WO2020066955A1 - Drive device - Google Patents

Abstract

One embodiment of this drive device comprises: a first motor for driving a first wheel; a first housing; a first oil cooler for cooling the oil circulating inside the first housing; a second motor for driving a second wheel; a second housing; a second oil cooler for cooling the oil circulating inside the second housing; an inverter electrically connected to the first motor and the second motor; an inverter case; and a refrigerant flow path through which the refrigerant for cooling the first oil cooler, the second oil cooler, and the inverter flows. The refrigerant flow path includes: an inverter cooling section disposed in the inverter case; one supply flow path for feeding the refrigerant to the inverter cooling section; a first connection flow path for feeding the refrigerant to the first oil cooler from the inverter cooling section; and a second connection flow path for feeding the refrigerant to the second oil cooler from the inverter cooling section.

Description

Drive

The present invention relates to a driving device. This application is based on Japanese Patent Application No. 2018-178667 filed on September 25, 2018. This application claims the benefit of priority to the application. The entire contents are hereby incorporated by reference into the present application.

駆 動 There is known a drive device that rotates an axle of a vehicle by the power of a motor. The drive device includes a motor, a housing that houses the motor, an oil cooler that cools oil circulating inside the housing, and a cooling circuit that flows a coolant through the oil cooler. Conventionally, for example, a cooling circuit described in Patent Document 1 is known. A refrigerant flows through the cooling circuit, and the refrigerant is cooled by a radiator.

JP 2018-118683 A

When a vehicle is provided with a plurality of motors for driving wheels, there is room for improvement in cooling the plurality of motors evenly and suppressing variations in performance among the motors.

In view of the above circumstances, it is an object of the present invention to provide a drive device capable of uniformly cooling a plurality of motors and suppressing variations in performance between the motors.

One aspect of the drive device of the present invention includes a first motor that drives a first wheel among a plurality of wheels provided in the vehicle, a first housing that houses the first motor, A first oil cooler provided in the first housing for cooling oil circulating in the first housing; a second motor for driving a second wheel of the plurality of wheels; A second housing accommodating the second motor; a second oil cooler provided in the second housing for cooling oil circulating in the second housing; the first motor and the second oil cooler; An inverter electrically connected to the second motor, an inverter case accommodating the inverter, and a refrigerant for cooling the first oil cooler, the second oil cooler, and the inverter. An inverter cooling unit that is disposed in the inverter case and cools the inverter; one supply channel that sends a refrigerant to the inverter cooling unit; Unit and the first oil cooler, and a first connection passage for sending a refrigerant from the inverter cooling unit to the first oil cooler, and a connection between the inverter cooling unit and the second oil cooler. And a second connection flow path for sending a refrigerant from the inverter cooling unit to the second oil cooler.

According to the driving device of one aspect of the present invention, a plurality of motors can be cooled evenly, and variations in performance between the motors can be suppressed.

FIG. 1 is a plan view schematically showing a driving device according to an embodiment mounted on a vehicle. FIG. 2 is a perspective view showing a part of the driving device. FIG. 3 is a sectional view showing a part of the driving device. FIG. 4 is a cross-sectional view showing a part of the drive device, and schematically shows a flow of oil inside the housing and the like. FIG. 5 is a plan view schematically showing the inside of the inverter case. FIG. 6 is a plan view schematically showing the inside of an inverter case according to a modification of the embodiment.

The drive device 10 according to one embodiment of the present invention will be described with reference to the drawings. The drive device 10 of the present embodiment is mounted on a vehicle 100. The drive device 10 is a vehicle drive device. The vehicle 100 is provided with a plurality of wheels. The drive device 10 drives the wheels 102A and 102B. In the following description, the vertical direction is defined based on the positional relationship when the drive device 10 of the present embodiment shown in each figure is mounted on a vehicle 100 located on a horizontal road surface. 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 is a vertical direction. The + Z side is the upper side in the vertical direction, and the -Z side is the lower side in the vertical direction. In the present embodiment, the upper side in the vertical direction is simply called “upper side”, and the lower side in the vertical direction is simply called “lower side”. The X-axis direction is a direction orthogonal to the Z-axis direction, and is a front-rear direction of the vehicle 100 on which the driving device 10 is mounted. In the present embodiment, the + X side is the front side of the vehicle 100, and the −X side is the rear side of the vehicle 100. The Y-axis direction is a direction orthogonal to both the X-axis direction and the Z-axis direction, and is the left-right direction of the vehicle 100 (vehicle width direction). In the present embodiment, the + Y side is the left side of the vehicle 100, and the −Y side is the right side of the vehicle 100. Note that the positional relationship in the front-rear direction is not limited to the positional relationship in the present embodiment, and the + X side may be the rear side of the vehicle 100 and the −X side may be the front side of the vehicle 100. In this case, the + Y side is the right side of the vehicle 100, and the −Y side is the left side of the vehicle 100.

モ ー タ The motor shaft J2 appropriately shown in each drawing extends in the Y-axis direction, that is, in the vehicle width direction of the vehicle 100. In the following description, a direction parallel to the motor axis J2 is simply referred to as an "axial direction" unless otherwise specified. In the axial direction, in a motor unit 1A (see FIG. 3 and the like) described later, the direction from the motor 20A to the transmission mechanism 30A is called one axial side, and the direction from the transmission mechanism 30A to the motor 20A is the other axial side. Call. As shown in FIGS. 1 and 2, in the present embodiment, the driving device 10 is provided with a pair of motor units 1A and 1B. Similarly, in the motor unit 1B, the direction from the motor 20B to the transmission mechanism 30B is called one axial side, and the direction from the transmission mechanism 30B to the motor 20B is called the other axial side. Of the pair of motor units 1A and 1B, in one motor unit 1A located on the left side (+ Y side) of the vehicle 100, one axial side is the + Y side, and the other axial side is the -Y side. In the other motor unit 1B located on the right side (−Y side) of the vehicle 100, one side in the axial direction is the −Y side, and the other side in the axial direction is the + Y side. The radial direction about the motor shaft J2 is simply referred to as “radial direction”. Of the radial directions, a direction approaching the motor shaft J2 is referred to as a radial inside, and a direction away from the motor shaft J2 is referred to as a radial outside. The circumferential direction around the motor shaft J2, that is, around the axis of the motor shaft J2 is simply referred to as the “circumferential direction”. In the present embodiment, the “parallel direction” includes a substantially parallel direction, and the “perpendicular direction” includes a substantially perpendicular direction.

As shown in FIG. 1, the vehicle 100 includes two driving devices 10 and 101 as power generating means for rotating the axle. That is, the vehicle 100 has a power train, and the power train includes two driving devices 10 and 101 and a battery (not shown). The vehicle 100 of the present embodiment is an electric vehicle (EV) using a motor as a power generation unit. The driving devices 10 and 101 rotate the axle of the vehicle 100 by the power of a motor. The vehicle 100 includes a front drive device 101 and a rear drive device 10.

The front drive device 101 is located at the front side of the vehicle 100. The front drive device 101 drives the front left wheel and the front right wheel. The rear drive device 10 is located at a rear portion of the vehicle 100. The rear drive device 10 includes a pair of rear motor units 1A and 1B. Of the pair of rear motor units 1A and 1B, one motor unit 1A drives the rear left wheel 102A, and the other motor unit 1B drives the rear right wheel 102B. That is, the drive device 10 includes a plurality of motor units 1A and 1B, and in the present embodiment, the number of the motor units 1A and 1B is two. The motor unit 1A has one motor 20A. The motor unit 1B has one motor 20B. In other words, the drive device 10 includes a plurality of motors 20A and 20B, and in the present embodiment, the number of motors is two.

In the following description, one motor unit 1A may be referred to as a first motor unit 1A. The name of each component of the first motor unit 1A may be referred to by adding "first". Further, the other motor unit 1B may be referred to as a second motor unit 1B. The name of each component of the second motor unit 1B may be referred to by adding “second”.

The rear drive device 10 is disposed substantially at the center of the vehicle 100 in the vehicle width direction. The two motor units 1A and 1B of the drive device 10 are opposed to each other in the vehicle width direction and are arranged side by side in the vehicle width direction. The two motor units 1A and 1B have a plane-symmetric (laterally symmetric) structure with respect to a virtual vertical plane VS including the center axis J1 of the vehicle 100 in the vehicle width direction and perpendicular to the motor axis J2. The motor shaft J2 of the first motor 20A and the motor shaft J2 of the second motor 20B extend in the vehicle width direction of the vehicle 100. The motor shaft J2 of the first motor 20A and the motor shaft J2 of the second motor 20B are coaxially arranged. The first motor 20A and the second motor 20B are arranged symmetrically with respect to each other about a vertical plane VS including the center axis J1 of the vehicle 100 in the vehicle width direction and perpendicular to the vehicle width direction. According to the present embodiment, the left wheel 102A and the right wheel 102B of the vehicle 100 can be individually driven (rotation controlled) by the two motors 20A and 20B arranged symmetrically with respect to the vertical plane VS.

一部 A part of the drive device 10 is supported by a subframe (not shown) of the vehicle 100. In the present embodiment, the sub-frame supports the motor units 1A and 1B of the drive device 10 and an inverter case 4 described later. The subframe has, for example, a portion facing the motor units 1A and 1B in the axial direction and the front-back direction.

As shown in FIGS. 1 to 5, the driving device 10 includes a plurality of motor units 1A and 1B, an inverter 3, an inverter case 4, a refrigerant flow path 90, a refrigerant pump 95, and a radiator 96. . Each of the motor units 1A and 1B rotates the axle of the vehicle 100. The first motor unit 1A includes a first housing 11A, a first motor 20A, a first transmission mechanism 30A, a first electric oil pump 61A, and a first oil cooler 65A. The second motor unit 1B includes a second housing 11B, a second motor 20B, a second transmission mechanism 30B, a second electric oil pump 61B, and a second oil cooler 65B. Each of the motor units 1A and 1B includes an oil seal 18, a bearing holder 35, a first bearing 15, a second bearing 16, a third bearing 14, an oil passage 40, and a mechanical oil pump 62, respectively. , A rotation sensor 80, and a temperature sensor (not shown). The first bearing 15, the second bearing 16, and the third bearing 14 are, for example, ball bearings. Since the drive device 10 includes a plurality of motor units 1A and 1B, the drive device 10 includes a plurality (two in the present embodiment) of components included in the motor units 1A and 1B. That is, the driving device 10 includes a plurality of housings 11A and 11B, a plurality of motors 20A and 20B, a plurality of transmission mechanisms 30A and 30B, a plurality of electric oil pumps 61A and 61B, and a plurality of oil coolers 65A and 65B. , A plurality of oil seals 18, a plurality of bearing holders 35, a plurality of first bearings 15, a plurality of second bearings 16, a plurality of third bearings 14, a plurality of oil passages 40, a plurality of mechanical An oil pump 62, a plurality of rotation sensors 80, and a plurality of temperature sensors are provided.

Note that the first motor unit 1A and the second motor unit 1B are plane-symmetric with respect to the vertical plane VS, and have substantially the same structure. For this reason, in the following description, the components of the first motor unit 1A will be mainly described, and the description of the components of the second motor unit 1B may be omitted.

The first housing 11A houses the first motor 20A and the first transmission mechanism 30A. That is, the first housing 11A houses the first motor 20A. The first housing 11 </ b> A has a motor housing 12, a gear housing 13, and a partition wall 17. The motor accommodating section 12 and the gear accommodating section 13 face each other in the axial direction and are arranged side by side in the axial direction.

The motor housing portion 12 is a portion of the first housing 11A that houses the first motor 20A. The motor accommodating portion 12 has a cylindrical shape extending in the axial direction. In the present embodiment, the motor accommodating portion 12 has a bottomed cylindrical shape. The motor accommodating portion 12 is opened on one side in the axial direction. The motor housing 12 has a peripheral wall 12a and a bottom wall 12b. The bottom wall portion 12b holds the third bearing 14. The bottom wall portion 12b supports a later-described motor shaft 22 of the first motor 20A via the third bearing 14 so as to be rotatable around the motor axis J2. That is, the first housing 11 </ b> A rotatably supports the motor shaft 22 via the third bearing 14.

The gear housing 13 is a part of the first housing 11A that houses the first transmission mechanism 30A. The gear housing 13 has a cylindrical shape extending in the axial direction. The gear housing 13 has a peripheral wall 13a. The peripheral wall portion 13a holds the first bearing 15 and the oil seal 18 inside. The peripheral wall portion 13a supports, via the first bearing 15, an output shaft 38 of the first transmission mechanism 30A described later so as to be rotatable around the motor axis J2. That is, the first housing 11 </ b> A rotatably supports the output shaft 38 via the first bearing 15.

The partition wall portion 17 is annular with the motor shaft J2 as the center. The partition wall portion 17 has a plate shape extending in a direction perpendicular to the motor axis J2. The plate surface of the partition wall portion 17 faces in the axial direction. In the present embodiment, the partition wall portion 17 has an annular plate shape centered on the motor shaft J2. The partition wall part 17 is arranged in the gear housing part 13. The partition wall portion 17 is located on one axial side with respect to the second bearing 16. The partition wall portion 17 is located on the other axial side than the first bearing 15. The outer peripheral portion of the partition wall portion 17 is fixed to the inner peripheral surface of the peripheral wall portion 13a. The partition wall part 17 partitions the motor oil storage part 50a and the gear oil storage part 50b of the oil storage part 50 mentioned later in the axial direction. The oil storage unit 50 is partitioned by the partition wall 17 into a motor oil storage unit 50a and a gear oil storage unit 50b.

An inner peripheral portion of the partition wall portion 17 is connected to an outer peripheral portion of an internal gear 34 of the first transmission mechanism 30A described later. The inner peripheral portion of the partition wall portion 17 is connected to one axial end of the outer peripheral surface of the internal gear 34. The partition wall portion 17 has an oil flow hole 17a penetrating the partition wall portion 17 in the axial direction. The oil flow hole 17a is arranged at least in a lower portion of the partition wall portion 17. Only one oil flow hole 17a may be provided in the partition wall portion 17, or a plurality of oil flow holes may be provided. The cross-sectional shape of the oil flow hole 17a perpendicular to the motor axis J2 is, for example, a circular shape or a polygonal shape. The oil circulation hole 17a connects a motor oil storage unit 50a and a gear oil storage unit 50b described later. The motor oil storage unit 50a and the gear oil storage unit 50b communicate with each other through the oil circulation hole 17a.

The second housing 11B houses the second motor 20B and the second transmission mechanism 30B. That is, the second housing 11B houses the second motor 20B. Although not particularly shown, the structure of the second housing 11B is plane-symmetric with respect to the vertical plane VS with the structure of the first housing 11A, and therefore detailed description is omitted.

The first motor 20A outputs a torque for rotating the axle of the vehicle 100. The torque of the first motor 20A is transmitted to the axle via the first transmission mechanism 30A. The first motor 20A drives a first wheel 102A among a plurality of wheels provided in the vehicle 100. In the present embodiment, the first wheel 102 </ b> A is a rear left wheel of the vehicle 100. The first motor 20A is electrically connected to the inverter 3 and a control board (not shown). The first motor 20A has a rotor 21 and a stator 26. The rotor 21 has a motor shaft 22, a rotor holder 23, a rotor core 24, and a rotor magnet 25. That is, the first motor 20A has the motor shaft 22.

The motor shaft 22 extends in the axial direction about the motor shaft J2. The motor shaft 22 is cylindrical. The motor shaft 22 is a hollow shaft that opens on both sides in the axial direction. The motor shaft 22 rotates around a motor axis J2. The motor shaft 22 is rotatably supported around the motor axis J2 by the second bearing 16 and the third bearing 14. The second bearing 16 supports a portion on one axial side of the motor shaft 22. The third bearing 14 supports the other axial end of the motor shaft 22.

The motor shaft 22 has a concave portion 22a. The concave portion 22a opens on one end surface in the axial direction of the motor shaft 22, and is recessed from this end surface on the other axial side. The recess 22a is a hole extending in the axial direction. A coupling shaft 31 of the first transmission mechanism 30A described later fits into the recess 22a. The inner diameter of a portion of the motor shaft 22 located on the other side in the axial direction than the concave portion 22a is smaller than the inner diameter of the concave portion 22a. In the present embodiment, a portion having the largest inner diameter of the inner peripheral surface of the motor shaft 22 is the concave portion 22a.

The rotor holder 23 is fixed to the motor shaft 22. The rotor holder 23 has a portion located radially outside the motor shaft 22. The rotor holder 23 holds the rotor core 24 and the rotor magnet 25. The rotor holder 23 has a bottomed cylindrical shape. The rotor holder 23 opens on one side in the axial direction. The rotor holder 23 has a bottom part 23a, a cylindrical part 23b, and a sensor support part 23c.

The bottom portion 23a has an annular shape extending in the circumferential direction around the motor shaft J2. In the present embodiment, the bottom portion 23a has a plate shape that extends perpendicular to the motor shaft J2, and the plate surface faces in the axial direction. The bottom portion 23a is in the shape of an annular plate. The inner peripheral portion of the bottom portion 23a is fixed to the outer peripheral portion of the motor shaft 22. The axial position of the bottom portion 23a is one axial side of the axial position of the third bearing 14 and the other axial side of the axial position of the second bearing 16.

The cylindrical portion 23b extends in the axial direction. The cylindrical portion 23b has a cylindrical shape centered on the motor shaft J2. A space is provided between the inner peripheral surface of the cylindrical portion 23b and the outer peripheral surface of the motor shaft 22. The other end in the axial direction of the inner peripheral surface of the cylindrical portion 23b is connected to the outer peripheral portion of the bottom portion 23a. The inner diameter of the cylindrical portion 23b increases as it goes from the portion connected to the bottom portion 23a to one side in the axial direction. The inner peripheral surface of the cylindrical portion 23b has a tapered surface-like portion whose inner diameter increases toward one side in the axial direction. When viewed from the radial direction, the end on one axial side of the cylindrical portion 23b and the second bearing 16 are arranged so as to overlap. When viewed from the radial direction, the end on the other axial side of the cylindrical portion 23b and the third bearing 14 are arranged so as to overlap.

The sensor support 23c protrudes from the plate surface facing the other side in the axial direction of the bottom 23a to the other side in the axial direction. The sensor support portion 23c has a cylindrical shape extending in the axial direction about the motor shaft J2. The sensor support portion 23c has a portion projecting to the other axial side from the other axial end of the cylindrical portion 23b. A resolver rotor 80a, which will be described later, of the rotation sensor 80 is fixed to the other axial end of the sensor support 23c.

The rotor core 24 is fixed to the outer peripheral surface of the cylindrical portion 23b. The rotor core 24 has an annular shape extending in the circumferential direction around the motor shaft J2. In the present embodiment, the rotor core 24 has a cylindrical shape extending in the axial direction. The rotor core 24 is, for example, a laminated steel sheet formed by laminating a plurality of electromagnetic steel sheets in the axial direction. The rotor core 24 has a holding hole 24 a at the radially outer end of the rotor core 24, which penetrates the rotor core 24 in the axial direction. The plurality of holding holes 24a are arranged at the radially outer end of the rotor core 24 at intervals in the circumferential direction. The rotor magnets 25 are respectively held in the plurality of holding holes 24a. The plurality of rotor magnets 25 are circumferentially arranged at the radially outer end of the rotor core 24. The rotor magnet 25 is fixed to a radially outer end of the rotor core 24. Note that the rotor magnet 25 may be formed of an annular ring magnet.

The stator 26 faces the rotor 21 with a gap in the radial direction. The stator 26 is located radially outside the rotor 21. The stator 26 has a stator core 27, an insulator (not shown), and a plurality of coils 28. Stator core 27 is an annular shape extending in the circumferential direction around motor axis J2. In the present embodiment, the stator core 27 has a cylindrical shape extending in the axial direction. Stator core 27 is fixed to the inner peripheral surface of motor housing 12. The inner peripheral portion of the stator core 27 faces the outer peripheral portion of the rotor core 24 with a gap in the radial direction. Stator core 27 is, for example, a laminated steel sheet formed by laminating a plurality of electromagnetic steel sheets in the axial direction. The material of the insulator is, for example, an insulating material such as a resin. The plurality of coils 28 are attached to the stator core 27 via insulators. The lower end of the stator 26 is disposed in an oil storage section 50 of the oil passage 40, which will be described later.

The second motor 20B outputs a torque for rotating the axle of the vehicle 100. The torque of the second motor 20B is transmitted to the axle via the second transmission mechanism 30B. The second motor 20B drives a second wheel 102B among a plurality of wheels provided in the vehicle 100. In the present embodiment, the second wheel 102B is a wheel on the rear right side of the vehicle 100. Second motor 20B is electrically connected to inverter 3 and a control board (not shown). Although not particularly shown, the structure of the second motor 20B is plane-symmetric with respect to the vertical plane VS with the structure of the first motor 20A, and thus detailed description is omitted.

The first transmission mechanism 30A is connected to the motor shaft 22 and transmits the power of the first motor 20A to the output shaft 38. The first transmission mechanism 30A is connected to one end of the motor shaft 22 in the axial direction. That is, the first transmission mechanism 30A is connected to the axial end of the motor shaft 22. The first transmission mechanism 30A decelerates the rotation of the first motor 20A to increase the torque, and outputs the torque as rotation around the output shaft J4 of the output shaft 38. The first transmission mechanism 30A is a reduction mechanism, and in this embodiment, is a planetary gear mechanism. The output shaft J4 of the output shaft 38 is arranged coaxially with the motor shaft J2. According to the present embodiment, the first motor unit 1A can be reduced in size, and the drive device 10 can be reduced in size.

The first transmission mechanism 30A includes a connection shaft 31, a sun gear 32, a planetary gear 33, an internal gear 34, a carrier pin 36, a carrier 37, an output shaft 38, and a plurality of bearings 39a and 39b. Have. The bearings 39a and 39b are, for example, needle roller bearings. The bearing 39a may be referred to as a fourth bearing 39a. The bearing 39b may be referred to as a fifth bearing 39b.

The connection shaft 31 extends in the axial direction around the motor shaft J2. The connection shaft 31 is cylindrical. The connection shaft 31 is a hollow shaft that opens on both sides in the axial direction. The connection shaft 31 is connected to the motor shaft 22. The other axial end of the connecting shaft 31 is connected to the axial one end of the motor shaft 22. The inside of the motor shaft 22 and the inside of the connection shaft 31 communicate with each other. One end in the axial direction of the connection shaft 31 is rotatably supported around the motor shaft J2 by the output shaft 38 via a bearing 39a. That is, the connection shaft 31 and the output shaft 38 are mutually rotatable in the circumferential direction via the bearing 39a.

The connection shaft 31 has the other axial end inserted into the recess 22a. The other end in the axial direction of the connection shaft 31 is fitted into the recess 22a. In the present embodiment, a portion located on one axial side of the other end in the axial direction on the outer peripheral surface of the connection shaft 31 and a portion located on one axial side of the inner peripheral surface of the concave portion 22a include: They are fitted so that they cannot rotate with each other in the circumferential direction. That is, the connecting shaft 31 and the motor shaft 22 cannot rotate with each other in the circumferential direction.

In the present embodiment, the other end of the connecting shaft 31 on the other side in the axial direction is fitted to the concave portion 22a so as to be movable in the axial direction. Specifically, the other axial end of the connection shaft 31 is spline-fitted into the recess 22a. Therefore, the connection shaft 31 is movable in the axial direction with respect to the motor shaft 22. The end face of the connection shaft 31 facing the other side in the axial direction is in contact with the bottom face facing the one side in the axial direction of the concave portion 22a, or faces the clearance 22 with a gap. In the illustrated example, the inner diameter of the inner peripheral surface of the motor shaft 22 and the inner diameter of the inner peripheral surface of the connection shaft 31 are substantially the same.

The sun gear 32 is provided on the connection shaft 31. The sun gear 32 is an external gear having the motor axis J2 as a central axis. The sun gear 32 is located on one side in the axial direction from the concave portion 22a. The sun gear 32 is disposed at an intermediate portion of the outer peripheral portion of the connection shaft 31 located between one end in the axial direction and the other end in the axial direction. In the present embodiment, the connection shaft 31 and the sun gear 32 are portions of a single member. The sun gear 32 is a helical gear. That is, the tooth traces of the gear of the sun gear 32 extend around the motor axis J2 in the axial direction. When viewed from the radial direction, the gear teeth of the sun gear 32 extend obliquely with respect to the motor axis J2.

The planetary gear 33 is disposed radially outside the sun gear 32 and meshes with the sun gear 32. A plurality of planetary gears 33 are provided radially outside the sun gear 32 at intervals in the circumferential direction. That is, the first transmission mechanism 30 </ b> A has a plurality of planetary gears 33. In the present embodiment, the first transmission mechanism 30A has three planetary gears 33 arranged at equal intervals in the circumferential direction. However, the number of the planetary gears 33 included in the first transmission mechanism 30A is not limited to three.

The planetary gear 33 is annular with the rotation axis J3 as the center. The planetary gear 33 is an external gear having the rotation axis J3 as a central axis. The rotation shaft J3 is located radially outside the motor shaft J2 and extends in parallel with the motor shaft J2. The rotation axis J3 is also the center axis of the carrier pin 36. In the present embodiment, the planetary gear 33 has a cylindrical shape extending in the axial direction. The planetary gear 33 rotates around the rotation axis J3. That is, the planetary gear 33 rotates around the rotation axis J3. The planetary gear 33 rotates around the motor shaft J2. That is, the planetary gear 33 revolves around the motor axis J2. The planetary gear 33 revolves around the sun gear 32 while rotating.

The planetary gear 33 has a first gear part 33a and a second gear part 33b. The diameter (outer diameter) of the first gear portion 33a is larger than the diameter of the second gear portion 33b. The first gear portion 33a may be referred to as a large-diameter gear portion 33a. That is, in this embodiment, the planetary gear 33 is a stepped pinion type. Therefore, the reduction ratio of the rotation of the first motor 20A is further increased by the first transmission mechanism 30A. The first gear portion 33a has a portion located radially outside the internal gear 34. The first gear portion 33a has a portion facing the inner peripheral surface of the peripheral wall portion 13a of the gear housing portion 13 with a gap from the inside in the radial direction. The first gear portion 33a is disposed on one axial side with respect to the partition wall portion 17. The first gear portion 33a faces the partition wall portion 17 from one side in the axial direction.

The first gear portion 33a is cylindrical with the rotation axis J3 as the center. When viewed from the radial direction, the first gear portion 33a and the sun gear 32 are arranged so as to overlap with each other. The first gear portion 33a meshes with the sun gear 32. The diameter of the first gear portion 33a is larger than the diameter of the sun gear 32. The first gear portion 33a is a helical gear. That is, the tooth trace of the gear of the first gear portion 33a extends toward the rotation axis J3 in the axial direction. When viewed from a direction orthogonal to the rotation axis J3, the tooth trace of the gear of the first gear portion 33a extends obliquely with respect to the rotation axis J3.

直径 The diameter (outer diameter) of the second gear portion 33b is smaller than the diameter of the first gear portion 33a. The second gear portion 33b may be referred to as a small-diameter gear portion 33b. The second gear portion 33b has a cylindrical shape centered on the rotation axis J3. The second gear portion 33b meshes with the internal gear. The second gear portion 33b is a helical gear. That is, the tooth trace of the gear of the second gear portion 33b extends around the rotation axis J3 as going in the axial direction. When viewed from a direction perpendicular to the rotation axis J3, the tooth trace of the gear of the second gear portion 33b extends obliquely with respect to the rotation axis J3.

Specifically, the second gear portion 33b has a meshing portion 33c and a fitting portion 33d. The meshing portion 33c and the fitting portion 33d are arranged side by side in the axial direction. When viewed from the radial direction, the meshing portion 33c and the internal gear 34 are arranged so as to overlap with each other. The meshing portion 33c is a portion that meshes with the internal gear 34 in the second gear portion 33b. That is, the gear of the second gear portion 33b is provided on the outer periphery of the meshing portion 33c. The meshing portion 33c is located on the other axial side than the fitting portion 33d. The diameter of the meshing portion 33c is smaller than the diameter of the first gear portion 33a. In the example of the present embodiment, the axial length of the meshing portion 33c is larger than the axial length of the first gear portion 33a. When viewed from the radial direction, the meshing portion 33c is disposed so as to overlap with one axial end of the motor shaft 22, the concave portion 22a, and the axial other end of the connection shaft 31.

The fitting portion 33d is a portion of the second gear portion 33b that fits with the first gear portion 33a. In the present embodiment, the inner peripheral portion of the first gear portion 33a is fitted movably in the axial direction with the outer peripheral portion of the fitting portion 33d. That is, the first gear portion 33a has a portion that is movably fitted in the second gear portion 33b in the axial direction. Specifically, the inner peripheral portion of the first gear portion 33a is spline-fitted to the outer peripheral portion of the fitting portion 33d. Therefore, the first gear portion 33a is movable in the axial direction with respect to the second gear portion 33b.

In the present embodiment, the other end in the axial direction of the connection shaft 31 is spline-fitted into the recess 22a as described above. Further, the first gear portion 33a of the planetary gear 33 is spline-fitted with the second gear portion 33b. For this reason, when manufacturing the first motor unit 1A, the assembly is assembled with the first gear portion 33a of the planetary gear 33 and the sun gear 32 of the connection shaft 31 engaged with each other. It can be attached to the two gear portion 33b.

The internal gear 34 is annular with the motor shaft J2 as the center. The internal gear 34 is an internal gear having the motor shaft J2 as a central axis. The internal gear 34 has a cylindrical shape extending in the axial direction. The internal gear 34 is arranged radially outside the planetary gear 33 and meshes with the planetary gear 33. In the present embodiment, the internal gear 34 is arranged radially outside the meshing portion 33c of the second gear portion 33b and meshes with the meshing portion 33c. The internal gear 34 is a helical gear. That is, the tooth trace of the gear of the internal gear 34 extends toward the periphery of the motor axis J2 in the axial direction. When viewed from the radial direction, the gear teeth of the internal gear 34 extend obliquely with respect to the motor axis J2.

The internal gear 34 is fixed to the first housing 11A. The internal gear 34 is connected to the partition wall 17. The internal gear 34 is provided on an inner peripheral portion of the partition wall 17. Specifically, one end in the axial direction of the outer peripheral portion of the internal gear 34 is connected to the inner peripheral portion of the partition wall portion 17. In the present embodiment, the partition wall portion 17 and the internal gear 34 are portions of a single member.

The carrier pin 36 is disposed radially outside the sun gear 32 and the connection shaft 31. A plurality of carrier pins 36 are provided radially outside the sun gear 32 at intervals in the circumferential direction. That is, the first transmission mechanism 30A has a plurality of carrier pins 36. In the present embodiment, the first transmission mechanism 30A has three carrier pins 36 arranged at equal intervals in the circumferential direction.

The carrier pin 36 has a cylindrical shape extending in the axial direction about the rotation axis J3. The carrier pin 36 is a hollow pin that opens on both sides in the axial direction. The carrier pin 36 is inserted inside the planetary gear 33. The carrier pin 36 extends in the planetary gear 33 in the axial direction. The carrier pin 36 rotatably supports the planetary gear 33 via a bearing 39b. That is, the carrier pin 36 rotatably supports the planetary gear 33. The planetary gear 33 is rotatable around the rotation axis J3 with respect to the carrier pin 36. The carrier pin 36 rotatably supports the second gear portion 33b via a bearing 39b. In the present embodiment, a plurality of bearings 39b are arranged between the carrier pin 36 and the second gear portion 33b in the axial direction.

The carrier 37 supports the carrier pin 36. The carrier 37 is fixed to a carrier pin 36. The carrier 37 rotates around the motor shaft J2 with the rotation (revolution) of the planetary gear 33 and the carrier pin 36 around the motor shaft J2.

The carrier 37 has a first wall portion 37a, a second wall portion 37b, and a connecting portion 37c. The first wall portion 37a has a plate shape that extends in a direction perpendicular to the motor axis J2. The plate surface of the first wall portion 37a faces in the axial direction. The first wall portion 37a has an annular plate shape centered on the motor shaft J2. The first wall portion 37a supports the other end of the carrier pin 36 in the axial direction. The other axial end of the plurality of carrier pins 36 is fixed to the first wall 37a. The first wall portion 37a faces a flange portion 35a of the bearing holder 35, which will be described later, from one axial side. A space is provided between the first wall 37a and the flange 35a. The first wall 37a has a hole 37d located on the motor shaft J2 and penetrating the first wall 37a in the axial direction. The axial end of the motor shaft 22 and the axial end of the connecting shaft 31 are inserted into the hole 37d. When viewed from the radial direction, the first wall portion 37 a is disposed so as to overlap with one axial end of the motor shaft 22 and the other axial end of the connection shaft 31.

The second wall 37b is disposed on one side in the axial direction from the first wall 37a. The first wall portion 37a and the second wall portion 37b are arranged at an interval from each other in the axial direction. The planetary gear 33 is disposed between the first wall 37a and the second wall 37b in the axial direction. The second wall portion 37b has a plate shape that extends in a direction perpendicular to the motor axis J2. The plate surface of the second wall portion 37b faces in the axial direction. The second wall portion 37b has an annular plate shape centered on the motor shaft J2. The second wall 37b supports an end of the carrier pin 36 on one side in the axial direction. The axial ends of the plurality of carrier pins 36 are fixed to the second wall 37b. That is, the first wall portion 37a and the second wall portion 37b support both ends of the carrier pin 36 in the axial direction. In the present embodiment, the second wall portion 37b is located on one axial side of the sun gear 32.

The connecting portion 37c extends in the axial direction and connects the first wall portion 37a and the second wall portion 37b. In the present embodiment, the connecting portion 37c has a plate shape extending in the axial direction. However, the present invention is not limited to this, and the connecting portion 37c may have an axial shape extending in the axial direction. The plate surface of the connecting portion 37c faces in the radial direction. The other axial end of the connecting portion 37c is connected to the outer peripheral portion of the first wall portion 37a. One end in the axial direction of the connecting portion 37c is connected to the outer peripheral portion of the second wall portion 37b. In the present embodiment, the connecting portion 37c and the first wall portion 37a are portions of a single member.

A plurality of connecting portions 37c are provided at intervals in the circumferential direction. In the present embodiment, the carrier 37 has three connecting portions 37c. The connecting portion 37c is disposed adjacent to the planetary gear 33 in the circumferential direction. The plurality of connecting portions 37c and the plurality of planetary gears 33 are alternately arranged in the circumferential direction. The connecting portion 37c is disposed radially inward of a portion of the planetary gear 33 that is located radially outward. That is, the planetary gear 33 has a portion that protrudes radially outward from the connecting portion 37c. In the present embodiment, at least the first gear portion 33a of the first gear portion 33a and the second gear portion 33b protrudes radially outward from the connecting portion 37c.

The output shaft 38 is arranged coaxially with the motor shaft J2. The output shaft J4, which is the center axis of the output shaft 38, extends in the axial direction in accordance with the motor shaft J2. In the present embodiment, the output shaft 38 has a cylindrical shape extending in the axial direction. The output shaft 38 is arranged on one axial side of the carrier 37. The output shaft 38 is connected to the carrier 37. The output shaft 38 has the other axial end connected to the second wall 37 b of the carrier 37. In the present embodiment, the output shaft 38 and the second wall 37b are parts of a single member and are provided integrally. That is, the output shaft 38 and a part of the carrier 37 are part of a single member. The output shaft 38 rotates around the motor axis J2 with the rotation of the carrier 37 around the motor axis J2.

空間 A space is provided between the outer peripheral surface of the output shaft 38 and the inner peripheral surface of the peripheral wall 13a of the gear housing 13. The output shaft 38 is supported by the peripheral wall 13a via the first bearing 15. The first bearing 15 and the oil seal 18 are arranged between the output shaft 38 and the peripheral wall 13a in the axial direction. In the illustrated example, one end in the axial direction of the output shaft 38 protrudes from the peripheral wall 13a toward one side in the axial direction. However, the invention is not limited to this, and the output shaft 38 does not have to protrude from the peripheral wall 13a to one side in the axial direction. The output shaft 38 is directly or indirectly connected to the axle of the vehicle 100.

し な い Although not particularly shown, the second transmission mechanism 30B is connected to the motor shaft 22 of the second motor 20B, and transmits the power of the second motor 20B to the output shaft 38. The second transmission mechanism 30B decelerates the rotation of the second motor 20B to increase the torque, and outputs the rotation as rotation about the output shaft J4 of the output shaft 38. The second transmission mechanism 30B is a reduction mechanism, and in the present embodiment, is a planetary gear mechanism. The output shaft J4 of the output shaft 38 is arranged coaxially with the motor shaft J2. The structure of the second transmission mechanism 30B is plane-symmetric with respect to the vertical plane VS with the structure of the first transmission mechanism 30A, and thus detailed description is omitted. According to the present embodiment, the second motor unit 1B can be reduced in size, and the drive device 10 can be reduced in size.

The oil seal 18 of the first motor unit 1A will be described. The oil seal 18 is ring-shaped around the motor shaft J2. The oil seal 18 has an annular shape around the output shaft J4. In the example of the present embodiment, the oil seal 18 has a cylindrical shape extending in the axial direction. The oil seal 18 is provided between the output shaft 38 and the first housing 11A, and seals between the output shaft 38 and the first housing 11A. The oil seal 18 is provided between the outer peripheral surface of the output shaft 38 and the inner peripheral surface of the peripheral wall 13a of the gear housing 13, and seals the oil O. The outer peripheral portion of the oil seal 18 is fixed to the inner peripheral surface of the peripheral wall portion 13a. The inner peripheral portion of the oil seal 18 is slidable in the circumferential direction with the outer peripheral surface of the output shaft 38. The oil seal 18 is disposed adjacent to the first bearing 15 in the axial direction. The oil seal 18 is arranged on one side of the first bearing 15 in the axial direction, and faces the first bearing 15 from one side in the axial direction. In the illustrated example, an axial gap is provided between the oil seal 18 and the first bearing 15. Although not specifically shown, the structure of the oil seal 18 of the second motor unit 1B is plane-symmetric with respect to the vertical plane VS with the structure of the oil seal 18 of the first motor unit 1A, and thus detailed description is omitted.

ベ ア リ ン グ The bearing holder 35 of the first motor unit 1A will be described. The bearing holder 35 is ring-shaped around the motor shaft J2. The bearing holder 35 has a flange portion 35a and a holder tubular portion 35b. The flange portion 35a has a plate shape that extends in a direction perpendicular to the motor axis J2. The plate surface of the flange portion 35a faces in the axial direction. The flange portion 35a has an annular plate shape centered on the motor shaft J2. The outer peripheral portion of the flange portion 35a is fixed to the other axial end of the internal gear 34. That is, the bearing holder 35 is fixed to the internal gear 34. The bearing holder 35 is supported by the internal gear 34. The bearing holder 35 is supported by the first housing 11A via the internal gear 34.

The holder cylinder 35b has a cylindrical shape extending in the axial direction about the motor shaft J2. One end in the axial direction of the holder tubular portion 35b is connected to the inner peripheral portion of the flange portion 35a. A space is provided between the inner peripheral surface of the holder cylindrical portion 35b and the outer peripheral surface of the motor shaft 22. The holder cylinder 35b holds the second bearing 16 inside. That is, the bearing holder 35 holds the second bearing 16. The holder cylinder 35b holds the motor shaft 22 via the second bearing 16. The bearing holder 35 supports the motor shaft 22 via the second bearing 16 so as to be rotatable around the motor axis J2. Although not particularly shown, the structure of the bearing holder 35 of the second motor unit 1B is plane-symmetric with respect to the vertical plane VS with the structure of the bearing holder 35 of the first motor unit 1A, and thus detailed description is omitted.

The first bearing 15, the second bearing 16, and the third bearing 14 of the first motor unit 1A will be described. The first bearing 15 is provided between the output shaft 38 and the first housing 11A, and supports the output shaft 38 rotatably around the motor axis J2. The first bearing 15 is annular with the motor shaft J2 as a center. In the present embodiment, the first bearing 15 is fitted into the peripheral wall 13 a of the gear housing 13. The output shaft 38 is fitted in the first bearing 15.

The second bearing 16 supports the motor shaft 22 rotatably around the motor axis J2. The second bearing 16 rotatably supports a portion on one axial side of the motor shaft 22. The second bearing 16 is annular with the motor shaft J2 as the center. The second bearing 16 is fitted into the holder cylinder 35b of the bearing holder 35. The motor shaft 22 is fitted in the second bearing 16.

The third bearing 14 supports the motor shaft 22 so as to be rotatable around the motor axis J2. The third bearing 14 rotatably supports the other end in the axial direction of the motor shaft 22. The third bearing 14 is annular with the motor shaft J2 at the center. The third bearing 14 fits inside the cylindrical portion of the bottom wall 12 b of the motor housing 12. The motor shaft 22 is fitted in the third bearing 14. Although not particularly shown, each structure of the first bearing 15, the second bearing 16 and the third bearing 14 of the second motor unit 1B is the same as the first bearing 15, the second bearing 16 and the third bearing 15 of the first motor unit 1A. Each structure of the bearing 14 and the vertical plane VS are plane-symmetric with respect to each other, and therefore, detailed description is omitted.

循環 The circulation structure of the oil O of the first motor unit 1A will be described. In the present embodiment, the oil O circulation structure includes the oil passage 40, a first electric oil pump 61A, and a mechanical oil pump 62. The oil passage 40 is provided inside the first housing 11A. The first electric oil pump 61 </ b> A and the mechanical oil pump 62 circulate the oil O through the oil passage 40. That is, the oil O circulates inside the first housing 11A. In the present embodiment, the first motor unit 1A includes a first electric oil pump 61A and a mechanical oil pump 62 that circulate the oil O through the oil passage 40. That is, the first motor unit 1A includes a plurality of oil pumps 61A and 62. The first electric oil pump 61A and the mechanical oil pump 62 can supply oil O to the first transmission mechanism 30A. In the present embodiment, the first electric oil pump 61A and the mechanical oil pump 62 can supply the oil O to the first transmission mechanism 30A through the inside of the motor shaft 22. The first electric oil pump 61A and the mechanical oil pump 62 will be described separately later.

The oil passage 40 includes an oil passage portion 41 in the motor shaft, an oil passage portion 42 in the connection shaft, an annular oil passage portion 43, a first radial oil passage portion 44, a second radial oil passage portion 45, An oil passage portion 46 in the carrier pin, a connection oil passage portion 47, a third radial oil passage portion 48, a fourth radial oil passage portion 49, and an oil storage portion 50 are provided.

油 The oil passage portion 41 in the motor shaft extends in the motor shaft 22 in the axial direction. The oil passage portion 41 in the motor shaft is located on the motor shaft J2. The oil passage portion 41 in the motor shaft is constituted by a through-hole penetrating the motor shaft 22 in the axial direction. The oil passage portion 41 in the motor shaft opens at the bottom surface of the concave portion 22a. That is, one end in the axial direction of the oil passage portion 41 in the motor shaft is opened at the bottom face of the concave portion 22a facing one side in the axial direction.

油 The oil passage portion 42 in the connection shaft extends in the connection shaft 31 in the axial direction. The oil passage portion 42 in the connection shaft is located on the motor shaft J2. The oil passage portion 42 in the connection shaft is constituted by a through-hole penetrating the connection shaft 31 in the axial direction. The oil passage portion 42 in the connection shaft is connected to the oil passage portion 41 in the motor shaft. That is, the other end in the axial direction of the oil passage portion 42 in the connection shaft is connected to the one end in the axial direction of the oil passage portion 41 in the motor shaft. In the example of the present embodiment, the inner diameter of the oil passage portion 42 in the connection shaft and the inner diameter of the oil passage portion 41 in the motor shaft are substantially the same.

The annular oil passage 43 is arranged between the outer peripheral surface of the other end in the axial direction of the connecting shaft 31 and the inner peripheral surface of the concave portion 22a. The annular oil passage portion 43 has an annular shape extending in the circumferential direction. The annular oil passage 43 is a cylindrical space centered on the motor shaft J2, and is provided in the recess 22a. The annular oil passage portion 43 is located on the other side in the axial direction from the portion where the end on the other side in the axial direction of the connecting shaft 31 and the recess 22a are fitted.

The first radial oil passage portion 44 is disposed at the other axial end of the connection shaft 31, extends in the radial direction, and opens to the connection shaft inner oil passage portion 42 and the annular oil passage portion 43. The first radial oil passage portion 44 extends radially inside the connection shaft 31 at the other end in the axial direction of the connection shaft 31, and is a through hole that opens to the inner peripheral surface and the outer peripheral surface of the connection shaft 31. It consists of. In the present embodiment, a plurality of first radial oil passage portions 44 are provided at intervals in the circumferential direction.

The second radial oil passage 45 is disposed at one axial end of the motor shaft 22, extends in the radial direction, and opens to the annular oil passage 43 and the outer peripheral surface of the motor shaft 22. The second radial oil passage portion 45 extends radially inside the motor shaft 22 at one axial end of the motor shaft 22, and is opened to the inner peripheral surface of the concave portion 22 a and the outer peripheral surface of the motor shaft 22. It is constituted by a through-hole. The radially outer end of the second radial oil passage portion 45 opens toward a space between the first wall portion 37a along the axial direction, the flange portion 35a, and the second bearing 16. In the present embodiment, a plurality of second radial oil passage portions 45 are provided at intervals in the circumferential direction.

The oil passage portion 46 in the carrier pin is provided inside the carrier pin 36 and opens to the axial end surface of the carrier pin 36 and the outer peripheral surface of the carrier pin 36. The oil passage portion 46 in the carrier pin has a pin axial oil passage portion 46a and a pin radial oil passage portion 46b.

The pin axial oil passage portion 46a extends inside the carrier pin 36 in the axial direction. The pin axial direction oil passage portion 46a is located on the rotation axis J3. The pin axial direction oil passage portion 46a is formed by a through-hole penetrating the carrier pin 36 in the axial direction. The pin axial direction oil passage portion 46a is opened on an end face facing the one side in the axial direction of the carrier pin 36 and an end face facing the other side in the axial direction.

The pin radial direction oil passage portion 46b extends inside the carrier pin 36 in a direction orthogonal to the rotation axis J3. The pin radial direction oil passage portion 46b opens to the outer peripheral surfaces of the pin axial direction oil passage portion 46a and the carrier pin 36. The pin radial direction oil passage portion 46b extends through the inside of the carrier pin 36 in a direction orthogonal to the rotation axis J3, and is formed by a through hole that opens on the inner peripheral surface and the outer peripheral surface of the carrier pin 36. More specifically, the pin radial oil passage portion 46b is disposed inside the carrier pin 36 in a direction radially outward of the rotation axis J3, that is, in a direction away from the motor shaft J2 along the radial direction of the rotation axis J3. That is, the pin radial oil passage portion 46b extends from a portion connected to the pin axial oil passage portion 46a in a direction away from the motor shaft J2 along the radial direction. In the present embodiment, the oil passage portion 46 in the carrier pin has a plurality of pin radial oil passage portions 46b arranged at intervals in the axial direction. The plurality of pin radial direction oil passage portions 46b open toward a plurality of bearings 39b provided on the outer peripheral portion of the carrier pin 36, respectively.

The connection oil passage portion 47 connects the portion of the carrier pin oil passage portion 46 that opens to the axial end surface of the carrier pin 36 and the second radial oil passage portion 45. The connection oil passage portion 47 connects the other end in the axial direction of the pin axial oil passage portion 46a to the radially outer end of the second radial oil passage portion 45. The connection oil passage portion 47 is disposed between the first wall portion 37a along the axial direction, the flange portion 35a, and the second bearing 16. The connection oil passage portion 47 is an annular space (room) centered on the motor shaft J2. That is, the connection oil passage portion 47 is constituted by an annular chamber provided between the first wall portion 37a along the axial direction, the flange portion 35a and the second bearing 16.

In the present embodiment, the oil O flowing through the oil passage 41 in the motor shaft receives the oil passage 42 in the connection shaft, the first radial oil passage 44, the annular oil passage 43, the second radial oil passage 45, and The fluid flows into the carrier pin oil passage 46 through the connection oil passage 47. The oil O flowing into the oil passage portion 46 in the carrier pin flows out to the outer peripheral surface of the carrier pin 36, and lubricates and cools the bearing 39b located between the carrier pin 36 and the planetary gear 33.

The third radial oil passage portion 48 is disposed at a portion located on the other axial side of the concave portion 22a of the motor shaft 22 and extends in the radial direction. That is, the third radial oil passage portion 48 is disposed in a portion of the motor shaft 22 that is located on the other side in the axial direction from the end portion on one side in the axial direction. The third radial oil passage portion 48 opens on the outer peripheral surfaces of the motor shaft inner oil passage portion 41 and the motor shaft 22. The third radial oil passage portion 48 extends in the motor shaft 22 in the radial direction, and is formed by a through hole that opens on the inner peripheral surface and the outer peripheral surface of the motor shaft 22. The third radial oil passage portion 48 is located between the second bearing 16 and the third bearing 14 that are arranged at intervals in the axial direction. The third radial oil passage portion 48 is disposed at an intermediate portion of the motor shaft 22 located between both ends in the axial direction. The radially outer end of the third radial oil passage portion 48 opens toward the inner peripheral surface of the cylindrical portion 23b of the rotor holder 23. Seen from the radial direction, the rotor holder 23, the rotor core 24, the rotor magnet 25, the stator core 27, and the third radial oil passage portion 48 are arranged so as to overlap with each other. In the present embodiment, a plurality of third radial oil passage portions 48 are provided at intervals in the circumferential direction.

４The fourth radial oil passage portion 49 is disposed in a portion of the connecting shaft 31 located on one side in the axial direction from the concave portion 22a, and extends in the radial direction. That is, the fourth radial oil passage portion 49 is disposed in a portion of the connecting shaft 31 that is located on one side in the axial direction from the end on the other axial side. The fourth radial oil passage portion 49 opens on the outer peripheral surface of the connection shaft inner oil passage portion 42 and the connection shaft 31. The fourth radial oil passage 49 extends through the inside of the connecting shaft 31 in the radial direction, and is formed by a through hole that opens on the inner peripheral surface and the outer peripheral surface of the connecting shaft 31. The fourth radial oil passage portion 49 is located between the first bearing 15 and the second bearing 16 which are arranged at intervals in the axial direction. The fourth radial oil passage portion 49 is disposed at an intermediate portion of the connection shaft 31 located between both ends in the axial direction. The radially outer end of the fourth radial oil passage 49 opens toward the planetary gear 33. The fourth radial oil passage portion 49 opens toward the outer peripheral portion of the meshing portion 33c of the second gear portion 33b. When viewed from the radial direction, the internal gear 34 and the planetary gear 33 and the fourth radial oil passage 49 are arranged so as to overlap with each other. In the present embodiment, a plurality of fourth radial oil passage portions 49 are provided at intervals in the circumferential direction.

In the present embodiment, with the above-described configuration, the oil O flowing inside the motor shaft 22 is supplied to the first motor 20A and the first transmission mechanism 30A. The oil O is dispersed in a wide range by flowing through the motor shaft 22, and is distributed to each member in the first housing 11A.

油 The oil storage unit 50 is arranged at a lower portion (bottom portion) of the first housing 11A. The oil storage unit 50 is located at a lower part in the first housing 11A. Oil O is stored in the oil storage unit 50. Oil storage unit 50 has a motor oil storage unit 50a, a gear oil storage unit 50b, and a circulating oil passage unit. The motor oil storage portion 50a is a portion of the oil storage portion 50 that is located on the other axial side of the partition wall portion 17. The motor oil storage unit 50a is disposed at a position overlapping the first motor 20A when viewed from the radial direction. The lower portion of the stator 26 is disposed in the motor oil storage section 50a. That is, the lower part of the stator 26 is immersed in the oil O of the motor oil storage part 50a.

The gear oil storage portion 50b is a portion of the oil storage portion 50 that is located on one axial side with respect to the partition wall portion 17. The gear oil storage unit 50b is disposed at a position overlapping the first transmission mechanism 30A when viewed from the radial direction. A rotation locus (not shown) of the planetary gear 33 around the motor axis J2 is arranged in the gear oil storage unit 50b. That is, the rotation locus of the planetary gear 33 around the motor axis J2 passes through the gear oil storage unit 50b. More specifically, of the first gear portion 33a and the second gear portion 33b of the planetary gear 33, at least the rotation locus of the first gear portion 33a around the motor axis J2 passes through the gear oil storage portion 50b.

に よ り As the planetary gear 33 passes through the oil storage unit 50, the oil O in the oil storage unit 50 is scraped up by the planetary gear 33. In the present embodiment, of the stepped pinion type planetary gear 33, the oil O is scraped up by at least the first gear portion 33a having a large diameter. Since the oil storage unit 50 is partitioned into the gear oil storage unit 50b and the motor oil storage unit 50a by the partition wall 17, the oil amount of the oil O in the gear oil storage unit 50b is stabilized. Specifically, the oil O flowing through the oil passage portion 41 in the motor shaft passes through the oil passage portion 42 in the connection shaft, flows out of the opening at one axial end of the connection shaft 31, and flows through the bearing 39a and the like. While lubricating, the oil is supplied to the gear oil storage unit 50b. The oil O flowing through the oil passage portion 42 in the connection shaft is supplied to the first radial oil passage portion 44, the annular oil passage portion 43, the second radial oil passage portion 45, the connection oil passage portion 47, and the internal gear 34. The oil is supplied to the gear oil storage unit 50b through a radial gap or the like between the motor oil and the connecting portion 37c. The oil O spouted radially outward from the fourth radial oil passage 49 is also supplied to the gear oil storage 50b while lubricating the planetary gears 33 and the like. The oil O supplied to the gear oil storage unit 50b is held by the gear oil storage unit 50b by the partition wall 17.

The distribution oil passage portion is a portion in the oil storage portion 50 that connects the gear oil storage portion 50b and the motor oil storage portion 50a. The circulation oil passage portion is constituted by an oil circulation hole 17a penetrating the partition wall portion 17 in the axial direction. The oil O accumulated in the gear oil storage unit 50b is also supplied to the motor oil storage unit 50a through the flow oil passage (oil flow hole 17a). The amount of oil O flowing through the oil flow hole 17a is controlled by appropriately adjusting the vertical position, size (cross-sectional area perpendicular to the axial direction), number, and the like of the oil flow hole 17a in the partition wall portion 17. it can.

矢 印 OF1 to OF5 shown by arrows in FIG. 4 simply represent the flow of the oil O in the first housing 11A. OF1 indicates a flow of the oil O sent from the first electric oil pump 61A to the first oil cooler 65A. OF2 indicates a flow of the oil O supplied from the first oil cooler 65A to the first motor 20A and the like. The flow OF2 cools, for example, the stator 26 and the like. OF3 indicates a flow of the oil O supplied from the first electric oil pump 61A to the first motor 20A, the first transmission mechanism 30A, and the like. The flow OF3 cools, for example, the rotor 21 and the stator 26, and lubricates the sun gear 32, the planetary gear 33, the internal gear 34, the bearings 14, 15, 16, 39a, 39b, and the like. OF4 indicates the flow of the oil O supplied by the oil scooping action by the revolution of the planetary gear 33 around the motor axis J2. The flow OF4 lubricates, for example, the sun gear 32, the planetary gear 33, the internal gear 34, the bearings 15, 16, 39a, 39b, and the like. OF5 indicates a flow of the oil O sucked from the oil storage unit 50 to the first electric oil pump 61A.

The first electric oil pump 61A sucks oil O from the oil storage unit 50 via a strainer (not shown). The first electric oil pump 61A sucks oil O from the motor oil storage unit 50a. The first electric oil pump 61A is an electric oil pump including a motor and the like. The first electric oil pump 61A is arranged above the first housing 11A. In the present embodiment, the first electric oil pump 61A is provided inside the first housing 11A. That is, the first electric oil pump 61A is of a built-in type, and the entire first electric oil pump 61A and the oil passage 40 are arranged in the first housing 11A.

The mechanical oil pump 62 sucks the oil O from the oil storage unit 50 via a strainer (not shown). The mechanical oil pump 62 sucks oil O from the motor oil storage unit 50a. The mechanical oil pump 62 is a mechanical oil pump having a structure such as a trochoid pump connected to the motor shaft 22. The mechanical oil pump 62 is disposed on the bottom wall 12b of the motor housing 12. The mechanical oil pump 62 is disposed coaxially with the motor shaft 22 on the other axial side of the motor shaft 22. In the present embodiment, the first electric oil pump 61A, which is an electric oil pump, is selectively used in accordance with the rotation state and temperature of the first motor 20A. For example, when the rotation speed of the first motor 20A is low and stable when the vehicle 100 is traveling, or when the temperature of the first motor 20A and the oil O is low, the first electric oil pump is used. The operation of 61A is stopped, and the oil O is supplied into the motor shaft 22 only by the mechanical oil pump 62. In the present embodiment, the mechanical oil pump 62 is used as a main pump, and the first electric oil pump 61A is selectively used as a sub-pump.

し な い Although not particularly shown, the oil O circulation structure of the second motor unit 1B includes the oil passage 40, a second electric oil pump 61B, and a mechanical oil pump 62. The circulation structure of the oil O of the second motor unit 1B is plane-symmetric with respect to the vertical structure VS of the circulation structure of the oil O of the first motor unit 1A, and therefore detailed description is omitted.

The first oil cooler 65A is connected to the refrigerant flow path 90. The first oil cooler 65A is connected to a first connection flow channel 90c and a first outflow flow channel 90e of the refrigerant flow channel 90 which will be described later. The first oil cooler 65A has a flow path (not shown) in which a refrigerant R such as a cooling liquid flows inside. The flow path in the first oil cooler 65A is connected to the first connection flow path 90c and the first outflow flow path 90e. A part of the oil passage 40 of the first motor unit 1A is arranged in the first oil cooler 65A. The oil O is cooled by performing heat exchange between the refrigerant R flowing through the flow passage of the first oil cooler 65A and the oil O flowing through a part of the oil passage 40 of the first motor unit 1A. . That is, the first oil cooler 65A cools the oil O. The cooled oil O cools the first motor 20A, the first transmission mechanism 30A, and the like. Further, the first oil cooler 65A has a plurality of fin portions exposed to the outside of the first oil cooler 65A. The oil O is also cooled by performing heat exchange between the outside air and the oil O via the plurality of fin portions.

The first oil cooler 65A is provided in the first housing 11A. The first oil cooler 65A cools the oil O circulating inside the first housing 11A. The first oil cooler 65A is disposed at an upper portion of the first housing 11A on the side opposite to the vertical road surface. That is, the first oil cooler 65A is disposed above the first housing 11A. Note that the road surface is an upper surface of a road or the like on which the vehicle 100 runs or stops, that is, an upper surface of a road or the like on which the vehicle 100 is located. The first oil cooler 65A is arranged vertically above the first motor 20A. According to the present embodiment, the oil O cooled by the refrigerant R in the first oil cooler 65A is easily supplied to the first motor 20A by dropping or the like.

The first oil cooler 65A is aligned with the first electric oil pump 61A in the front-rear direction of the vehicle 100. In the twin motor type in which the two motor units 1A and 1B are installed in the subframe as in the present embodiment, the members of the first motor unit 1A in the front-back direction and the vehicle width direction (axial direction) of the vehicle 100 are used. It is difficult to secure placement space. Specifically, the first motor unit 1A is sandwiched between the subframes in the front-rear direction of the vehicle 100, so that a space for installing members cannot be secured in a region adjacent to the first motor unit 1A in the front-rear direction. Further, in the vehicle width direction of the first motor unit 1A, the second motor unit 1B, the rear left axle, a part of the subframe, and the like are arranged. A space for installing members cannot be secured in the adjacent areas. Therefore, as in the present embodiment, if the first electric oil pump 61A and the first oil cooler 65A are arranged above the first housing 11A, and these members are arranged in the front-rear direction of the vehicle 100, It is easy to easily secure a space for disposing the first electric oil pump 61A and the first oil cooler 65A. Further, since the first electric oil pump 61A and the inverter case 4 are arranged close to each other, wiring for electrically connecting the first electric oil pump 61A and the inverter 3 housed in the inverter case 4 is provided. Can be shortened, and wiring connection work is easy. In the example of the present embodiment, the first electric oil pump 61A is disposed between the first oil cooler 65A and the inverter case 4 in the front-rear direction of the vehicle 100. The vertical position of the first oil cooler 65A, the vertical position of the first electric oil pump 61A, and the vertical position of the inverter case 4 are substantially the same.

The second oil cooler 65B is connected to the refrigerant channel 90. Second oil cooler 65 </ b> B # is connected to a second connection flow channel 90 d and a second outflow flow channel 90 f of refrigerant flow channel 90 described below. The second oil cooler 65B has a flow path (not shown) through which a refrigerant R such as a cooling liquid flows. The flow path in the second oil cooler 65B is connected to the second connection flow path 90d and the second outflow flow path 90f. A part of the oil passage 40 of the second motor unit 1B is arranged in the second oil cooler 65B. The heat exchange between the refrigerant R flowing through the flow path of the second oil cooler 65B and the oil O flowing through a part of the oil passage 40 of the second motor unit 1B cools the oil O. . That is, the second oil cooler 65B cools the oil O. The cooled oil O cools the second motor 20B, the second transmission mechanism 30B, and the like. The second oil cooler 65B has a plurality of fins exposed to the outside of the second oil cooler 65B. The oil O is also cooled by performing heat exchange between the outside air and the oil O via the plurality of fin portions.

２The second oil cooler 65B is provided in the second housing 11B. The second oil cooler 65B cools the oil O circulating inside the second housing 11B. The second oil cooler 65B is arranged in an upper part of the second housing 11B on the side opposite to the vertical road surface. That is, the second oil cooler 65B is disposed above the second housing 11B. The second oil cooler 65B is arranged vertically above the second motor 20B. According to the present embodiment, the oil O cooled by the refrigerant R in the second oil cooler 65B is easily supplied to the second motor 20B by dropping or the like.

The second oil cooler 65B is arranged in the front-rear direction of the vehicle 100 with the second electric oil pump 61B. In the twin motor type in which the two motor units 1A and 1B are installed in the subframe as in the present embodiment, the members of the second motor unit 1B in the front-rear direction and the vehicle width direction (axial direction) of the vehicle 100 are used. It is difficult to secure placement space. Specifically, since the second motor unit 1B is sandwiched between the subframes in the front-back direction of the vehicle 100, a space for installing members cannot be secured in a region adjacent to the second motor unit 1B in the front-back direction. Further, in the vehicle width direction of the second motor unit 1B, the first motor unit 1A, the rear right axle, a part of the subframe, and the like are arranged. A space for installing members cannot be secured in the adjacent regions. Therefore, as in the present embodiment, if the second electric oil pump 61B and the second oil cooler 65B are arranged on the upper part of the second housing 11B, and these members are arranged in the front-rear direction of the vehicle 100, It is easy to easily secure a space for disposing the second electric oil pump 61B and the second oil cooler 65B. Further, since the second electric oil pump 61B and the inverter case 4 are arranged close to each other, wiring for electrically connecting the second electric oil pump 61B and the inverter 3 housed in the inverter case 4 is provided. Can be shortened, and wiring connection work is easy. In the example of the present embodiment, the second electric oil pump 61B is disposed between the second oil cooler 65B and the inverter case 4 in the front-rear direction of the vehicle 100. The vertical position of the second oil cooler 65B, the vertical position of the second electric oil pump 61B, and the vertical position of the inverter case 4 are substantially the same.

The rotation sensor 80 of the first motor unit 1A will be described. The rotation sensor 80 is provided at an axial end of the first motor 20A. In the present embodiment, the rotation sensor 80 is disposed at the other axial end of the first motor 20A. As viewed from the radial direction, the rotation sensor 80 and the third bearing 14 are arranged so as to overlap with each other. The rotation sensor 80 detects rotation of the first motor 20A. In the present embodiment, the rotation sensor 80 is a resolver. The rotation sensor 80 has a resolver rotor 80a and a resolver stator 80b. The resolver rotor 80a is fixed to the rotor 21. In the present embodiment, the resolver rotor 80a is fixed to the sensor support 23c of the rotor holder 23. The resolver stator 80b is fixed to the first housing 11A. In the present embodiment, the resolver stator 80b is fixed to the bottom wall 12b of the motor housing 12. The rotation sensor 80 is electrically connected to a control board (not shown) housed in the inverter case 4. Although not particularly shown, the structure of the rotation sensor 80 of the second motor unit 1B is plane-symmetric with respect to the vertical plane VS with the structure of the rotation sensor 80 of the first motor unit 1A, and therefore detailed description is omitted.

The temperature sensor (not shown) of the first motor unit 1A will be described. The temperature sensor is provided on first motor 20A. The temperature sensor detects, for example, the temperature of the stator 26. That is, the temperature sensor detects the temperature of the first motor 20A. The temperature sensor is electrically connected to the control board. Note that the temperature sensor may be arranged in a part of the oil passage 40 of the first motor unit 1A. In this case, the temperature sensor is disposed, for example, in the oil storage unit 50 and detects the temperature of the oil O. Although not particularly shown, the structure of the temperature sensor of the second motor unit 1B is plane-symmetric with respect to the vertical plane VS with the structure of the temperature sensor of the first motor unit 1A, and thus detailed description is omitted.

(4) The inverter 3 is electrically connected to the plurality of motor units 1A and 1B. Inverter 3 is electrically connected to first motor 20A, second motor 20B, first electric oil pump 61A, and second electric oil pump 61B. That is, inverter 3 is electrically connected to first motor 20A and second motor 20B. The inverter 3 has a plurality of switching elements 3a, a power board (not shown), and a capacitor (not shown). The switching element 3a is, for example, an insulated gate bipolar transistor (IGBT: Insulated Gate Bipolar Transistor). The capacitor and the switching element 3a are connected to a power board. Inverter 3 is connected to an external power supply (not shown). The external power supply is, for example, a secondary battery mounted on the vehicle 100. The inverter 3 converts a DC current supplied from an external power supply into an AC current, and supplies the AC current to the first motor 20A, the second motor 20B, the first electric oil pump 61A, and the second electric oil pump 61B. I do. When different inverters are mounted on the first electric oil pump 61A and the second electric oil pump 61B, the inverter 3 supplies an alternating current to the first motor 20A and the second motor 20B. I do.

(5) As shown in FIG. 5, a plurality of switching elements 3a are provided in the inverter case 4. The number of switching elements 3a is, for example, a multiple of the number of motor units 1A and 1B (two in this embodiment).

The inverter 3 is capable of adjusting the power supplied to the stator 26 of the first motor 20A. The inverter 3 is capable of adjusting the power supplied to the stator 26 of the second motor 20B. The inverter 3 is controlled by an electronic control unit (not shown). For example, when the load of the first motor 20A is higher than a predetermined value at the time of starting the motor, when the vehicle 100 is running, and the like, when the temperature of the first motor 20A is higher than a predetermined value, When the temperature of the oil O of 1A is higher than a predetermined value or the like, the inverter 3 operates the first electric oil pump 61A. For example, when the load of the first motor 20A is smaller than or equal to a predetermined value, such as when the vehicle 100 is running, when the temperature of the first motor 20A is lower than or equal to a predetermined value, and when the oil O of the first motor unit 1A is reduced. When the temperature is lower than the predetermined value, the inverter 3 stops the operation of the first electric oil pump 61A. Further, for example, when the load of the second motor 20B is larger than a predetermined value at the time of starting the motor, at the time of running the vehicle 100, and the like, when the temperature of the second motor 20B is higher than a predetermined value, and When the temperature of the oil O of the motor unit 1B is higher than a predetermined value or the like, the inverter 3 operates the second electric oil pump 61B. For example, when the load of the second motor 20B is smaller than or equal to a predetermined value, such as when the vehicle 100 is traveling, when the temperature of the second motor 20B is lower than or equal to a predetermined value, and when the oil O of the second motor unit 1B is reduced. When the temperature is lower than the predetermined value, the inverter 3 stops the operation of the second electric oil pump 61B.

The inverter case 4 houses the inverter 3. That is, the inverter 3 is arranged inside the inverter case 4. The inverter case 4 has a container shape that can accommodate the inverter 3. In the example of the present embodiment, the outer shape of the inverter case 4 is a rectangular parallelepiped (see FIG. 2). The length of the inverter case 4 in the vehicle width direction is larger than the length of the inverter case 4 in the front-rear direction and the length in the up-down direction. The length of the inverter case 4 in the front-rear direction is larger than the length of the inverter case 4 in the up-down direction.

The inverter case 4 has a case main body 4a and a case lid 4b. The case main body 4a is a bottomed square cylindrical shape. The inverter 3 is arranged on the case main body 4a. The case body 4a has a plate-shaped bottom wall 4c and a rectangular cylindrical peripheral wall. In the present embodiment, the bottom wall 4c is in the shape of a rectangular plate, and a pair of plate surfaces of the bottom wall 4c face in the vertical direction. Specifically, the bottom wall 4c has a rectangular plate shape, and the length of the bottom wall 4c in the vehicle width direction is larger than the length of the bottom wall 4c in the front-rear direction. On the bottom wall 4c, an inverter cooling unit 90a of the refrigerant flow path 90 described later is arranged. The case cover 4b has a rectangular plate shape, and a pair of plate surfaces face up and down. The case lid 4b closes an upper opening of the case body 4a.

The inverter case 4 is supported by a sub-frame (not shown) of the vehicle 100. The inverter case 4 is disposed above the sub-frame in consideration of, for example, intrusion of water from a road surface. The vertical position of the inverter case 4 is substantially the same as the vertical position of the upper part (upper end) of the first housing 11A and the vertical position of the upper part of the second housing 11B. The inverter case 4 is disposed vertically above the first motor 20A and the second motor 20B.

(4) The refrigerant R that cools the first oil cooler 65A, the second oil cooler 65B, and the inverter 3 flows through the refrigerant passage 90. The refrigerant R is, for example, a cooling liquid such as a radiator liquid. In the present embodiment, the coolant R flowing through the coolant channel 90 cools the plurality of oil coolers 65A and 65B, the plurality of switching elements 3a, and the like. That is, the refrigerant R flowing through the refrigerant flow path 90 cools at least a part of the inverter 3, and in this embodiment, cools at least the switching element 3a.

The coolant channel 90 includes an inverter cooling unit 90a, a supply channel 90b, a first connection channel 90c, a second connection channel 90d, a first outflow channel 90e, and a second outflow channel. It has a passage 90f and a discharge passage 90g. The supply channel 90b, the first connection channel 90c, the second connection channel 90d, the first outflow channel 90e, the second outflow channel 90f, and the discharge channel 90g are, for example, pipes such as pipes and tubes. It is composed of members and the like. In the following description, the downstream side of the flow of the refrigerant R may be simply referred to as the downstream side, and the upstream side of the flow of the refrigerant R may be simply referred to as the upstream side.

(4) The inverter cooling unit 90a is disposed in the inverter case 4 and cools the inverter 3. The inverter cooling unit 90a is a storage room (storage space) for the refrigerant R provided inside the bottom wall 4c. That is, the refrigerant R is stored in the inverter cooling unit 90a. The refrigerant R flowing into the inverter cooling unit 90a from the upstream side of the inverter cooling unit 90a is temporarily held in the inverter cooling unit 90a, and flows out of the inverter cooling unit 90a toward the downstream side of the inverter cooling unit 90a.

In the present embodiment, when viewed from above and below (that is, in a plan view), the inverter cooling unit 90a has a square shape. Specifically, the inverter cooling unit 90a has a rectangular shape in plan view, and the length of the inverter cooling unit 90a in the vehicle width direction is larger than the length in the front-rear direction. Although not particularly shown, the inner wall of the chamber of the inverter cooling unit 90a is configured by a concave portion that is depressed downward from the upper surface of the bottom wall 4c, and a closing portion that closes an upper opening of the concave portion. The inverter cooling unit 90a is disposed so as to overlap with the plurality of switching elements 3a when viewed from above and below. Inverter cooling unit 90a faces the lower surface of switching element 3a. The upper surface of the closing portion contacts the lower surface of the switching element 3a. The switching element 3a, that is, the inverter 3 is cooled by performing heat exchange between the refrigerant R of the inverter cooling unit 90a and the switching element 3a through the closing part. Note that a part of the closing portion may be constituted by the lower surface of the switching element 3a. In this case, a part of the inner wall of the inverter cooling unit 90a is constituted by the lower surface of the switching element 3a. Then, heat is directly exchanged between the refrigerant R of the inverter cooling unit 90a and the switching element 3a, so that the inverter 3 is cooled. In the present embodiment, one inverter cooling unit 90a is provided in the inverter case 4, and cools the plurality of switching elements 3a. According to the present embodiment, it is possible to cool the inverter 3 while simplifying the structures of the inverter case 4 and the coolant channel 90.

(4) The supply channel 90b sends the refrigerant R to the inverter cooling unit 90a. The supply flow path 90b is a flow path portion of the refrigerant flow path 90 located upstream of the inverter cooling unit 90a. The supply channel 90b supplies the refrigerant R to the inverter cooling unit 90a located on the downstream side of the supply channel 90b. In the present embodiment, the supply passage 90b is directly connected to the inverter cooling unit 90a. One supply channel 90 b is provided in the refrigerant channel 90.

The first connection flow path 90c connects the inverter cooling unit 90a and the first oil cooler 65A. The first connection flow channel 90c sends the refrigerant R from the inverter cooling unit 90a to the first oil cooler 65A. The first connection flow channel 90c is a flow channel portion located on the downstream side of the inverter cooling unit 90a in the refrigerant flow channel 90 and a flow channel portion located on the upstream side of the first oil cooler 65A. . The first connection channel 90c supplies the refrigerant R to a first oil cooler 65A located downstream of the first connection channel 90c. In the example shown in FIG. 2, the first connection flow path 90c extends in the front-rear direction, and connects the inverter cooling unit 90a of the inverter case 4 and the first oil cooler 65A. In the present embodiment, one first connection channel 90c is provided in the refrigerant channel 90. A plurality of first connection passages 90c may be provided between the inverter cooling unit 90a and the first oil cooler 65A.

９０The second connection flow path 90d connects the inverter cooling unit 90a and the second oil cooler 65B. The second connection flow channel 90d sends the refrigerant R from the inverter cooling unit 90a to the second oil cooler 65B. The second connection flow path 90d is a flow path part of the refrigerant flow path 90 located downstream of the inverter cooling unit 90a and a flow path part located upstream of the second oil cooler 65B. . The second connection flow channel 90d supplies the refrigerant R to the second oil cooler 65B located downstream of the second connection flow channel 90d. In the example shown in FIG. 2, the second connection flow path 90d extends in the front-rear direction, and connects the inverter cooling unit 90a of the inverter case 4 to the second oil cooler 65B. In the present embodiment, one second connection channel 90 d is provided in the refrigerant channel 90. A plurality of second connection passages 90d may be provided between the inverter cooling unit 90a and the second oil cooler 65B. It is preferable that the number of the first connection channels 90c and the number of the second connection channels 90d are the same.

According to the present embodiment, the refrigerant R that has flowed into the inverter cooling unit 90a from one supply channel 90b is sent from the inverter cooling unit 90a to the first oil cooler 65A through the first connection channel 90c, The air is sent from the inverter cooling unit 90a to the second oil cooler 65B through the second connection flow path 90d. On the upstream side of the inverter case 4, the refrigerant flow path 90 is integrated into one supply flow path 90 b, so that the piping for supplying the refrigerant R to the inverter case 4 can be simplified. For this reason, the piping mounted on the vehicle 100 is easily laid out, and the piping is easily connected to another member such as the refrigerant pump 95. On the downstream side of the inverter case 4, the refrigerant flow path 90 is branched into a first connection flow path 90c and a second connection flow path 90d, and the first connection flow path 90c is connected to the first oil cooler 65A. The second connection flow path 90d is connected to the second oil cooler 65B (that is, connected in parallel). Therefore, the first oil cooler 65A and the second oil cooler 65B can be cooled evenly. Since the first oil cooler 65A and the second oil cooler 65B are uniformly cooled, the oil O in each of the housings 11A and 11B cooled by each of the oil coolers 65A and 65B is also uniformly cooled. As a result, the motors 20A, 20B housed in the housings 11A, 11B are also cooled and lubricated evenly, so that variations in performance among the plurality of motors 20A, 20B are suppressed.

Although not particularly shown, unlike the present embodiment, for example, the refrigerant flow path 90 includes a flow path portion connecting the inverter cooling section 90a and the first oil cooler 65A, and a first oil cooler 65A and a second oil cooler 65A. In the case of a configuration having a flow path portion connecting to the cooler 65B (that is, a series connection), the refrigerant R after cooling the first oil cooler 65A is sent to the second oil cooler 65B. In this case, the two oil coolers 65A and 65B cannot be cooled evenly, and the cooling function of the second oil cooler 65B is lower than the cooling function (performance) of the first oil cooler 65A. The oil O in each of the housings 11A and 11B cooled by the coolers 65A and 65B is not evenly cooled. As a result, the motors 20A and 20B accommodated in the housings 11A and 11B are not evenly cooled and lubricated, and the performance varies among the plurality of motors 20A and 20B.

In particular, a first transmission mechanism 30A and the like other than the first motor 20A are housed in the first housing 11A, and a path (a component of the oil path 40) through which the oil O flows in the first housing 11A. When a plurality of paths are provided, a second transmission mechanism 30B and the like other than the second motor 20B are housed in the second housing 11B, and a plurality of paths through which oil O flows are provided in the second housing 11B. There is a tendency that it is more difficult to cool the oil O in each of the housings 11A and 11B equally and stably. According to the present embodiment, even in the case of having such a configuration, the oil O in each of the housings 11A and 11B can be uniformly and stably cooled.

Further, in the present embodiment, the first oil cooler 65A, the second oil cooler 65B, and the inverter case 4 are arranged above the first motor 20A and the second motor 20B, so that the first oil cooler 65A and the second oil cooler 65B and the inverter case 4 can be easily connected by a piping member or the like. That is, workability when connecting the inverter cooling unit 90a of the inverter case 4 and the first oil cooler 65A by the first connection flow path 90c is good. In addition, the length of the first connection channel 90c can be kept short, and the piping member and the like of the first connection channel 90c can be simplified. The refrigerant R passing through the first connection flow channel 90c can be prevented from exchanging heat with the outside air and increasing in temperature. The workability when connecting the inverter cooling unit 90a of the inverter case 4 and the second oil cooler 65B by the second connection flow path 90d is good. Further, the length of the second connection flow channel 90d can be suppressed to be short, and the piping member and the like of the second connection flow channel 90d can be simplified. It is possible to suppress a rise in temperature of the refrigerant R passing through the second connection flow path 90d due to heat exchange with the outside air.

The first outflow channel 90e is a channel portion of the refrigerant channel 90 that is located downstream of the first oil cooler 65A. The first outflow passage 90e is arranged between the first oil cooler 65A and the discharge passage 90g, and connects them. The first outflow channel 90e is connected to the first oil cooler 65A. The refrigerant R flowing out of the first oil cooler 65A flows through the first outflow channel 90e. The first outflow channel 90e is connected to the discharge channel 90g. The refrigerant R flowing through the first outflow channel 90e is sent to the discharge channel 90g. That is, the first outflow channel 90e receives the refrigerant R from the first oil cooler 65A located on the upstream side of the first outflow channel 90e and flows the refrigerant R toward the downstream discharge channel 90g. In the present embodiment, one first outflow channel 90 e is provided in the refrigerant channel 90. A plurality of first outflow passages 90e may be provided between the first oil cooler 65A and the discharge passage 90g.

In the example shown in FIG. 2, the first outflow channel 90e has a portion extending rearward from the first oil cooler 65A. However, the invention is not limited thereto, and the first outflow channel 90e may have a portion extending forward from the first oil cooler 65A as in the example shown in FIG. Further, as in the example shown in FIGS. 3 and 4, the first outflow channel 90e may have a portion extending from the first oil cooler 65A in the vehicle width direction. Although not particularly shown, the first outflow channel 90e may have a portion extending upward from the first oil cooler 65A.

{Circle around (2)} The second outflow channel 90f is a channel portion of the refrigerant channel 90 located downstream of the second oil cooler 65B. The second outflow passage 90f is arranged between the second oil cooler 65B and the discharge passage 90g, and connects them. The second outflow channel 90f is connected to the second oil cooler 65B. The refrigerant R flowing out of the second oil cooler 65B flows through the second outflow channel 90f. The second outflow channel 90f is connected to the discharge channel 90g. The refrigerant R flowing through the second outflow channel 90f is sent to the discharge channel 90g. That is, the second outflow channel 90f receives the refrigerant R from the second oil cooler 65B located on the upstream side of the second outflow channel 90f, and flows the refrigerant R toward the downstream discharge channel 90g. In the present embodiment, one second outflow channel 90 f is provided in the refrigerant channel 90. A plurality of second outflow passages 90f may be provided between the second oil cooler 65B and the discharge passage 90g.

In the example shown in FIG. 2, the second outflow channel 90f has a portion extending rearward from the second oil cooler 65B. However, the invention is not limited thereto, and the second outflow channel 90f may have a portion extending forward from the second oil cooler 65B, as in the example shown in FIG. The second outflow channel 90f may have a portion extending from the second oil cooler 65B in the vehicle width direction. The second outflow channel 90f may have a portion extending upward from the second oil cooler 65B.

The discharge channel 90g is a channel portion of the refrigerant channel 90 located downstream of the first outflow channel 90e and the second outflow channel 90f. One discharge channel 90 g is provided in the refrigerant channel 90. One discharge channel 90g is connected to first outflow channel 90e and second outflow channel 90f. That is, the first outflow channel 90e and the second outflow channel 90f are integrated into one discharge channel 90g on the downstream side. The discharge channel 90g combines the refrigerant R flowing through the first outflow channel 90e and the refrigerant R flowing through the second outflow channel 90f, and sends it to the radiator 96.

According to the present embodiment, the refrigerant R after cooling the first oil cooler 65A flows into the discharge passage 90g through the first outflow passage 90e connected to the first oil cooler 65A. . In addition, the refrigerant R after cooling the second oil cooler 65B flows into the discharge passage 90g through the second outflow passage 90f connected to the second oil cooler 65B. On the downstream side of the first oil cooler 65A and the second oil cooler 65B, the refrigerant flow path 90 is integrated into one discharge flow path 90g, so that piping for returning the refrigerant R to the radiator 96 or the like can be simplified. Therefore, it is easy to lay out the piping mounted on the vehicle 100, and it is easy to connect the piping to another member such as the radiator 96.

The refrigerant pump 95 circulates the refrigerant R through the refrigerant flow path 90. The refrigerant pump 95 is connected to a part of the refrigerant channel 90. The refrigerant pump 95 is, for example, a water pump or the like. In the example of the present embodiment, the refrigerant pump 95 is arranged on a front portion of the vehicle 100. The refrigerant pump 95 is connected to the supply channel 90b. The refrigerant pump 95 is located on the upstream side of the supply channel 90b. The refrigerant pump 95 supplies the refrigerant R to the supply channel 90b located downstream of the refrigerant pump 95.

The radiator 96 cools the refrigerant R in the refrigerant passage 90. The radiator 96 is connected to a part of the coolant channel 90. In the present embodiment, the radiator 96 is arranged on a front portion of the vehicle 100. The radiator 96 is connected to the discharge channel 90g. The radiator 96 is located on the downstream side of the discharge passage 90 g and on the upstream side of the refrigerant pump 95. The radiator 96 supplies the refrigerant R to a refrigerant pump 95 located downstream of the radiator 96. In other words, the refrigerant R cooled by the radiator 96 is sucked by the refrigerant pump 95 and discharged to the supply channel 90b.

Note that the present invention is not limited to the above-described embodiment, and for example, as described below, a configuration change or the like can be made without departing from the spirit of the present invention.

In the above-described embodiment, the drive device 10 is the rear drive device of the vehicle 100, but is not limited thereto. The drive device 10 may be a front drive device of the vehicle 100.

In the above-described embodiment, an example is described in which one inverter cooling unit 90a is provided in the inverter case 4 to cool the plurality of switching elements 3a, but the invention is not limited thereto. As in the modification shown in FIG. 6, a plurality of inverter cooling units 90a may be provided in the inverter case 4. The plurality of inverter cooling units 90a respectively cool the plurality of switching elements 3a. In this modified example, the number of switching elements 3a and the number of inverter cooling units 90a are the same. That is, one inverter cooling unit 90a cools one switching element 3a. Note that one inverter cooling unit 90a may cool the plurality of switching elements 3a. When viewed from above and below, each inverter cooling unit 90a is arranged so as to overlap with each switching element 3a. The inverter cooling unit 90a cools the switching element 3a vertically opposed to the inverter cooling unit 90a. In addition, the refrigerant channel 90 has a plurality of branch channels 90h that connect the supply channel 90b and the plurality of inverter cooling units 90a. That is, a plurality of branch channels 90 h are provided in the refrigerant channel 90. The branch flow path 90h is arranged between the supply flow path 90b and the inverter cooling unit 90a and connects them. In the illustrated example, one branch flow channel 90h is provided between the supply flow channel 90b and one inverter cooling unit 90a. In this modification, the number of the inverter cooling units 90a is two, and the number of the branch passages 90h is also two. One inverter cooling section 90a and one branch flow path 90h are connected one-to-one. Note that a plurality of branch passages 90h may be provided between the supply passage 90b and one inverter cooling unit 90a. In the illustrated example, the branch flow path 90h is provided inside the bottom wall 4c of the inverter case 4. According to this modification, the shape of each inverter cooling unit 90a can be matched with the shape of each switching element 3a when viewed from above and below. This suppresses the inverter cooling unit 90a from cooling the part of the inverter case 4 other than the switching element 3a, that is, the part other than the inverter 3 uselessly, and improves the cooling efficiency of the inverter 3.

外形 The outer shape of the inverter case 4 is not limited to the rectangular parallelepiped described in the above embodiment. The outer shape of the inverter case 4 may be, for example, a polygonal column shape other than a rectangular parallelepiped shape. When viewed from above and below, the shape of the inverter cooling unit 90a is not limited to the square shape described in the above embodiment. The shape of the inverter cooling unit 90a may be, for example, a polygonal shape other than a square shape.

In the above-described embodiment, an example has been given in which the first transmission mechanism 30A and the second transmission mechanism 30B are planetary gear mechanisms, but the invention is not limited thereto. The first transmission mechanism 30A and the second transmission mechanism 30B may be reduction mechanisms other than the planetary gear mechanism. Further, the circulation paths of the oil O provided in the first housing 11A and the second housing 11B are not limited to the configuration of the oil path 40 described above.

In the above-described embodiment, the first motor unit 1A of the driving device 10 includes one first motor 20A and one first transmission mechanism 30A, and the second motor unit 1B includes one Although the example provided with the second motor 20B and one second transmission mechanism 30B has been described, the present invention is not limited to this. The first motor unit 1A may include one first motor 20A and two first transmission mechanisms 30A. In this case, the first transmission mechanisms 30A are respectively connected to both axial ends of the motor shaft 22 of the first motor 20A. Then, first motor 20A drives two first wheels (left and right wheels in the vehicle width direction) via two first transmission mechanisms 30A. Further, the second motor unit 1B may include one second motor 20B and two second transmission mechanisms 30B. In this case, the second transmission mechanism 30B is connected to both axial ends of the motor shaft 22 of the second motor 20B. The second motor 20B drives two second wheels (the left and right wheels in the vehicle width direction) via the two second transmission mechanisms 30B. In this case, for example, the motor shaft J2 of the first motor 20A of the first motor unit 1A and the motor shaft J2 of the second motor 20B of the second motor unit 1B are spaced from each other in the longitudinal direction of the vehicle 100, for example. Are placed with a gap.

In the above-described embodiment, the example in which the driving device 10 is mounted on the electric vehicle (EV) is described, but the invention is not limited to this. The drive device 10 may be mounted on, for example, a plug-in hybrid vehicle (PHEV) or a hybrid vehicle (HEV).

In addition, the components (components) described in the above-described embodiments, modifications, and the like may be combined without departing from the spirit of the present invention. Changes are possible. The present invention is not limited by the above-described embodiments, but is limited only by the scope of the claims.

DESCRIPTION OF SYMBOLS 3 ... Inverter, 3a ... Switching element, 4 ... Inverter case, 10 ... Drive device, 11A ... 1st housing, 11B ... 2nd housing, 20A ... 1st motor, 20B ... 2nd motor, 65A ... No. 1 oil cooler, 65B second oil cooler, 90 refrigerant channel, 90a inverter cooling section, 90b supply channel, 90c first connection channel, 90d second connection channel, 90e ... first outflow channel, 90f ... second outflow channel, 90g ... discharge channel, 90h ... branch channel, 95 ... refrigerant pump, 96 ... radiator, 100 ... vehicle, 102A ... first wheel, 102B ... second wheel, J1 ... center axis, J2 ... motor axis, O ... oil, R ... refrigerant, VS ... vertical surface

Claims (7)

1. A first motor that drives a first wheel among a plurality of wheels provided in the vehicle;
   A first housing that houses the first motor;
   A first oil cooler provided in the first housing to cool oil circulating inside the first housing;
   A second motor that drives a second wheel of the plurality of wheels;
   A second housing that houses the second motor;
   A second oil cooler provided in the second housing, for cooling oil circulating inside the second housing;
   An inverter electrically connected to the first motor and the second motor;
   An inverter case accommodating the inverter;
   A refrigerant flow passage through which a refrigerant for cooling the first oil cooler, the second oil cooler, and the inverter flows,
   The refrigerant flow path,
   An inverter cooling unit disposed on the inverter case and cooling the inverter;
   One supply flow path for sending a refrigerant to the inverter cooling unit;
   A first connection flow path that connects the inverter cooling unit and the first oil cooler, and that sends a refrigerant from the inverter cooling unit to the first oil cooler;
   And a second connection flow path that connects the inverter cooling unit and the second oil cooler and sends a refrigerant from the inverter cooling unit to the second oil cooler.
2. The drive device according to claim 1,
   A refrigerant pump for circulating a refrigerant in the refrigerant channel,
   A radiator for cooling the refrigerant in the refrigerant flow path.
3. The drive device according to claim 2, wherein
   The refrigerant flow path,
   A first outflow channel connected to the first oil cooler, through which a refrigerant flowing out of the first oil cooler flows;
   A second outflow channel connected to the second oil cooler and through which a refrigerant flowing out of the second oil cooler flows;
   The refrigerant connected to the first outflow channel and the second outflow channel, and the refrigerant flowing in the first outflow channel and the refrigerant flowing in the second outflow channel are combined and sent to the radiator 1 A drive device having two discharge channels.
4. The drive device according to any one of claims 1 to 3, wherein
   The inverter has a plurality of switching elements,
   The drive device, wherein one inverter cooling unit is provided in the inverter case and cools a plurality of the switching elements.
5. The drive device according to any one of claims 1 to 3, wherein
   The inverter has a plurality of switching elements,
   A plurality of the inverter cooling units are provided in the inverter case,
   The plurality of inverter cooling units respectively cool the plurality of switching elements,
   The drive device, wherein the refrigerant flow path has a plurality of branch flow paths connecting the supply flow path and the plurality of inverter cooling units.
6. The driving device according to any one of claims 1 to 5, wherein
   A motor shaft of the first motor and a motor shaft of the second motor extend in a vehicle width direction of the vehicle,
   A drive device wherein the first motor and the second motor are arranged symmetrically with respect to each other about a vertical plane including a center axis of the vehicle in the vehicle width direction and perpendicular to the vehicle width direction.
7. The driving device according to any one of claims 1 to 6, wherein
   A driving device, wherein the first oil cooler, the second oil cooler, and the inverter case are arranged vertically above the first motor and the second motor.

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