surface 62s is a flat surface along the horizontal direction. The cutout surface 62s vertically faces the lower surface 8s of the inverter unit 8 with a gap therebetween.

Surface pressure is applied to contact surfaces between the housing 6 and the inverter unit 8 in the first fixing part 40 and the second fixing part 45 by fixing bolts 41 and 46 . Therefore, in the first fixing part 40 and the second fixing part 45, the housing 6 and the inverter unit 8 are integrally connected. On the other hand, when the housing 6 and the inverter unit 8 come into contact in a region where surface pressure is not applied, vibrations of the housing 6 due to the operation of the motor 1 and the transmission mechanism 5 are transmitted to the inverter unit 8, and the inverter unit 8 is excited. There is a possibility. When the inverter unit 8 is excited, there is a possibility that each part of the inverter unit 8 (the inverter 8a, the circuit board, the capacitor, etc.) may be damaged. According to this embodiment, the housing 6 and the inverter unit 8 are spaced apart in the vertical direction in the area surrounded by the fixing parts 40 and 45 when viewed from the vertical direction. Thereby, the vibration of the housing 6 can be suppressed from being transmitted to the inverter unit 8 and the inverter unit 8 being excited.

The embodiments and modified examples of the present invention have been described above, but each configuration and combination thereof in the embodiments and modified examples are merely examples, and additions and omissions of configurations may be made within the scope of the spirit of the present invention. , substitutions and other changes are possible. Moreover, the present invention is not limited by the embodiments.

DESCRIPTION OF SYMBOLS 1... Motor, 5... Transmission mechanism, 6... Housing, 7... Park lock mechanism, 7a... Park lock gear, 7b... Park lock arm, 7c... Park lock actuator, 8... Inverter unit, 8a... Inverter, 8s... Bottom surface, DESCRIPTION OF SYMBOLS 10... Motor unit, 11... Motor drive shaft, 13... Counter shaft, 21... Motor drive gear, 23... Counter gear, 24... Drive gear, 40... First fixing part (fixing part), 45... Second fixing part (fixing part), 41, 46... fixing bolt, 42, 47... eave part, 42a, 47a... through hole, 43, 48... opposing surface, 43a, 48a... screw hole, 51... ring gear, 55... output shaft, 61... Partition wall part, 62... Motor accommodating part, 62s... Notch surface, 63... Gear accommodating part, 90... Oil passage, 96... Oil pump, 96m... Pump motor, 97... Oil cooler, J1... Motor shaft, J3... Counter Shaft, J4...output shaft, J6...rotating axis, L1...first line segment, L2...second line segment, O...oil, P...oil pool

Claims (7)

A motor unit that is mounted on a vehicle and drives the vehicle,
motor and
a transmission mechanism that transmits the power of the motor and outputs it from an output shaft;
a housing that accommodates the motor and the transmission mechanism;
an inverter unit that supplies power to the motor;
The transmission mechanism is
a motor drive shaft extending along a motor axis and rotated by the motor;
a motor drive gear fixed to the motor drive shaft and rotating around the motor shaft;
a counter shaft extending along the counter axis;
a counter gear fixed to the counter shaft, meshing with the motor drive gear and rotating around the counter shaft;
a drive gear fixed to the countershaft and rotating around the countershaft;
a ring gear that meshes with the drive gear and rotates around the output shaft;
the output shaft connected to the ring gear and rotating around the output shaft;
The motor shaft, the counter shaft, and the output shaft extend parallel to each other,
The motor drive shaft is a hollow shaft that opens on both sides in the axial direction of the motor shaft,
The output shaft is passed through the motor drive shaft,
The counter shaft is located above the motor shaft with respect to the direction of gravity,
The inverter unit is located directly above the motor,
When viewed from the axial direction of the motor shaft, at least a portion of the inverter unit overlaps the counter gear.
motor unit. Oil circulating in an oil passage provided in the housing;
an oil pump provided in the path of the oil passage and pumping the oil;
When viewed from the axial direction of the motor shaft, at least a portion of the inverter unit overlaps the oil pump;
The motor unit according to claim 1. Oil circulating in an oil passage provided in the housing;
an oil cooler provided in the path of the oil passage to cool the oil,
When viewed from the axial direction of the motor shaft, at least a portion of the inverter unit overlaps the oil cooler;
The motor unit according to claim 1 or 2. The inverter unit and the oil cooler are connected to each other by piping that constitutes a refrigerant path.
The motor unit according to claim 3. The inverter unit has a lower surface facing the housing,
The inverter unit is fixed to the housing at a plurality of fixing parts arranged around the lower surface,
The outer surface is provided with a cutout surface cut out along the lower surface of the inverter unit,
The cutout surface vertically faces the lower surface of the inverter unit with a gap therebetween.
The motor unit according to any one of claims 1 to 4. The fixed part is
an eaves portion provided on one of the housing and the inverter unit and extending horizontally;
an opposing surface provided on the other of the housing and the inverter unit and facing the eaves portion in the vertical direction;
has a fixing bolt;
The eaves portion is provided with a through hole that penetrates in the vertical direction,
A screw hole is provided in the opposing surface,
The fixing bolt is screwed into the screw hole of the opposing surface through the through hole of the eave part.
The motor unit according to claim 5. The plurality of fixing parts are classified into a first fixing part and a second fixing part,
In the first fixing part, the eaves part is provided on the inverter unit, and the opposing surface is provided on the housing,
In the second fixing part, the eaves part is provided on the housing, and the opposing surface is provided on the inverter unit,
When viewed from the top and bottom, the first fixing part and the second fixing part are arranged on opposite sides of the motor shaft,
When viewed from the top and bottom, the eaves portions of the first fixing portion and the second fixing portion each protrude in a direction away from the motor shaft;
The motor unit according to claim 6.

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