Vehicle drive device

Abstract

A vehicle drive device of a structure of an oil supply system that is easy to assemble is provided. The vehicle drive device is provided with a motor (drive motor (11)), a generator (13), a speed reducer (12) that reduces the output of the motor, and a housing (100), an oil passage (6) for supplying oil to the motor, the speed reducer, and the generator, respectively, is formed integrally with the housing above the motor shaft (11c), and is further provided with an oil pipe (7) that is mounted to the housing and supplies oil from an oil reservoir (105) to the oil passage, the speed reducer is located at a position that is offset with respect to the motor shaft in a second direction that is orthogonal to a first direction between the motor and the generator, the oil pipe is located between the motor and the generator in the first direction, and in the second direction, at least a portion of the oil pipe is located on the opposite side of the speed reducer from the motor shaft.

Description

Technical Field

[0001] The technology disclosed here relates to a drive system for vehicles. Background Technology

[0002] Patent Document 1 describes a drive unit for a hybrid vehicle. This drive unit includes an internal combustion engine, a transmission, an electric motor, and a reducer. The transmission changes the output of the internal combustion engine and outputs it. The reducer reduces the output of the electric motor and transmits it to the transmission. The reducer is a parallel shaft gear reducer housed in a housing. The housing has a shape that surrounds the plurality of gears constituting the reducer. An oil pipe is disposed within the housing. The oil pipe supplies oil accumulated in the lower part of the housing to the reducer located in the upper part of the housing. The oil pipe extends upwardly along the side wall of the housing in a curved manner within a narrow space between the gears of the reducer and the side wall of the housing.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2020-112246

[0006] The technical problem that the invention aims to solve

[0007] In the conventional drive device described in Patent Document 1, the oil pipes are arranged in a confined space. This structure significantly reduces the ease of assembling the oil pipes during the manufacture of the drive device. Summary of the Invention

[0008] The technology disclosed herein provides a vehicle drive unit with a structure for easily assembling an oil supply system.

[0009] Technical means for solving technical problems

[0010] The technology disclosed herein relates to a drive system for a vehicle. This drive system for a vehicle includes:

[0011] An electric motor for driving a vehicle, the electric motor having a motor shaft extending in a first direction orthogonal to the vertical direction;

[0012] A generator located to the side of the motor in the first direction and generating electricity to be supplied to the motor;

[0013] A speed reducer located between the motor and the generator in the first direction, and meshing with the motor shaft to reduce the output of the motor; and

[0014] A housing that encloses the electric motor, the speed reducer, and the generator.

[0015] Above the motor shaft, an oil passage is integrally formed with the housing, which supplies oil to the motor, the reducer, and the generator respectively.

[0016] The outer casing has an oil retention section in its lower part inside the casing for the oil to accumulate.

[0017] The vehicle drive unit also includes an oil pipe installed within the housing and supplying oil from the oil accumulator to the oil passage.

[0018] The speed reducer is located offset from the motor shaft in a second direction orthogonal to the first direction, between the motor and the generator.

[0019] In the first direction, the oil pipe is located between the electric motor and the generator, and in the second direction, at least a portion of the oil pipe is located on the side opposite to the reducer, across the motor shaft.

[0020] When viewed from the first direction, at least a portion of the oil pipeline is configured to coincide with the electric motor.

[0021] This structure allows the vehicle's drive unit to include an electric motor, a reducer, and a generator. The electric motor, reducer, and generator are arranged sequentially in the first direction. The housing encloses the electric motor, reducer, and generator.

[0022] An oil passage is integrally formed in the housing. The oil passage is formed above the motor shaft. The oil passage supplies oil from above to the motor, reducer, and generator. The oil supplied to the motor, reducer, and generator falls due to gravity. The fallen oil accumulates in the lower oil sump inside the housing.

[0023] Oil is supplied from the oil sump to the oil passage within the housing. The oil pipe is located between the electric motor and the generator.

[0024] Here, the reducer is located between the motor and the generator. The outer periphery of both the motor and the generator is a circle centered on their respective axes. Therefore, at least a portion of the outer periphery of the housing is an arc centered on its axis.

[0025] The reducer is located within the housing at a position offset from the motor shaft in a second direction orthogonal to the first direction. Therefore, there is an empty space between the motor and generator within the housing, and in the second direction, on the side opposite to the reducer, separated by the motor shaft. At least a portion of the oil pipe is located within this empty space. There is sufficient space for the oil pipe configuration. This structure facilitates the assembly of the oil pipe during the manufacture of the vehicle drive unit.

[0026] Alternatively, the housing may have a first partition wall located between the motor and the reducer.

[0027] A portion of the oil passage is formed in the first partition wall, and a connecting hole connected to the oil passage opens in the first partition wall toward the first direction.

[0028] The oil pipe has a first insertion end that is inserted into the opening of the connecting hole in the first direction.

[0029] The first partition wall is a wall located between the motor and the reducer, extending in a direction intersecting the first direction. A connecting hole is formed in this first partition wall facing the first direction.

[0030] The oil pipe supplies oil from the oil accumulator to the oil passage in an upward direction, thus extending in a direction orthogonal to the first direction. During the manufacture of the vehicle drive unit, the operator inserts the first insertion end of the oil pipe into the connecting hole in the first direction. The oil pipe connects to the oil passage through the connecting hole and is mounted on the housing. This structure facilitates the assembly operation of the vehicle drive unit.

[0031] Furthermore, the oil supply system in the vehicle's drive unit consists of a combination of oil passages formed in the partition wall and oil pipes installed in the partition wall. By combining the oil passages and oil pipes, the flexibility in the layout of each individual oil passage and oil pipe is increased. In addition, since the oil pipes and the outer casing are separate, the outer casing is easy to form.

[0032] Alternatively, the vehicle drive unit may also include an oil pump, which is mounted outside the housing, to draw in oil from the oil accumulation section and discharge it from the outlet.

[0033] A connection hole for connecting to the outlet is formed in the housing in such a way that it penetrates both the inside and outside of the housing, and the connection hole opens inside the housing toward the first direction.

[0034] The oil pipe has a second insertion end that is inserted into the opening of the connection hole along the first direction.

[0035] In manufacturing a vehicle drive unit, the operator inserts the second insertion end of the oil pipe into the opening of the connection hole in the first direction. This connects the second insertion end to the outlet of the oil pump, and the oil pipe is then mounted on the housing. The insertion direction of the first insertion end is the same as that of the second insertion end. This structure facilitates the assembly of the vehicle drive unit.

[0036] Furthermore, during the manufacture of the vehicle drive unit, the operator installs the oil pump into the housing by connecting the oil pump's outlet to the connection hole, and installs the oil pipe into the housing as described above. Thus, the oil pump and oil pipe are connected via the connection hole. The oil pump is not directly connected to the oil pipe. This structure improves the operability of assembling the vehicle drive unit.

[0037] Alternatively, the vehicle drive unit may also include an oil cooler, which is mounted outside the housing and cools the oil between the oil accumulator and the oil passage.

[0038] The oil pipeline is divided into a first oil pipeline and a second oil pipeline.

[0039] The first oil pipe connects the oil retention section to the oil cooler.

[0040] The second oil pipe connects the oil cooler to the oil passage.

[0041] The oil pipeline is divided into a first oil pipeline and a second oil pipeline, thus allowing for a high degree of freedom in the layout of the oil accumulation section, oil cooler, and oil passage.

[0042] Alternatively, the oil cooler may be located on the opposite side of the reducer in the second direction, across the motor shaft, and positioned below the motor shaft.

[0043] The second oil pipe extends straight from the connection point with the oil cooler to the connection point with the oil passage.

[0044] In the second direction, the oil cooler and the oil pipe are located on the same side relative to the motor shaft, so the second oil pipe can be arranged in a straight line in the empty space.

[0045] The straight second oil conduit has high formability. In addition, the second oil conduit is short in length, thus resulting in low flow resistance.

[0046] Alternatively, the housing may also have a second partition wall located between the reducer and the generator.

[0047] The second partition wall has a first protrusion protruding from the second partition wall toward one side of the reducer, the first protrusion being used to retain the bearing supporting the motor shaft.

[0048] The first protrusion has ribs extending radially outward from the first protrusion.

[0049] The main body of the first oil pipeline bends at a midpoint relative to the vertical direction and also bends at a midpoint relative to the first direction.

[0050] By bending the main body, interference with the reinforcing ribs of the first protrusion extending radially outward from the first protrusion is avoided.

[0051] Alternatively, an oil temperature sensor can be installed in the oil accumulation area.

[0052] The wiring harness connected to the oil temperature sensor is arranged inside the housing in a manner that follows the arc-shaped outer periphery.

[0053] Therefore, the wiring harness can be positioned away from the reducer. Even in the event of a malfunction such as the wiring harness being cut, it can be prevented from getting caught in the reducer.

[0054] Alternatively, the first oil pipe and the second oil pipe may be inserted between the wiring harness and the reducer.

[0055] The first oil pipe and the second oil pipe are respectively arranged so that they stand upright from the first partition wall at both ends of their respective main bodies.

[0056] Therefore, even if a wiring harness malfunctions, it will not interfere with the first or second oil pipe. As a result, it is more effective at preventing the wiring harness from getting caught in the reducer.

[0057] The effects of the invention

[0058] The aforementioned vehicle drive unit has a structure that facilitates the assembly of an oil supply system. Attached Figure Description

[0059] Figure 1 A block diagram representing a vehicle's drive system.

[0060] Figure 2 This represents a top-down view of the front of a vehicle.

[0061] Figure 3 This is a front view of the vehicle's drive unit.

[0062] Figure 4 express Figure 3 Section IV-IV.

[0063] Figure 5 express Figure 4 The VV section.

[0064] Figure 6 express Figure 4 Section VI-VI.

[0065] Figure 7 This indicates the installation direction of the oil pipeline relative to the outer casing.

[0066] Symbol Explanation

[0067] 1 vehicle

[0068] 11 Drive motor

[0069] 11c motor shaft

[0070] 12 Reducer

[0071] 13 Generators

[0072] 100 Casing

[0073] 105 Oil Accumulation Section

[0074] 111 partition wall

[0075] 117 Second connecting hole

[0076] 51 Oil Pump

[0077] 52 Oil Cooler

[0078] 6. Oil passage

[0079] 681 Connecting Hole

[0080] 7. Oil pipelines

[0081] 71 First Oil Pipeline

[0082] 713 Insertion end (second insertion end)

[0083] 72 Second oil pipeline

[0084] 724 Insertion end (first insertion end)

[0085] P drive unit Detailed Implementation

[0086] Hereinafter, embodiments of a vehicle drive system will be described with reference to the accompanying drawings. The vehicle drive system described herein is illustrative.

[0087] (Overall structure of vehicle drive system)

[0088] Figure 1 This is a block diagram of a vehicle drive system. Figure 1 The elements constituting the drive unit P mounted on vehicle 1 are shown only in a general manner. Figure 1 The position of each element in the text does not limit the actual position of each element.

[0089] Vehicle 1 is a series hybrid electric vehicle. Vehicle 1 includes: an electric drive unit 10 for using electricity to propel the vehicle 1 and a drive unit P consisting of a generator engine E.

[0090] The electric drive unit 10 includes a drive motor 11, a reducer 12, and a generator 13. The drive motor 11 is driven by receiving a power supply. The reducer 12 reduces the output of the drive motor 11. The generator 13 generates electricity and supplies it to the drive motor 11.

[0091] Engine E is connected to generator 13. Engine E drives generator 13 to generate electricity. The power used to move vehicle 1 is generated by drive motor 11. The power generated by drive motor 11 is transmitted to drive wheels 92 (here, the front wheels) via differential device 91 after being reduced in speed by reducer 12.

[0092] Vehicle 1 includes a high-voltage battery B1 and a low-voltage battery B2. The high-voltage battery B1 is charged using electricity generated by a generator 13. A power generation inverter 22 is installed between the generator 13 and the high-voltage battery B1. The power generation inverter 22 is electrically connected to the generator 13 and the high-voltage battery B1. Power generated by the generator 13 is supplied to the high-voltage battery B1 via the power generation inverter 22. A motor inverter 21 is installed between the drive motor 11 and the high-voltage battery B1. The motor inverter 21 converts the electricity from the high-voltage battery B1 into power for driving the drive motor 11 and outputs it to the drive motor 11. A DC-DC converter 23 is installed between the high-voltage battery B1 and the low-voltage battery B2. The DC-DC converter 23 is electrically connected to the high-voltage battery B1 and the low-voltage battery B2. Power from the high-voltage battery B1 is supplied to the low-voltage battery B2 via the DC-DC converter 23. The generated power from generator 13 is supplied to low-voltage battery B2 via generator inverter 22 and DC-DC converter 23. Motor inverter 21, generator inverter 22, and DC-DC converter 23 constitute control unit 20 for controlling electric drive unit 10.

[0093] (Drive unit mounted on the vehicle)

[0094] Figure 2 This is a top view of the front of vehicle 1 as seen from above. Furthermore, in the following description, the terms front, rear, left, right, top, and bottom relative to the vehicle will be referred to as front, rear, left, right, top, and bottom, respectively. Left and right refer to the left side when looking at the front from the rear, and the right side as right. The left and right direction is the width direction of the vehicle.

[0095] The drive unit P is disposed in the power unit compartment 2 formed at the front of the vehicle 1. Specifically, the vehicle 1 has a pair of left and right front side frames 31 extending in the longitudinal direction, and the power unit compartment 2 for housing the drive unit P is formed between the left and right front side frames 31. The drive unit P is supported on the left and right front side frames 31 by support members 32.

[0096] like Figure 3 As shown, the electric drive unit 10 and the control unit 20 are arranged vertically. Specifically, the control unit 20 is located above the electric drive unit 10.

[0097] like Figure 4 and Figure 5 As shown, the drive motor 11, the reducer 12, and the generator 13 are housed within the housing 100. The housing 100 is integrally formed from multiple components. The housing 100 includes: a first housing 110, a second housing 120, a right end cover 130, and a left end cover 140.

[0098] The first outer casing 110 and the second outer casing 120 are each cylindrical in shape with openings at both ends. The right end cover 130 and the left end cover 140 are each cap-shaped with one end closed on the right or left. The second outer casing 120 is disposed on the left side of the first outer casing 110, and the left end cover 140 is disposed on the left side of the second outer casing 120. The right end cover 130 is disposed on the right side of the first outer casing 110. The right end cover 130, the first outer casing 110, the second outer casing 120, and the left end cover 140 are arranged sequentially from right to left. The first outer casing 110, the second outer casing 120, the left end cover 140, and the right end cover 130 are integrated together by bolts through flanges provided at the left and right ends.

[0099] The first outer shell 110, the second outer shell 120, the left end cover 140, and the right end cover 130 are each made of, for example, aluminum alloy and formed by casting.

[0100] An engine E is located on the left side of the left end cover 140. That is, the engine E is located on the left side of the electric drive unit 10.

[0101] like Figure 5 As shown, the first outer casing 110 has partition walls 111 that divide the interior of the casing 100 into multiple chambers. The partition walls 111 extend from a position midway along the left-right direction of the first outer casing 110 in a direction intersecting the left-right direction. More specifically, the partition walls 111 extend in a vertical direction and a front-back direction, respectively, orthogonal to the left-right direction (see also...). Figure 4 The second outer casing 120 has a partition wall 121. The partition wall 121 also extends from the middle position in the left-right direction of the second outer casing 120 in a direction intersecting the left-right direction, and more specifically in a vertical direction and a front-back direction orthogonal to the left-right direction.

[0102] The drive motor 11 is housed in a first chamber 101, which is divided by a partition wall 111 between the right end cover 130 and the first outer casing 110. The generator 13 is housed in a third chamber 103, which is divided by a partition wall 121 between the second outer casing 120 and the left end cover 140. The reducer 12 is housed in a second chamber 102, which is divided by partition walls 111 and 121.

[0103] (Components of the electric drive unit)

[0104] (Drive motor)

[0105] The drive motor 11 includes a rotor 11a, a stator 11b, and a motor shaft 11c. A rotating magnetic field is generated by supplying a three-phase alternating current to the stator 11b, and the rotor 11a and the motor shaft 11c are rotated by this rotating magnetic field.

[0106] Rotor 11a is located in the first chamber 101. Rotor 11a has magnets and magnetic bodies. Rotor 11a is fixed to the motor shaft 11c. Rotor 11a and motor shaft 11c rotate together.

[0107] The motor shaft 11c extends in a left-right direction. A first bearing 11d supports the right end of the motor shaft 11c for rotation. A right end cover 130 holds the first bearing 11d. The left end of the motor shaft 11c passes through the partition wall 111 of the first housing 110 and extends into the second chamber 102. A second bearing 11e supports the left end of the motor shaft 11c for rotation. A first protrusion 122 integrally formed in the partition wall 121 holds the second bearing 11e. The first protrusion 122 protrudes to the right from the partition wall 121 into the second chamber 102.

[0108] The stator 11b surrounds the rotor 11a. The stator 11b has coils. The stator 11b is held by a first housing 110 and a right end cover 130.

[0109] (dynamo)

[0110] The generator 13 includes a rotor 13a, a stator 13b, and a generator shaft 13c. When the generator shaft 13c and the rotor 13a rotate under the power of the engine E, the stator 13b generates electricity through electromagnetic induction.

[0111] Rotor 13a is located in the third chamber 103. Rotor 13a has magnets and magnetic bodies. Rotor 13a is fixed to generator shaft 13c. Rotor 13a and generator shaft 13c rotate as a unit.

[0112] The generator shaft 13c extends in the left-right direction. In this structural example, the generator shaft 13c and the motor shaft 11c are coaxial. Alternatively, the generator shaft 13c and the motor shaft 11c can be offset. A third bearing 13d supports the right end of the generator shaft 13c, allowing it to rotate. A second protrusion 123, integrally formed with the partition wall 121, holds the third bearing 13d. The second protrusion 123 protrudes to the left from the partition wall 121 toward the third chamber 103. The right end of the generator shaft 13c and the left end of the motor shaft 11c face each other at a distance from each other at a position corresponding to the partition wall 121.

[0113] The left end of generator shaft 13c passes through left end cover 140 and extends to the left. The left end of generator shaft 13c is connected to the output shaft of engine E. Fourth bearing 13e supports the left end of generator shaft 13c so that it can rotate. Left end cover 140 holds fourth bearing 13e.

[0114] The stator 13b surrounds the rotor 13a. The stator 13b has coils. The stator 13b is held by the second housing 120 and the left end cover 140.

[0115] The outer diameter of the drive motor 11 is the same as the outer diameter of the generator 13. More specifically, the outer diameter of the rotor 11a of the drive motor 11 is the same as the outer diameter of the rotor 13a of the generator 13, and the outer diameter of the stator 11b of the drive motor 11 is the same as the outer diameter of the stator 13b of the generator 13. Furthermore, the motor shaft 11c and the generator shaft 13c are coaxial. The outer periphery of the front side of each of the first housing 110 and the second housing 120 is an arc-shaped outer periphery of the same size, thereby enabling the accommodation of the drive motor 11 and the generator 13 (see reference) with the same outer diameter. Figure 4 ).

[0116] (reducer)

[0117] As described above, the reducer 12 is located between the drive motor 11 and the generator 13. The reducer 12 is located to the left of the drive motor 11 in the left-right direction. The reducer 12 is also located behind the motor shaft 11c in the front-back direction.

[0118] The reducer 12 is connected to the motor shaft 11c. The reducer 12 is a parallel shaft gear reducer. Figure 4 As shown, the reducer 12 has a first gear 12a, a second gear 12b, and a third gear 12c. The first gear 12a meshes with an output gear 11f fixed to the motor shaft 11c. The output gear 11f is located between the partition wall 111 and the second bearing 11e. The diameter of the first gear 12a is larger than that of the output gear 11f.

[0119] The first gear 12a rotates integrally with the first shaft 12d. The first shaft 12d is parallel to the motor shaft 11c. More specifically, the first shaft 12d extends in the left-right direction at a position relative to the motor shaft 11c. The housing 100 supports the first shaft 12d so that it can rotate.

[0120] The second gear 12b is located to the left of the first gear 12a. The second gear 12b rotates integrally with the first shaft 12d and the first gear 12a. The diameter of the second gear 12b is smaller than that of the first gear 12a.

[0121] The third gear 12c meshes with the second gear 12b. The diameter of the third gear 12c is larger than that of the second gear 12b. The third gear 12c rotates integrally with the second shaft 12e. The second shaft 12e is parallel to the motor shaft 11c and the first shaft 12d. More specifically, the second shaft 12e extends laterally and downward relative to the first shaft 12d. The housing 100 supports the second shaft 12e so that it can rotate.

[0122] The second shaft 12e is connected to the drive shaft 93 via a differential device 91. For example... Figure 2 As shown, the drive shaft 93 extends left and right at a position behind the drive unit P. The reducer 12 reduces the output of the drive motor 11 at a specified reduction ratio and outputs it to the differential device 91.

[0123] (Overview of the oil supply system for the drive unit)

[0124] The drive unit P includes a supply system 5, which supplies lubricating and / or cooling oil to the drive motor 11, the reducer 12, and the generator 13. The supply system 5 includes an oil pump 51, an oil cooler 52, an oil passage 6, and an oil pipe 7. The oil pipe 7 is divided into a first oil pipe 71 and a second oil pipe 72.

[0125] An oil accumulation section 105 is formed in the lower part of the second chamber 102 inside the outer casing 100. As described later, the oil supplied to the drive motor 11, the reducer 12, and the generator 13 falls due to gravity. The falling oil flows in the left-right direction toward the center of the outer casing 100, thereby concentrating in the lower part of the second chamber 102. The oil circulates within the outer casing 100.

[0126] A filter 53 is provided in the oil retention section 105. The filter 53 separates the oil from foreign matter. In addition, an oil temperature sensor 54 is provided in the oil retention section 105. The oil temperature sensor 54 measures the temperature of the oil retained in the oil retention section 105.

[0127] Oil pump 51 is installed outside the housing 100. Oil pump 51 is installed at the lower part of housing 100. Oil pump 51 draws oil from oil accumulator 105 through filter 53 and discharges it from outlet. Oil pump 51 is electric.

[0128] A first oil pipe 71 is connected to the outlet of the oil pump 51. The first oil pipe 71 is installed in the second chamber 102. The first oil pipe 71 connects the oil pump 51 to the oil cooler 52.

[0129] The oil cooler 52 is a water-cooled heat exchanger that exchanges heat between cooling water and oil. In addition to cooling the oil, the cooling water also cools the electric drive unit 10 and control unit 20 of the drive unit P. The oil cooler 52 has a cooling water inlet 521 and an outlet 522.

[0130] Oil cooler 52 is disposed downstream of oil pump 51 in oil supply system 5. Oil cooler 52 is located at the front side of the lower part of first housing 110. Oil pump 51 and oil cooler 52 are at approximately the same height vertically. Figure 4 As shown, this position corresponds to the location below the drive motor 11. The oil cooler 52 is configured not to protrude forward compared to the front end of the housing 100. This configuration is advantageous in improving the collision safety of the vehicle 1.

[0131] A first through hole 112 and a second through hole 113 are formed in the partition wall 111 of the first outer casing 110 (see reference). Figure 4 The first through hole 112 and the second through hole 113 extend in a generally radial direction, thereby connecting the inside and outside of the housing 100. These first through holes 112 and second through holes 113 are, for example, casting holes formed during casting. The oil inlet of the oil cooler 52 is connected to the first through hole 112, and the oil outlet is connected to the second through hole 113.

[0132] The first oil pipe 71 is connected to the first through hole 112. The second oil pipe 72 is connected to the second through hole 113. The second oil pipe 72 connects the oil cooler 52 to the oil passage 6.

[0133] The oil passage 6 consists of a main passage 60, multiple distribution passages 61-67, and a supply passage 68. These passages 60-68 are, for example, casting holes formed during casting.

[0134] The main passage 60 is located at the upper end of the housing 100. The main passage 60 extends in the left-right direction. The main passage 60 crosses the right end cover 130, the first housing 110, the second housing 120 and the left end cover 140.

[0135] Distribution passages 61 to 67 branch off from the main passage 60. The first distribution passage 61 is formed at the right end of the right end cover 130. The first distribution passage 61 mainly supplies oil to the stator 11b of the drive motor 11 and the first bearing 11d.

[0136] The second distribution passage 62 is formed at the left end of the right end cover 130. The second distribution passage 62 mainly supplies oil to the stator 11b of the drive motor 11.

[0137] The third distribution passage 63 is formed adjacent to the right side of the partition wall 111 of the first housing 110. The third distribution passage 63 mainly supplies oil to the stator 11b of the drive motor 11.

[0138] A fourth distribution passage 64 is formed in the partition wall 121 of the second housing 120. The fourth distribution passage 64 extends downward from the main passage 60 to the vicinity of the motor shaft 11c and the generator shaft 13c. The fourth distribution passage 64 supplies oil to the rotor 11a of the drive motor 11, the second bearing 11e, the third bearing 13d, and the rotor 13a of the generator 13 through the motor shaft 11c and the generator shaft 13c.

[0139] A fifth distribution passage 65 is formed adjacent to the left side of the partition wall 121 of the second housing 120. The fifth distribution passage 65 mainly supplies oil to the stator 13b of the generator 13.

[0140] The sixth distribution passage 66 is formed in the middle of the left and right sides of the second housing 120. The sixth distribution passage 66 mainly supplies oil to the stator 13b of the generator 13.

[0141] The seventh distribution passage 67 is formed at the left end cover 140. The seventh distribution passage 67 mainly supplies oil to the stator 13b and the fourth bearing 13e of the generator 13.

[0142] Supply passage 68 is formed in partition wall 111 of first housing 110. For example... Figure 4 As shown, a supply passage 68 is formed directly above the motor shaft 11c. The supply passage 68 supplies oil to the main passage 60. The upper end of the supply passage 68 is connected to the main passage 60. The supply passage 68 also extends downwards from the main passage 60. The lower end of the supply passage 68 is located above the motor shaft 11c and near the outer periphery of the rotor 11a of the drive motor 11. The supply passage 68 supplies oil to the rotor 11a of the drive motor 11 and also supplies oil to the reducer 12.

[0143] A connecting hole 681 is formed in the middle of the supply passage 68. The connecting hole 681 opens to the left, facing the left surface of the partition wall 111. The second oil pipe 72 is connected to the connecting hole 681.

[0144] The oil discharged by the oil pump 51 flows in the order of the first oil pipe 71, the oil cooler 52, and the second oil pipe 72, and flows into the supply passage 68. The oil flows from the supply passage 68 to the main passage 60, and is supplied to the drive motor 11, the reducer 12, and the generator 13 through the various distribution passages 61 to 67 or from the supply passage 68, respectively.

[0145] (Detailed structure of the oil pipeline)

[0146] The oil supply system 5 includes an oil passage 6 and an oil pipe 7. The oil pipe 7 transports oil from the lower part to the upper part inside the housing 100. By installing the oil pipe 7, which is separate from the housing 100, into the housing 100, an oil supply path can be easily formed.

[0147] like Figure 4 and Figure 5 As shown, the oil pipe 7 is located within the housing 100 between the drive motor 11 and the generator 13. The reducer 12 is also located between the drive motor 11 and the generator 13. Since the positions of the first shaft 12d and the second shaft 12e are offset in the vertical and horizontal directions, when viewed from left to right, the reducer 12 extends diagonally downward from the height of the motor shaft 11c at a position further back than the motor shaft 11c.

[0148] The outer periphery of both the drive motor 11 and the generator 13 is a circular shape centered on the motor shaft 11c and the generator shaft 13c, respectively. Furthermore, the drive motor 11 and the generator 13 have the same diameter. A portion of the outer periphery of the housing 100 is an arc shape centered on the motor shaft 11c and the generator shaft 13c.

[0149] The reducer 12 is located rearwardly offset from the motor shaft 11c. Therefore, as Figure 4 As shown, in the second chamber 102 between the drive motor 11 and the generator 13, there is an empty space in front of the motor shaft 11c. The empty space is relatively large due to the arc-shaped outer periphery of the housing 100. At least a portion of the oil pipe 7, more precisely, the second oil pipe 72, is located in the large empty space. When viewed from left to right inside the housing 100, the second pipe 72 is located at the position coinciding with the drive motor 11.

[0150] The first oil pipe 71 is located below the motor shaft 11c and the first gear 12a. The first oil pipe 71 is also located in the empty space of the second chamber 102, away from the reducer 12. When viewed from left to right inside the housing 100, the first pipe 71 is also located at the position that coincides with the drive motor 11.

[0151] The first oil pipe 71 and the second oil pipe 72 are disposed around the motor shaft 11c. At least a portion of the oil pipe 7 is located on the opposite side of the reducer 12 in the longitudinal direction, across the motor shaft 11c. The longitudinal direction is an example of a second direction. The second direction is a direction orthogonal to the first direction, which is the direction of the motor shaft 11c. However, the second direction is not limited to the longitudinal direction.

[0152] In this drive unit P, there is ample space for the oil pipe 7. This structure facilitates the assembly of the oil pipe 7 during the manufacturing of the drive unit P.

[0153] In addition, the oil pipe 7 is divided into a first oil pipe 71 and a second oil pipe 72, which increases the flexibility of the layout of the oil accumulation section 105, the oil cooler 52 and the oil passage 6.

[0154] (First oil pipeline)

[0155] like Figure 7 As shown, the first oil pipe 71 is composed of a pipe-shaped body 710, a first flange 711, and a second flange 712. The first and second ends of the body 710 are bent. The first flange 711 is fixed to the first end of the body 710, and the second flange 712 is fixed to the second end of the body 710. The mounting surface of the first flange 711 faces to the right. The mounting surface of the second flange 712 also faces to the right.

[0156] The first end of the first oil pipe 71 is located below the first shaft 12d of the reducer 12. This first end is the inlet end. For example... Figure 6 As shown, the first flange 711 secures the first end to the side wall 114 of the first housing 110. The side wall 114 is a wall that divides the inner and outer parts of the first housing 110 at the lower part of the first housing 110. The side wall 114 is offset to the left relative to the partition wall 111.

[0157] A recess 115 is provided in the side wall 114. The recess 115 is recessed from right to left outside the first housing 110. The oil pump 51 is fixed to the first housing 110 with a portion of it housed within the recess 115.

[0158] Two connecting holes 116 and 117 are formed in the side wall 114. The two connecting holes 116 and 117 connect the inside and outside of the outer casing 100. The two connecting holes 116 and 117 extend in the left and right directions and penetrate the side wall 114.

[0159] An oil pump 51 suction port is connected to an opening on the outside of the housing 100 of the first connection hole 116. A filter 53 is connected to an opening on the inside of the housing 100 of the first connection hole 116. The oil pump 51 draws oil from the oil accumulation section 105 through the suction port via the filter 53 and the first connection hole 116.

[0160] The outlet of the oil pump 51 is connected to the opening on the outside of the housing 100 of the second connection hole 117. The first end of the first oil pipe 71 is connected to the opening on the inside of the housing 100 of the second connection hole 117.

[0161] The opening on the inner side of the housing 100 of the second connecting hole 117 opens to the left. The first flange 711 has an insertion end 713. (As shown...) Figure 7 As shown, the insertion end 713 is inserted into the opening of the second connecting hole 117 in a left-to-right direction. The right-facing mounting surface of the first flange 711 contacts the left-facing surface of the side wall 114. The first flange 711 is fastened to the side wall 114 by bolts 715 (see reference). Figure 4 or Figure 6 The first end of the first oil pipe 71 is connected to the outlet of the oil pump 51 through the second connecting hole 117.

[0162] like Figure 4 As shown, the second end of the first oil pipe 71 is located below the motor shaft 11c. The second end is the outlet end. The second flange 712 fixes the second end to the partition wall 111 of the first housing 110.

[0163] As described above, a first through hole 112 is formed in the partition wall 111. The first through hole 112 is connected to the oil inlet of the oil cooler 52. Figure 7 As shown by the dashed line, the opening on the inner side of the outer shell 100 of the first through hole 112 opens to the left.

[0164] The second flange 712 has an insertion end 714. The insertion end 714 is inserted into the opening of the first through hole 112 in a left-to-right direction. The right-facing mounting surface of the second flange 712 contacts the left-facing surface of the partition wall 111. The second flange 712 is fastened to the partition wall 111 by bolts 716 (see reference). Figure 4 The second end of the first oil pipe 71 is connected to the oil inlet of the oil cooler 52 through the first through hole 112.

[0165] The insertion end 713 of the first flange 711 and the insertion end 714 of the second flange 712 of the first oil pipe 71 are respectively inserted into the left-opening holes 117 and 112 formed in the housing 100, thereby installing the first oil pipe 71 into the housing 100. When manufacturing the drive unit P, the operator simply inserts the two insertion ends 713 and 714 of the first oil pipe 71 into the openings of holes 117 and 112 from left to right. This structure facilitates the assembly of the drive unit P. Furthermore, here, the left-right, front-back, and up-down directions are set based on the state of the drive unit P mounted on the vehicle 1, and the assembly direction is also based on this reference. However, the left-right, front-back, and up-down directions during the assembly of the drive unit P are not limited to being the same as those when the drive unit P is mounted on the vehicle 1. For example, when assembling the drive unit P, if the first housing 110 is placed longitudinally, the holes 117 and 112 open upwards, so the two insertion ends 713 and 714 of the first oil pipe 71 can also be inserted into the openings of the holes 117 and 112 in a downward direction.

[0166] Furthermore, during the manufacture of the drive unit P, the operator installs the oil pump 51 onto the housing 100 by connecting the outlet of the oil pump 51 to the first connection hole 116, and installs the first oil pipe 71 onto the housing 100 as described above. The oil pump 51 is not directly connected to the first oil pipe 71, thus improving the operability of the assembly.

[0167] Here, as Figure 4 As shown, when viewed from left to right, the second end of the first oil pipe 71 is positioned above and in front of the first end. Additionally, as... Figure 5 or Figure 7 As shown, when viewed from front to back, the second end of the first oil pipe 71 is located to the right of the first end. The first and second ends of the first oil pipe 71 are offset vertically and horizontally. The main body 710 of the first oil pipe 71 is bent at a midpoint relative to the vertical direction and also at a midpoint relative to the horizontal direction. By bending the main body 710, interference with the reinforcing rib 124 of the first protrusion 122, which extends radially outward from the first protrusion 122, is avoided (see reference). Figure 4 (Imaginary line).

[0168] (Second oil pipeline)

[0169] like Figure 7As shown, the second oil pipe 72 is composed of a pipe-shaped body 720, a first flange 721, and a second flange 722. The first and second ends of the body 720 are bent. The first flange 721 is fixed to the first end of the body 720, and the second flange 722 is fixed to the second end of the body 720. The mounting surface of the first flange 721 faces to the right. The mounting surface of the second flange 722 also faces to the right.

[0170] like Figure 4 As shown, the first end of the second oil pipe 72 is located below and in front of the motor shaft 11c. The first end is the inlet end. The first flange 721 fixes the first end to the partition wall 111 of the first housing 110.

[0171] As described above, a second through hole 113 is formed in the partition wall 111. The second through hole 113 is connected to the oil outlet of the oil cooler 52. Figure 7 As shown by the dashed line, the opening on the inner side of the outer shell 100 of the second through hole 113 opens to the left.

[0172] The first flange 721 has an insertion end 723. The insertion end 723 is inserted into the opening of the second through hole 113 in a left-to-right direction. The right-facing mounting surface of the first flange 721 contacts the left-facing surface of the partition wall 111. The first flange 721 is fastened to the partition wall 111 by bolts 725 (see reference). Figure 4 The first end of the second oil pipe 72 is connected to the oil outlet of the oil cooler 52 through the second through hole 113.

[0173] The second end of the second oil pipe 72 is located above the motor shaft 11c. The second end is the outlet end. The second flange 722 fixes the second end to the partition wall 111.

[0174] As described above, a supply passage 68 and a communication hole 681 communicating with the supply passage 68 are formed in the partition wall 111. The communication hole 681 opens to the left on the left surface of the partition wall 111.

[0175] The second flange 722 has an insertion end 724. The insertion end 724 is inserted into the opening of the connecting hole 681 in a left-to-right direction. The right-facing mounting surface of the second flange 722 contacts the left-facing surface of the partition wall 111. The second flange 722 is fastened to the partition wall 111 by bolts 726 (see reference). Figure 4 The second end of the second oil pipeline 72 is connected to the supply passage 68 through the connecting hole 681.

[0176] The second oil pipe 72 is also inserted into the left-opening holes 113 and 681 formed in the housing 100 through the insertion end 723 of the first flange 721 and the insertion end 724 of the second flange 722, respectively, thereby being installed in the housing 100. When manufacturing the drive unit P, the operator simply inserts the two insertion ends 723 and 724 of the second oil pipe 72 into the openings of holes 113 and 681 from left to right. This structure facilitates the assembly of the drive unit P. Furthermore, similarly to the above, the left-right, front-back, and up-down orientations during the assembly of the drive unit P are not limited to the left-right, front-back, and up-down orientations as they are when the drive unit P is mounted on the vehicle 1.

[0177] Here, as Figure 4 As shown, when viewed from left to right, the second end of the second oil pipe 72 is positioned above and behind the first end. Additionally, as... Figure 5 or Figure 7 As shown, when viewed from front to back, the first and second ends of the second oil conduit 72 are located at the same position in the left-right direction. The main body 720 of the second oil conduit 72 extends in a straight line. Because the main body 720 is straight, the length of the second oil conduit 72 is minimized. The flow resistance of the second oil conduit 72 is reduced. In addition, the straight shape of the second oil conduit 72 results in high formability.

[0178] Furthermore, the oil pipeline 7 is not limited to a structure divided into a first oil pipeline 71 and a second oil pipeline 72. There can be one oil pipeline 7. Alternatively, the oil pipeline 7 can be divided into three or more oil pipelines.

[0179] (Wiring harness for oil temperature sensor)

[0180] As described above, an oil temperature sensor 54 is provided in the oil accumulation section 105. A wiring harness 55 connected to the oil temperature sensor 54 is disposed in the second chamber 102. More specifically, the wiring harness 55 is disposed within the first housing 110 in a manner that follows the arc-shaped outer periphery. Thus, the wiring harness 55 can be disposed at a position away from the reducer 12. Even in the event of an adverse condition such as the wiring harness 55 being cut, it is possible to prevent the wiring harness 55 from being entangled in the reducer 12.

[0181] Additionally, a first oil pipe 71 and a second oil pipe 72 are connected between the wiring harness 55 and the reducer 12. For example... Figure 5 or Figure 7 As shown, the first oil pipe 71 and the second oil pipe 72 are respectively arranged so that they stand upright from the partition wall 111 at both ends of the main bodies 710 and 720. Therefore, even if a malfunction occurs in the wiring harness 55, the wiring harness 55 will not interfere with the first oil pipe 71 or the second oil pipe 72. As a result, it is possible to more effectively prevent the wiring harness 55 from getting caught in the reducer 12.

Claims

1. A drive device for a vehicle, characterized by comprising: have: An electric motor for driving a vehicle, the electric motor having a motor shaft extending in a first direction orthogonal to the vertical direction; A generator located to the side of the motor in the first direction and generating electricity to be supplied to the motor; A speed reducer is located between the motor and the generator in the first direction and meshes with the motor shaft to reduce the output of the motor; as well as A housing that encloses the electric motor, the speed reducer, and the generator. Above the motor shaft, an oil passage is integrally formed with the housing, which supplies oil to the motor, the reducer, and the generator respectively. The outer casing has an oil retention section in its lower part inside the casing for the oil to accumulate. The vehicle drive unit also includes an oil pipe installed within the housing and supplying oil from the oil accumulator to the oil passage. The speed reducer is located offset from the motor shaft in a second direction orthogonal to the first direction between the motor and the generator. In the first direction, the oil pipe is located between the electric motor and the generator, and in the second direction, at least a portion of the oil pipe is located on the side opposite to the reducer, across the motor shaft. When viewed from the first direction, at least a portion of the oil pipeline is configured to coincide with the electric motor. The housing has a first partition wall located between the motor and the reducer, which divides the interior of the housing into multiple chambers. The oil accumulation section is formed in the lower part of the chamber. It also includes an oil pump, which is installed at the lower part of the housing, to draw in oil from the oil accumulation section and discharge it from the outlet. A portion of the oil passage is formed in the first partition wall, and a connecting hole connected to the oil passage opens in the first partition wall toward the first direction. The oil pipe has a first insertion end that is inserted into the opening of the communicating hole in the first direction. The oil pipeline has a second insertion end, which is connected to the outlet of the oil pump.

2. The vehicle drive device according to claim 1, characterized in that, The oil pump is installed outside the housing. A connection hole for connecting to the outlet is formed in the housing in such a way that it penetrates both the inside and outside of the housing, and the connection hole opens inside the housing toward the first direction. The second insertion end is inserted into the opening of the connection hole along the first direction.

3. The vehicle drive unit according to claim 1 or 2, characterized in that, It also includes an oil cooler, which is installed outside the housing and cools the oil between the oil accumulation section and the oil passage. The oil pipeline is divided into a first oil pipeline and a second oil pipeline. The first oil pipe connects the oil retention section to the oil cooler. The second oil pipe connects the oil cooler to the oil passage.

4. The vehicle drive unit according to claim 3, characterized in that, The oil cooler is located on the opposite side of the reducer in the second direction, across the motor shaft, and is positioned below the motor shaft. The second oil pipe extends straight from the connection point with the oil cooler to the connection point with the oil passage.

5. The vehicle drive unit according to claim 3, characterized in that, The housing also has a second partition wall located between the reducer and the generator. The second partition wall has a first protrusion protruding from the second partition wall toward one side of the reducer, the first protrusion being used to retain the bearing supporting the motor shaft. The first protrusion has ribs extending radially outward from the first protrusion. The main body of the first oil pipeline bends at a midpoint relative to the vertical direction and also bends at a midpoint relative to the first direction.

6. The vehicle drive unit according to claim 3, characterized in that, An oil temperature sensor is installed in the oil accumulation section. The wiring harness connected to the oil temperature sensor is arranged inside the housing in a manner that follows the arc-shaped outer periphery.

7. The vehicle drive unit according to claim 6, characterized in that, The first oil pipe and the second oil pipe are inserted between the wiring harness and the reducer. The first oil pipe and the second oil pipe are respectively arranged so that they stand upright from the first partition wall at both ends of their respective main bodies.

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