WO2023053588A1 - 電動パワーユニット - Google Patents

電動パワーユニット Download PDF

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Publication number
WO2023053588A1
WO2023053588A1 PCT/JP2022/023536 JP2022023536W WO2023053588A1 WO 2023053588 A1 WO2023053588 A1 WO 2023053588A1 JP 2022023536 W JP2022023536 W JP 2022023536W WO 2023053588 A1 WO2023053588 A1 WO 2023053588A1
Authority
WO
WIPO (PCT)
Prior art keywords
rib
region
power unit
ribs
inverter
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2022/023536
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
浩毅 赤石
和志 山本
大介 小笠原
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nidec Corp
Original Assignee
Nidec Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nidec Corp filed Critical Nidec Corp
Priority to JP2023551069A priority Critical patent/JPWO2023053588A1/ja
Priority to DE112022004684.8T priority patent/DE112022004684T5/de
Priority to US18/696,860 priority patent/US20240405645A1/en
Priority to CN202280065788.7A priority patent/CN118044104A/zh
Publication of WO2023053588A1 publication Critical patent/WO2023053588A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
    • H02K11/30—Structural association with control circuits or drive circuits
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
    • H02K11/30—Structural association with control circuits or drive circuits
    • H02K11/33—Drive circuits, e.g. power electronics
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K5/00—Casings; Enclosures; Supports
    • H02K5/04—Casings or enclosures characterised by the shape, form or construction thereof
    • H02K5/10—Casings or enclosures characterised by the shape, form or construction thereof with arrangements for protection from ingress, e.g. water or fingers
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K9/00—Arrangements for cooling or ventilating
    • H02K9/19—Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K5/00—Casings; Enclosures; Supports
    • H02K5/04—Casings or enclosures characterised by the shape, form or construction thereof
    • H02K5/18—Casings or enclosures characterised by the shape, form or construction thereof with ribs or fins for improving heat transfer

Definitions

  • the present invention relates to an electric power unit that uses an electric motor as a drive source.
  • An electric vehicle has an electric motor (AC motor) that is a driving source, an inverter that converts DC current from a DC power source such as a battery into AC current and supplies it to the electric motor, and decelerates the rotation of the electric motor (torque It is equipped with a power unit that is integrally built into the housing, such as a reduction mechanism that raises the speed, and a differential mechanism that provides a differential to the rotation output from the reduction mechanism to the left and right output shafts.
  • AC motor electric motor
  • AC motor electric motor
  • inverter that converts DC current from a DC power source such as a battery into AC current and supplies it to the electric motor
  • decelerates the rotation of the electric motor torque
  • a power unit that is integrally built into the housing, such as a reduction mechanism that raises the speed, and a differential mechanism that provides a differential to the rotation output from the reduction mechanism to the left and right output shafts.
  • the magnetic structure of the electric motor is used to change the distance of the air gap at each tooth tip of the stator core, thereby canceling out and reducing the specific electromagnetic excitation force component generated in the stator core.
  • See Patent Document 1 a method of reducing vibration of a specific order by canceling out the electromagnetic force generated in the stator core by current control.
  • Patent Document 3 discloses that the number of reinforcing ribs on the flange of the motor housing is a number other than a divisor of the number of slots in the stator, a number other than a multiple of the number of slots in the stator, and a number other than the number of poles in the rotor.
  • a configuration has been proposed in which the number is set to a number other than a divisor and a multiple of the number of poles.
  • a rubber mount that supports a power plant including an engine to a vehicle body frame is joined to the power plant via an engine-side mount bracket, and struts are connected to the engine-side mount bracket and the vehicle frame-side mount bracket.
  • a restraining device consisting of an electromagnet that is joined to the engine restrains the movement of the rubber mount, increases the spring rigidity of the rubber mount, and suppresses the vibration of the power plant that occurs when the engine is started and stopped.
  • the inverter in an electric power unit equipped with an inverter, the inverter is housed in an inverter housing section formed integrally with the housing, and the opening of the inverter housing section is closed by a detachable inverter cover.
  • the inverter cover is a relatively thin rectangular plate-like member and has a large sound area. Therefore, there is a problem that the vibration generated by driving the electric motor causes the inverter cover to resonate and become a source of noise, increasing the noise level radiated from the inverter cover.
  • the present invention has been made in view of the above problems, and an object of the present invention is to increase the rigidity of the inverter cover and suppress the noise level caused by the resonance of the inverter cover to a low level without causing the problem of water retention. To provide a power unit.
  • the present invention accommodates an electric motor in a motor accommodating portion formed in a housing, accommodates an inverter in an inverter accommodating portion formed in an upper portion of the housing, and provides a motor that accommodates an inverter in an upper surface of the inverter accommodating portion.
  • An electric power unit configured by covering an opening with a flat inverter cover, wherein a first region and a second region and a first region sandwiched between the first region and the second region are provided on the upper surface of the inverter cover.
  • a first connection portion is arranged in the first region and a second connection portion is arranged in the second region, and a plurality of ribs are arranged in parallel in the third region, and are arranged at one end in the longitudinal direction.
  • a first rib connected to the first connection portion and a second rib connected to the second connection portion are arranged in a direction in which the first rib and the second rib are arranged side by side. .
  • the rigidity of the inverter cover is increased by the plurality of ribs, membrane vibration due to resonance of the inverter cover is suppressed to a low level, and the noise level caused by this membrane vibration is also suppressed to a low level.
  • the other end in the longitudinal direction of the first rib and the second rib arranged in parallel is connected to the second connecting portion and the first connecting portion (that is, the second connecting portion for the first rib and the second connecting portion for the second rib). is not connected to the first connecting portion), and a gap is formed between the other longitudinal end portion (free end), the second connecting portion, and the first connecting portion. Therefore, the first rib and the second rib form a labyrinthine flow path on the upper surface of the inverter cover. and discharged out of the inverter cover from both ends (openings) of the flow path. As a result, water does not stagnate on the upper surface of the inverter cover, and various problems caused by stagnation of water are prevented.
  • FIG. 1 is a longitudinal sectional view viewed from the rear of a vehicle schematically showing the overall configuration of an electric power unit according to the present invention
  • FIG. FIG. 2 is a perspective view of the electric power unit according to the present invention as seen obliquely from the rear right.
  • FIG. 4 is a right side view of the electric power unit according to the present invention
  • 2 is a perspective view of an inverter cover according to Embodiment 1
  • FIG. 2 is a plan view of the inverter cover according to Embodiment 1
  • FIG. FIG. 5 is a diagram showing the relationship between the motor rotation speed and noise level of the electric power unit according to the present invention in comparison with that of the conventional electric power unit
  • FIG. 8 is a perspective view of an inverter cover according to Embodiment 2
  • FIG. 8 is a plan view of an inverter cover according to Embodiment 2;
  • FIG. 1 is a longitudinal sectional view schematically showing the overall configuration of an electric power unit according to the present invention as viewed from the rear of a vehicle.
  • the illustrated electric power unit 1 is mounted on an electric vehicle (EV vehicle).
  • EV vehicle electric vehicle
  • the directions of the arrows are the "vertical” direction and the “horizontal” direction (vehicle width direction), respectively, as shown.
  • an electric motor 10 as a drive source is accommodated in a motor accommodating portion (motor chamber) Sm formed in the right half of the aluminum die-cast housing 2 .
  • a speed reduction mechanism 20 and a differential mechanism (differential mechanism) 30 are accommodated in a gear accommodating portion (gear chamber) Sg formed in the left half of the .
  • An inverter (not shown) is accommodated in an inverter accommodating portion Si formed in the upper portion of the housing 2 .
  • the inverter converts DC current from a battery (not shown), which is a DC power supply, into AC current and supplies the AC current to the electric motor 10, and includes control elements such as IGBTs.
  • the electric motor 10 is a three-phase AC motor, and includes a rotor 12 that rotates together with a hollow shaft (motor shaft) 11 passing through the center thereof, and a cylindrical rotor that is fixed around the rotor 12.
  • a stator 13 is provided.
  • the shaft 11 is arranged horizontally along the left-right direction (vehicle width direction) in FIG. It has a permanent magnet.
  • the stator 13 also includes a stator core 13a and a coil 13b, and the coil 13b is electrically connected to the inverter.
  • the countershaft 21 and the left and right output shafts 22L and 22R are arranged in parallel with the shaft 11 in the gear housing portion Sg. a second gear 24 and a third gear 25 with different diameters, which are connected to the counter shaft 21; and a large diameter gear connected to the differential case 31 of the differential mechanism 30. of the ring gear 26.
  • the first gear 23 and the second gear 24 are in mesh with each other, and the third gear 25 and the ring gear 26 are in mesh with each other.
  • the differential mechanism 30 functions to absorb the rotational difference between the left and right drive wheels and transmit power to the left and right output shafts 22L and 22R, respectively, during cornering of the vehicle. Therefore, although detailed description is omitted here, the differential case 31 accommodates a pair of pinion gears and side gears that mesh with the pinion gears.
  • An oil pan P is provided at the bottom of the gear housing portion Sg of the housing 2, and the oil pan P stores a predetermined amount of oil. A portion (peripheral portion) of the ring gear 26 is immersed in the oil stored in the oil pan P.
  • an oil pump 40 and an oil cooler 50 as auxiliary machines are attached to the housing 2 .
  • the oil pump 40 is rotationally driven by a pump motor 41 as a drive source.
  • a cooling water pipe 51 extending from a radiator (not shown) and passing through the inverter housing portion Si is connected to the oil cooler 50.
  • the oil is cooled by heat exchange with the cooling water.
  • the cooling water used for cooling the oil in the oil cooler 50 is returned from the cooling water pipe 51 to the radiator (not shown).
  • the cooling water cools the oil and the inverter (not shown) housed in the inverter housing portion Si by continuously circulating in the closed circuit.
  • the electric power unit 1 configured as described above, when a DC current is output from a battery (not shown), this DC current is converted into an AC current by an inverter (not shown), and this AC current is supplied to the electric motor 10. Then, the electric motor 10 is rotationally driven by electromagnetic induction. That is, the rotor 12 and shaft 11 of the electric motor 10 are rotationally driven at a predetermined speed, and the rotation is reduced at a predetermined reduction ratio by the speed reduction mechanism 20 and transmitted to the differential mechanism 30 . Then, the rotation transmitted to the differential mechanism 30 is distributed to the left and right by the differential mechanism 30 and transmitted to the left and right output shafts 22L, 2R, respectively, and both the output shafts 22L, 22R rotate at a predetermined speed.
  • left and right output shafts 22L and 22R are connected to left and right axles, respectively, and left and right drive wheels are attached to the ends of the left and right axles, respectively. Therefore, when the left and right output shafts 22L and 22R rotate as described above, the drive wheels (not shown) attached to both axles are driven to rotate and the vehicle runs at a predetermined speed.
  • the oil pump 40 is driven by the pump motor 41, and cooling water is circulated in a closed circuit by a cooling water pump (not shown).
  • Another part of the oil that has been raked up by the ring gear 26 is used for lubrication and cooling of the speed reduction mechanism 20 and the differential mechanism 30, and then drops into the oil pan P and is collected.
  • a part of the oil in the oil pan P is sent to the oil cooler 50 by the oil pump 40 as indicated by the arrow in FIG. cooled by The cooled oil is sent to a tray T arranged above the electric motor 10, as indicated by the arrow in FIG. It serves for lubrication and cooling of each part of the electric motor 10 .
  • the oil used for lubricating and cooling each part of the electric motor 10 in this way is returned to the oil pan P at the inner bottom of the gear housing part Sg and collected.
  • Fig. 2 is a perspective view of the electric power unit according to the present invention as seen obliquely from the rear right
  • Fig. 3 is a right side view of the electric power unit.
  • the directions of the arrows are defined as “back and forth,” “left and right,” and “up and down,” respectively.
  • the electric motor 10 is housed in the right half of the housing 2 of the electric power unit 1, and the speed reduction mechanism 20 and the differential mechanism 30 are housed in the left half.
  • flange portions 2a and 2b are formed on the peripheral edges of the left and right openings of the housing 2, respectively.
  • a gear cover 4 is detachably attached to the left flange portion 2b by a plurality of bolts (not shown). That is, the right opening of the housing 2 is closed by the motor cover 3 and the left opening is closed by the gear cover 4 .
  • a substantially rectangular block-shaped oil cooler mounting portion 2c is integrally formed at the center of the rear surface of the housing 2 in the left-right direction (vehicle width direction).
  • An oil cooler 50 is attached to.
  • a pump mounting portion 2d is formed integrally with the oil cooler mounting portion 2c on the rear surface of the housing 2, and an oil pump 40 is mounted on the pump mounting portion 2d.
  • the oil cooler attachment portion 2c is formed with a circular hole 2e extending in the left-right direction through which the left and right output shafts 22L and 22R (see FIG. 1) pass.
  • a flange portion 2f is integrally formed on the rear upper surface of the housing 2, and the space surrounded by the flange portion 2f serves as the inverter housing portion Si shown in FIG. Configure.
  • An inverter (not shown) is accommodated in the inverter accommodating portion Si.
  • the upper surface of the inverter housing portion Si (see FIG. 1) is open, and this upper surface opening is closed by an inverter cover 5 detachably attached to the flange portion 2f with a plurality of bolts (not shown).
  • the inverter cover 5 is also integrally formed by aluminum die casting.
  • FIG. 5 is a plan view of the same inverter cover
  • FIG. 6 shows the relation between the motor rotation speed and the noise level of the electric power unit according to the present invention. It is a figure shown in contrast with it.
  • the inverter cover 5 is a substantially rectangular plate-shaped member, and as shown in FIGS. 4 and 5, the upper surface thereof is divided into a first area S1, a second area S2, and a second area S1 and a second area S2 in the left-right direction (vehicle width direction).
  • a third region S3 is formed between the first region S1 and the second region S2.
  • a pipe portion 51a forming part of the cooling pipe 51 (see FIG. 1) is disposed in the first region S1, and the pipe portion 51a forms a first connection portion.
  • pipe portions 51b and 51c that constitute a part of the cooling pipe 51 are arranged in the second region S2, and these pipe portions 51b and 51c constitute a second connection portion.
  • the first area S1 on the left side in the vehicle width direction (upper side in FIG. 5) is integrally provided with a round pipe-shaped piping portion 51a extending in the vehicle front-rear direction. 5), two round pipe-shaped pipe portions 51b and 51c are integrally protruded before and after the second region S2.
  • first ribs 6 and two second ribs 7 extending in the left-right direction are erected alternately in the front-rear direction in parallel with each other at regular intervals.
  • one axial end (left end) of two first ribs 6 is connected to the pipe portion 51a arranged in the first region S1, and the other end (right end) of the first rib 6 is free.
  • it is not connected to the right piping portions 51b and 51c arranged in the second region S2. Therefore, a predetermined gap is formed between the first rib 6 and the pipe portions 51b and 51c.
  • the first rib 6 and the second rib 7 do not need to be arranged parallel, and the term "parallel" here includes substantially parallel.
  • each of the second ribs 7 is connected to the two pipe portions 51b and 51c arranged in the second region S2, and the other ends (left ends) of the second ribs 7 are connected to the two pipe portions 51b and 51c. ) is a free end and is not connected to the left piping portion 51a. Therefore, a predetermined gap is formed between the second rib 7 and the pipe portion 51a.
  • a labyrinthine flow path R is formed by two first ribs 6 and two second ribs 7 alternately arranged in the front-rear direction. Both ends are opened sideways.
  • the other axial end portions of the first ribs 6 and the second ribs 7 (the side not connected to the pipe portion 51a as the first connection portion or the two pipe portions 51b and 51c as the second connection portion) end) is formed into an arc curved surface (R curved surface) so that the height gradually decreases toward the tip (free end).
  • the heights of the first ribs 6 and the second ribs 7, which are two each, are set to be equal to or less than the heights of the pipe portions 51a, 51b, and 51c.
  • each pipe portion 51a, 51b, 51c is thicker than each of the two first ribs 6 and second ribs 7, and is shaped like a round pipe. It is set higher than the rigidity of the second rib 7 .
  • the ends of the first ribs 6 and the second ribs 7 on the free end side are arc curved surfaces (R curved surfaces), and the free end sides of the first ribs 6 and the second ribs 7 are curved.
  • the height of the end portion of the first rib 6 and the second rib 7 is cut in a straight line and the height The height may gradually decrease toward the tip (free end).
  • the two first ribs 6 and the two second ribs 7 are arranged alternately in parallel along the front-rear direction on the upper surface of the inverter cover 5 . and the second rib 7 increase the rigidity of the inverter cover 5 .
  • one longitudinal end (left end) of each first rib 6 is connected to the pipe portion 51a having higher rigidity than the first ribs 6, and one longitudinal end (left end) of each second rib 7 is connected to the pipe portion 51a. right end) are connected to the pipe portions 51b and 51c having higher rigidity than the second ribs 7, so that the rigidity of the inverter cover 5 is effectively increased by the first ribs 6 and the second ribs 7. be done.
  • FIG. 6 shows the relationship between the motor rotation speed and the noise level of the electric power unit 1 according to the present invention in comparison with that of the conventional electric power unit. 6, the noise level is kept lower than the conventional noise level indicated by the dashed line B in FIG. 6 over the entire range of motor rotation speed.
  • the heights of the first ribs 6 and the second ribs 7 are set equal to or less than the heights of the pipe portions 51a, 51b, and 51c, and the first ribs 6 and the Since the end of the second rib 7 on the free end side is formed into an arc curved surface (R curve) so that the height gradually decreases toward the tip, the weight increase of the inverter cover 5 can be minimized and the inverter cover can be 5 can be increased in rigidity.
  • the longitudinal ends (free ends) of the first ribs 6 and the second ribs 7 alternately arranged in the front-rear direction are connected to the pipe portions 51b, 51c or the pipe portions.
  • 51a that is, the pipe portions 51b and 51c for the first rib 6 and the pipe portion 51a for the second rib 7
  • the longitudinal ends of the first rib 6 and the second rib 7 A predetermined gap is formed between the free end and the pipe portions 51a, 51b, 51c.
  • the first rib 6 and the second rib 7 form a labyrinth-like flow path R on the upper surface of the inverter cover 5, and even if water enters the engine room due to precipitation, the water is prevented from entering the engine room. flows along the flow path R due to lateral rolling of the vehicle body while the vehicle is running, and is discharged out of the inverter cover 5 from both ends (openings) of the flow path R. As a result, water does not stagnate on the upper surface of the inverter cover 5, and various problems caused by stagnation of water are prevented.
  • FIG. 7 is a perspective view of an inverter cover according to Embodiment 2
  • FIG. 8 is a plan view of the same inverter cover. , and a repetitive description thereof will be omitted.
  • the inverter cover 5A is characterized in that each of the two first ribs 6 and the two second ribs 7 is composed of a pair of plates 6a, 6b and 7a, 7b arranged close to each other.
  • the rigidity of the first ribs 6 and the second ribs 7, and the rigidity of the inverter cover 5A can be further effectively increased. It is possible to effectively suppress noise as a source of transmission.
  • the present invention is applied to an electric power unit mounted on an electric vehicle (EV vehicle).
  • EV vehicle electric vehicle
  • the same can be applied to the electric power unit mounted on the.
  • the number of the first ribs and the number of the second ribs formed on the inverter cover is two each, four in total. Also good.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Motor Or Generator Frames (AREA)
PCT/JP2022/023536 2021-09-29 2022-06-10 電動パワーユニット Ceased WO2023053588A1 (ja)

Priority Applications (4)

Application Number Priority Date Filing Date Title
JP2023551069A JPWO2023053588A1 (https=) 2021-09-29 2022-06-10
DE112022004684.8T DE112022004684T5 (de) 2021-09-29 2022-06-10 Elektrische antriebseinheit
US18/696,860 US20240405645A1 (en) 2021-09-29 2022-06-10 Electric power unit
CN202280065788.7A CN118044104A (zh) 2021-09-29 2022-06-10 电动动力单元

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2021159534 2021-09-29
JP2021-159534 2021-09-29

Publications (1)

Publication Number Publication Date
WO2023053588A1 true WO2023053588A1 (ja) 2023-04-06

Family

ID=85780543

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2022/023536 Ceased WO2023053588A1 (ja) 2021-09-29 2022-06-10 電動パワーユニット

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Country Link
US (1) US20240405645A1 (https=)
JP (1) JPWO2023053588A1 (https=)
CN (1) CN118044104A (https=)
DE (1) DE112022004684T5 (https=)
WO (1) WO2023053588A1 (https=)

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013119907A (ja) * 2011-12-07 2013-06-17 Gkn Driveline Japan Ltd ケース部材及び動力伝達装置
WO2021161566A1 (ja) * 2020-02-14 2021-08-19 日本電産株式会社 インバータ装置、モータ、モータユニット

Family Cites Families (8)

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Publication number Priority date Publication date Assignee Title
JPH07194139A (ja) * 1993-12-27 1995-07-28 Hitachi Ltd 電気自動車用インバータの冷却装置
JP4250389B2 (ja) 2002-08-29 2009-04-08 日本電産株式会社 モータ
JP4117554B2 (ja) 2003-08-06 2008-07-16 株式会社デンソー モータ制御装置
JP2007166710A (ja) 2005-12-09 2007-06-28 Toyota Motor Corp 回転電機
JP5107013B2 (ja) * 2007-12-13 2012-12-26 三菱重工業株式会社 インバータ一体型電動圧縮機
EP2515318B1 (en) * 2011-04-20 2017-06-07 Rockwell Automation Switzerland GmbH Compact bus bar assembly, switching device and power distribution system
JP5887744B2 (ja) 2011-07-25 2016-03-16 いすゞ自動車株式会社 パワープラントの振動低減機構とそれを搭載した車両
KR102366507B1 (ko) * 2018-06-26 2022-02-22 주식회사 엘지에너지솔루션 배터리 팩 및 이를 포함하는 자동차

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013119907A (ja) * 2011-12-07 2013-06-17 Gkn Driveline Japan Ltd ケース部材及び動力伝達装置
WO2021161566A1 (ja) * 2020-02-14 2021-08-19 日本電産株式会社 インバータ装置、モータ、モータユニット

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DE112022004684T5 (de) 2024-07-11
JPWO2023053588A1 (https=) 2023-04-06
CN118044104A (zh) 2024-05-14
US20240405645A1 (en) 2024-12-05

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