Vehicle drive device

Abstract

The invention relates to a vehicle drive device. A cooling fluid path forming member (38) is disposed in the first housing chamber (E1) so as to be in contact with at least one of the inverter module (INV) and the power supply module (PWR), a first cooling fluid path (301) through which a cooling fluid flows is formed inside the cooling fluid path forming member (38), and a second cooling fluid path (302) through which the cooling fluid flows is formed inside the wall of the case (9). The first cooling fluid path (301) and the second cooling fluid path (302) are connected inside the first housing chamber (E1).

Description

TECHNICAL FIELD

[0001] The present application relates to a vehicle drive device. BACKGROUND

[0002] In Japanese Patent Application Publication No. 2019-170077, a vehicle drive device (1) is disclosed that includes a rotary electric machine (rotor (20), stator (30)) that serves as a driving source of a wheel (803, 804), a drive control device (131) that drives and controls the rotary electric machine, a charger (136) that charges a vehicle-mounted battery (805) connected to the rotary electric machine via the drive control device (131) with electric power supplied from an external power source (900), and a housing (10) that accommodates the rotary electric machine, the drive control device (131), and the charger (136). In the housing (10), a first accommodation chamber that accommodates the rotary electric machine is formed on a lower side in an up-down direction (Z) in a vehicle-mounted posture in which the vehicle drive device (1) is mounted on a vehicle, and a second accommodation chamber that accommodates the drive control device (131) and the charger (136) is formed on an upper side. The first accommodation chamber is formed inside a circumferential wall portion (10b) of the housing (10) that is cylindrical. The second accommodation chamber is formed inside a square column portion (10e) that is a square column adjacent to the upper side of the up-down direction (Z) of the circumferential wall portion (10b) as a rectangular box-shaped space on a radially outer side of the circumferential wall portion (10b). The square column portion (10e) includes a wall portion, a bottom portion (lower bottom portion), and an upper bottom portion, and the bottom portion is in contact with the circumferential wall portion (10b) that is cylindrical. A cooling flow path through which a cooling fluid flows is formed along one wall portion of the square column portion (10e), the bottom portion, and the circumferential wall portion (10b), and a cooling portion (60) is formed by the cooling flow path.

[0003] The flow inlet (16) through which the cooling fluid flows into the cooling flow path, and the flow outlet (17) through which the cooling fluid flows out are provided in the one wall portion of the square column portion (10e). The cooling flow path is formed so as to extend linearly from the flow inlet (16) along the one wall portion of the square column portion (10e) to the bottom portion of the square column portion (10e), and after extending linearly along the bottom portion, extend in a manner of encircling the peripheral wall portion (10b), turn back before reaching the square column portion (10e), and extend along the peripheral wall portion (10b), the bottom portion, the wall portion, and reach the flow outlet (17). In the flow path of the cooling fluid, heat exchange is performed between the flow inlet (16) and the drive control device (131) on the side close to the flow inlet (16), that is, on the upstream side of the flow path of the cooling fluid, heat exchange is performed between the middle stream region and the rotary electric machine, and heat exchange is performed between the flow outlet (17) and the charger (136) on the side close to the flow outlet (17), that is, on the downstream side of the flow path of the cooling fluid. The drive control device (131) that generates heat when the rotary electric machine is driven is efficiently cooled by the cooling fluid that is cold on the upstream side. The charging of the vehicle-mounted battery (805) by the external power supply (900) is performed during the vehicle is stopped, so the temperature of the cooling fluid is not likely to rise due to heat exchange with the drive control device (131) and the rotary electric machine. Therefore, the charger (136) is appropriately cooled even if it is provided on the downstream side of the flow path of the cooling fluid.

[0004] Patent Literature 1: Japanese Patent Application Laid-Open (JP A) No. 2019-170077

[0005] The vehicular drive device disclosed in the above-described document has a cooling structure that can efficiently cool a plurality of cooling targets. However, the cooling flow path is formed in a manner of turning back around the housing and substantially winding two turns thereof, so the path of the cooling flow path is long, and the pressure loss when the cooling fluid is supplied to the cooling flow path is also likely to be large. In addition, in the vehicular drive device, the space occupied by the cooling flow path is also large, so there is room for improvement in terms of space efficiency. SUMMARY

[0006] In view of the above-described background, it is desirable to provide a vehicular drive device that can reduce the installation space and the pressure loss, appropriately form a flow path of a cooling fluid, and appropriately cool cooling targets.

[0007] The vehicle drive device according to the present application is a vehicle drive device that includes: a rotary electric machine; an output member that is drivingly connected to a wheel; a power transmission mechanism that transmits driving force between the rotary electric machine and the output member; an inverter module that is used to drive control the rotary electric machine; a power supply module that is electrically connected to a vehicle-mounted battery and includes at least one of a voltage conversion circuit that performs voltage conversion of the vehicle-mounted battery, a charging circuit that is used to perform charging of the vehicle-mounted battery from an external power supply, and a power supply circuit that is used to perform power supply from the vehicle-mounted battery to the outside; and a housing that includes a first accommodation chamber that accommodates the inverter module and the power supply module, and a second accommodation chamber that accommodates the rotary electric machine and the power transmission mechanism, wherein a cooling fluid path forming member is disposed in the first accommodation chamber in contact with at least one of the inverter module and the power supply module, a first cooling fluid path in which a cooling fluid flows is formed inside the cooling fluid path forming member, a second cooling fluid path in which the cooling fluid flows is formed inside a wall of the housing, and the first cooling fluid path and the second cooling fluid path are connected inside the first accommodation chamber.

[0008] According to the present structure, the cooling fluid path inside the cooling fluid path forming member, that is, the first cooling fluid path, and the cooling fluid path inside the wall of the housing, that is, the second cooling fluid path, are connected inside the first accommodation chamber. Therefore, it is easy to form the cooling fluid path to be short, and it is easy to achieve reduction in pressure loss of the cooling fluid path. In addition, it is also easy to achieve simplification of the connection work of the first cooling fluid path and the second cooling fluid path. That is, according to the present structure, it is possible to reduce the installation space and the pressure loss and to appropriately form the flow path of the cooling fluid, and it is possible to appropriately cool the cooling object.

[0009] Further features and advantages of the vehicle drive device will become apparent from the following description of exemplary and non-limiting embodiments with reference to the attached drawings. BRIEF DESCRIPTION OF DRAWINGS

[0010] Figure 1 is a schematic exploded perspective view of a vehicle drive device.

[0011] Figure 2 is a schematic view of a drive unit.

[0012] Figure 3 is a schematic control block diagram of a vehicle drive device.

[0013] Figure 4 is a view schematically showing a refrigerant circuit and a cooling water circuit.

[0014] Figure 5 is a perspective view schematically showing one example of a circuit module.

[0015] Figure 6 is an exploded perspective view showing a specific example of the vehicle drive device.

[0016] Figure 7 is an external perspective view showing a specific example of the vehicle drive device.

[0017] Figure 8 is a schematic cross-sectional view of the first housing chamber and the second housing chamber through the partition wall.

[0018] Figure 9 is a perspective view schematically showing one example of the connection form of the cooling water module, the oil cooler, and the partition wall.

[0019] Figure 10 is a schematic cross-sectional view of the first housing chamber and the second housing chamber through the partition wall in another configuration of the vehicle drive device.

[0020] Figure 11 is a schematic cross-sectional view of the first housing chamber in plan view in another configuration of the vehicle drive device. DETAILED DESCRIPTION

[0021] Hereinafter, an embodiment of a vehicle drive device will be described with reference to the drawings. The vehicle drive device 100 of the present embodiment suppresses the increase in size and appropriately configures a thermal management system of a vehicle with the vehicle drive device 100 as the core. For example, in small vehicles such as A-class vehicles in Europe and light cars in Japan, it is sought to miniaturize / weight-reduce the on-vehicle components as much as possible to improve the mounting efficiency, with the vehicle drive device 100 as the representative. For example, it is preferable to shorten the length of the connection components such as wiring and piping by arranging the on-vehicle components close to each other or the like, and to reduce the wiring and piping by integrating different devices.

[0022] In addition, the cooling water of the driving source of the wheels and the like, and the devices generating heat in the vehicle is cooled by the radiator, but in order to be cooled by the running wind, the radiator is usually arranged at the front of the vehicle. In addition, in a small vehicle such as a Class A vehicle, in order to secure the interior space for the passengers, in many cases, it is front-wheel drive, and the driving source of the wheels is also arranged at the front of the vehicle. In addition, in a vehicle equipped with a vehicle air conditioner that performs refrigeration, heating, and the like, many parts of the flow path through which the refrigerant used in the vehicle air conditioner flows, and the functional components that perform heat exchange are arranged at the front of the vehicle. In particular, regarding heating, in the existing vehicle in which an internal combustion engine is used as the driving source of the wheels, it is easy to use the internal combustion engine as a heat source, but in a vehicle such as an electric vehicle that does not have an internal combustion engine, there is no such heat source, and heating is performed by a dedicated heat pump, and compared to a method of using the waste heat of the internal combustion engine, there is a tendency that the components to be mounted also increase. By appropriately routing the above-mentioned vehicle components in the limited space at the front of the vehicle, the available space such as the passenger compartment can be expanded. The vehicle drive device 100 of the present embodiment integrally configures the functional components that perform heat management using cooling water and refrigerant with the vehicle drive device 100.

[0023] In addition, the "cooling water" that performs heat exchange with the cooling target to cool the cooling target can also be another liquid such as "oil", another gas, and if they are collectively referred to, it can be referred to as "cooling fluid". Furthermore, the "cooling fluid" including the "cooling water" is also so-called "refrigerant". However, in the present specification, the fluid that moves heat in order to realize both the functions of refrigeration and heating in the vehicle air conditioner is referred to as "refrigerant", and "cooling water (cooling fluid)" and "refrigerant" are used and described differently. Of course, it is not excluded that the "cooling water" and the "refrigerant" are the same kind of "fluid".

[0024] Hereinafter, a preferred embodiment of the vehicle drive device 100 that explains such a vehicle drive device 100 will be described, but first, the function as a drive unit TA for driving the wheels W will be described.

[0025] Furthermore, in this specification, "drive connection" refers to a state in which two rotating components are connected in a manner capable of transmitting driving force. This includes a state in which the two rotating components are connected in a manner that allows them to rotate as a whole, or a state in which the two rotating components are connected via one or more transmission components in a manner capable of transmitting driving force. Such transmission components include various components that transmit rotation at the same speed or at varying speeds, such as shafts, gear mechanisms, belts, chains, etc. Additionally, transmission components may also include engagement devices that selectively transmit rotation and driving force, such as friction engagement devices, meshing engagement devices, etc. However, regarding the rotating components of a planetary gear mechanism, when referred to as "drive connection," it means a state in which they are driven connected without being via other rotating components of the planetary gear mechanism. Furthermore, in this specification, "rotation as a whole" means a situation in which they rotate as a whole, whether they can be separated or not. That is, multiple components that rotate as a whole can be formed integrally from the same component, or they can be composed of different components and integrated through welding, spline joints, etc. Furthermore, in this specification, regarding the configuration of the two components, "overlapping when viewed from a specific direction" means that when an imaginary line parallel to the line of sight is moved in directions orthogonal to the imaginary line, the area where the imaginary line intersects with both components exists at least partially.

[0026] like Figure 1 Schematic exploded three-dimensional diagram, Figure 2 As shown in the schematic diagram, the vehicle drive unit 100 includes: a rotary motor MG with a rotor 12, an output component that is driven and connected to the wheels W, and a power transmission mechanism GT that transmits driving force between the rotary motor MG and the output component. As described later, the direction along the rotation axis A of the rotor 12 is defined as the axial direction L, and the power transmission mechanism GT is disposed on one side of the axial direction L, i.e., the first axial side L1, relative to the rotor 12. Although details will be described later, the rotary motor MG is the driving force source of the vehicle, and the power transmission mechanism GT includes a reducer 6 and a differential gear mechanism 5. Specifically, the vehicle drive unit 100 of this embodiment includes: a rotary motor MG having a rotor 12; a pair of output members that are driven and connected to the wheels W respectively; a reducer 6 that reduces the rotation of the rotor shaft 13; a differential gear mechanism 5 that distributes the driving force from the rotary motor MG transmitted to the differential input member (differential housing 50) via the reducer 6 to the pair of output members; and a housing 9 that forms a housing chamber (second housing chamber E2 described later) for housing the rotary motor MG, the reducer 6 and the differential gear mechanism 5.

[0027] The rotary electric machine MG and the power transmission mechanism GT correspond to the "drive unit TA" of the vehicle drive device 100. Also, at least a part of the output member can be included in the drive unit TA. The housing 9 houses at least the drive unit TA including the rotary electric machine MG and the power transmission mechanism GT, and supports the inverter module INV, the power supply module PWR, and the refrigerant circuit module 2 described later. Also, the "support" is not limited to the case where the housing 9 is used, and includes a state where the inverter module INV, the power supply module PWR, and the refrigerant circuit module 2 are supported by the inner surface of the housing 9. That is, at least one or more of the inverter module INV, the power supply module PWR, and the refrigerant circuit module 2 can be housed in the housing 9.

[0028] The pair of wheels W includes a first wheel Wl and a second wheel W2, the first wheel Wl being drivingly connected to the first drive shaft DS 1, and the second wheel W2 being drivingly connected to the second drive shaft DS2. In the present embodiment, the output gear of the differential gear mechanism 5, that is, the pair of side gears 52 includes a first side gear 53 and a second side gear 54. The first side gear 53 is drivingly connected to the first drive shaft DS 1 via a joint shaft J, and the second side gear 54 is drivingly connected to the second drive shaft DS2. For example, the first side gear 53 and the joint shaft J are connected by spline coupling, and the second side gear 54 and the second drive shaft DS2 are also connected by spline coupling. The above-mentioned connection portion is a spline engagement portion 59. The output member is, for example, the above-mentioned spline engagement portion 59. Also, the output member can be the first side gear 53, the second side gear 54, the first drive shaft DS 1, the second drive shaft DS2, the joint shaft J.

[0029] In the following description, as described above, the direction along the rotation axis A of the rotor 12 is designated as "axial direction L". Furthermore, one side of axial direction L is designated as "axial first side L1", and the other side of axial direction L is designated as "axial second side L2". In this embodiment, the rotary motor MG, the reducer 6, and the differential gear mechanism 5 are arranged coaxially from the axial second side L2 toward the axial first side L1 in the described order. The vehicle drive unit 100 of this embodiment is a single-shaft structure. The shaft (rotation axis A) on which the rotary motor MG, the reducer 6, and the differential gear mechanism 5 are arranged is the rotation axis A of the vehicle drive unit 100, and also the rotation axis of the rotary motor MG, the reducer 6, and the differential gear mechanism 5. Additionally, the direction orthogonal to the rotation axis A of the rotor 12 is designated as "radial direction". Furthermore, in the radial direction, the side of the rotation axis A of the rotor 12 is designated as "radial inner side", and its opposite side as "radial outer side". Furthermore, in the vehicle-mounted state where the vehicle drive unit 100 is mounted on a vehicle, the direction along the vertical direction is designated as the "vertical direction Z", the upper part is designated as the "upper side Z1 of the vertical direction Z", and the lower part is designated as the "lower side Z2 of the vertical direction Z". When the vehicle drive unit 100 is horizontally mounted on the vehicle, one radial direction is consistent with the vertical direction Z. In addition, the direction orthogonal to the axis L and the vertical direction Z is designated as the "front-rear direction H", one side of the front-rear direction H is designated as the "first front-rear side H1", and the other side is designated as the "second front-rear side H2". In this embodiment, the first front-rear side H1 is the front side of the vehicle 10, and the second front-rear side H2 is the rear side. In addition, the axis L corresponds to the "width direction" of the vehicle 10.

[0030] like Figure 1 As shown, the vehicle drive unit 100 also includes an inverter module INV, a power supply module PWR, and a refrigerant circuit module 2. The inverter module INV is the circuit module that drives and controls the rotary motor MG. Figure 3 As shown, the power module PWR includes at least one of the following: a converter 61 (voltage conversion circuit) electrically connected to the vehicle battery BT and performing voltage conversion of the vehicle battery BT; a charging circuit electrically connected to the vehicle battery BT and used for charging the vehicle battery BT from an external power source 60; and a power supply circuit electrically connected to the vehicle battery BT and used for supplying power from the vehicle battery BT to the outside. Furthermore, in this embodiment, a configuration is shown that includes a charging power supply circuit 62 with bidirectional functions of charging the vehicle battery BT and supplying power from the vehicle battery BT. That is, the charging power supply circuit 62 has the functions of both a charging circuit and a power supply circuit. Additionally, in this embodiment, as... Figure 5 As shown, a high-voltage circuit unit 4 is formed, comprising an inverter module INV and a power supply module PWR. The refrigerant circuit module 2 constitutes a refrigerant circuit 20 that circulates the refrigerant used in the air conditioner (see reference). Figure 4At least a part of ).

[0031] In addition, in this embodiment, the housing 9 includes: a first storage chamber E1 for storing the inverter module INV and the power module PWR (i.e., the high voltage circuit unit 4), and a second storage chamber E2 for storing the rotary motor MG and the power transmission mechanism GT (i.e., the drive unit TA).

[0032] like Figure 1 As shown, the housing 9 includes: a housing body 90, which serves as the core of the first housing chamber E1 and the second housing chamber E2, and three cover components (first cover 93, second cover 94, and third cover 95). The housing body 90 has a first housing portion 91 and a second housing portion 92. The first housing portion 91 forms the first housing chamber E1, which houses the inverter module INV and the power module PWR. The second housing portion 92 forms the second housing chamber E2, which houses the rotary motor MG and the power transmission mechanism GT. Regarding the function of the "drive unit TA" that drives the wheels W, the power module PWR may not necessarily be mounted on the vehicle drive unit 100. In this case, the first housing portion 91 can also be referred to as the housing for housing the inverter module INV.

[0033] In this embodiment, the housing 9 is integrally formed comprising a first storage chamber E1, a second storage chamber E2, and a dividing wall 98 that divides the first storage chamber E1 and the second storage chamber E2. That is, in this embodiment, an example is shown where the first housing portion 91, the second housing portion 92, and the dividing wall 98 are integrally formed from the same component. However, the construction of the housing 9 is not limited to this. The housing 9 may also lack the dividing wall 98, and the first housing portion 91 and the second housing portion 92 may be composed of different components, and integrated by fastening components such as bolts, welding, or the like. When the first housing portion 91 and the second housing portion 92 are composed of different components, at least one component wall exists at the boundary between the first housing portion 91 and the second housing portion 92. When the housing 9 is integrated by combining different components, one or both of these boundary walls may be considered as the dividing wall 98.

[0034] The first housing portion 91 is formed into a rectangular box shape with an opening at the upper side Z1 in the vertical direction Z when mounted in a vehicle. The first housing portion 91 has a peripheral wall portion 96 surrounding the first opening portion 9a and arranged to extend along the vertical direction Z when mounted in a vehicle. The first opening portion 9a is closed by a first cover 93. The first opening portion 9a is the opening of the housing 9 for housing the inverter module INV, and the first cover 93 is a cover that closes the opening portion. In addition, in this embodiment, the first storage chamber E1 and the second storage chamber E2 are arranged along the opening direction X.

[0035] The second housing portion 92 is formed in a cylindrical shape open on both sides in the axial direction L, and has a cylindrical peripheral wall portion 97. The peripheral wall portion 97 surrounds the power transmission mechanism GT from the radially outer side, and corresponds to a portion that surrounds the second accommodation chamber E2 of the housing 9. The opening portion formed on the second side L2 in the axial direction is a second opening portion 9b, and the opening portion formed on the first side LI in the axial direction is a third opening portion 9c. The second opening portion 9b is closed by the second cover 94, and the third opening portion 9c is closed by the third cover 95. Through-holes through which the drive shafts (the first drive shaft DS1 and the second drive shaft DS2) described above pass are formed in the second cover 94 and the third cover 95.

[0036] The rotary electric machine MG functions as a drive power source for a pair of wheels W. As shown in FIG. 1, the rotary electric machine MG is electrically connected to a direct-current power supply, that is, a vehicle-mounted battery BT, composed of a secondary battery, a capacitor, or the like, via an inverter circuit PM. The rotary electric machine MG has a function as a motor (electric motor) that receives supply of electric power from the vehicle-mounted battery BT and generates drive power, and a function as a generator (dynamo) that receives supply of drive power from the pair of wheels W and generates electric power. The rotary electric machine MG generates drive power by power running using electric power stored in the vehicle-mounted battery BT, and charges the vehicle-mounted battery BT by power generation using drive power transmitted from the pair of wheels W. The vehicle-mounted battery BT is a high-voltage direct-current power supply with a rated voltage of about 48 volts to 400 volts. Figure 3

[0037] The vehicle-mounted battery BT supplies electric power to the rotary electric machine MG that is a drive power source for the wheels W, and thus has a large electric power capacity and a large size. For example, the vehicle-mounted battery BT is disposed under the floor of the passenger compartment of the vehicle 10 in order to secure space for the passenger compartment and the like.

[0038] In the present embodiment, the vehicle-mounted battery BT is configured to be charged not only by electric power generated by the rotary electric machine MG but also by electric power supplied from an external power supply 60 such as an alternating-current commercial power supply with a rated voltage of about 100 volts to 240 volts. Therefore, the vehicle-mounted battery BT is configured to be connectable to the external power supply 60 via a charging power supply circuit 62. In the present embodiment, although an example is shown in which the external power supply 60 and the charging circuit 62 are connected by wire, for example, through an external connection port PT provided with a connector or the like. However, the present embodiment is not limited to this example. For example, the external connection port PT can be configured to receive electric power from the external power supply 60 in a non-contact manner such as electromagnetic induction, and supply the electric power to the vehicle-mounted battery BT via the charging power supply circuit 62. In addition, a charging power supply control portion 64 is provided in order to control the charging power supply circuit 62. Figure 3

[0039] ​​In recent years, it is advocated to use the on-vehicle battery BT of an electric vehicle or a hybrid vehicle as an emergency power supply at the time of disaster or the like. In order to be able to use the on-vehicle battery BT as such an emergency power supply, the charge power supply circuit 62 is configured to have a function of a power supply circuit in addition to a function of a charge circuit. Of course, the charge power supply circuit 62 can be configured to have only the function of the charge circuit without considering the use of such an on-vehicle battery BT.

[0040] In addition, in the present embodiment, the on-vehicle battery BT also supplies electric power to a low-voltage direct-current power supply B having a rated voltage of about 12 volts to 24 volts. The low-voltage direct-current power supply B becomes a power source of auxiliary equipment such as a headlamp, a power window, a power steering, a vehicle air conditioner, an electric oil pump of the vehicle 10, and a power source of various control devices in the vehicle 10. In the past, in a general vehicle, the low-voltage direct-current power supply B is charged by electric power generated by an alternator linked to a drive power source (for example, an internal combustion engine) of the vehicle. However, in the present embodiment, the low-voltage direct-current power supply B is configured to be charged by electric power from the on-vehicle battery BT (high-voltage direct-current power supply) having a higher voltage than the low-voltage direct-current power supply B. Thereby, it is also possible not to mount the alternator, and in addition, it is possible to suppress power loss of the drive power source (in the case of the present embodiment, the rotary electric machine MG) of the vehicle accompanying with driving of the alternator.

[0041] Thus, in order to charge the low-voltage direct-current power supply B by electric power of the on-vehicle battery BT, a converter 61 (voltage conversion circuit) that performs voltage conversion of the on-vehicle battery BT is provided. As described above, the rated voltage of the on-vehicle battery BT is higher than the rated voltage of the low-voltage direct-current power supply B, and therefore the converter 61 is configured by, for example, a step-down DC / DC converter. The DC / DC converter includes a non-isolated type such as a chopper type and a charge pump type, and an isolated type using a transformer. In a case where it is desired to electrically insulate a circuit supplied with electric power from the on-vehicle battery BT and a circuit supplied with electric power from the low-voltage direct-current power supply B, the converter 61 can be of the isolated type. The DC / DC converter of the isolated type is configured to include a switching element, and the converter 61 is controlled by a converter control section 63.

[0042] In addition, the vehicle often has an AC power plug (alternating-current power plug) for supplying electric power to a general household appliance or the like. Such an AC power plug is configured to be able to output alternating current having a rated voltage of 100 volts to 200 volts. The alternating current supplied from the AC power plug is generated from the on-vehicle battery BT using an inverter not shown. Such an inverter also corresponds to a voltage conversion circuit, and in a case where the inverter is provided, the inverter and an inverter control section that controls the inverter can also be included in the power supply module PWR.

[0043] Thus, the power supply module PWR has at least one of the converter 61 (voltage conversion circuit) that is electrically connected to the vehicle battery BT and performs voltage conversion of the vehicle battery BT, a charging circuit for performing charging of the vehicle battery BT from the external power supply 60, and a power supply circuit for performing power supply from the vehicle battery BT to the outside. In the present embodiment, the above charging and power supply control section 64 and the converter control section 63 are also included in the power supply module PWR.

[0044] As Figure 2 shown, the rotary electric machine MG has a stator 11 fixed to the housing 9, and a rotor 12 linked to the rotor shaft 13 so as to rotate integrally with the rotor shaft 13. The rotary electric machine MG is an internal rotor type rotary electric machine, and the rotor 12 is disposed on the radially inner side of the stator 11. The rotary electric machine MG is a rotating magnetic field type rotary electric machine, and the stator 11 includes a stator core 11a and a stator coil 11b wound around the stator core 11a. In addition, the rotor 12 includes a rotor core 12a and a permanent magnet (not shown) fixed to the rotor core 12a. The rotor shaft 13 is formed in a cylindrical shape coaxial with the rotor core 12a, and a sun gear SG of a planetary gear mechanism constituting the reduction gear 6 is disposed on the outer peripheral side of the rotor shaft 13 on the axially first side LI in such a manner as to rotate integrally with the rotor shaft 13. As will be described later, the sun gear SG is an input member of the reduction gear 6.

[0045] As Figure 3 shown, the rotary electric machine MG is driven and controlled by the rotary electric machine control section 17 based on a target torque of the rotary electric machine MG set in accordance with an instruction from a higher-level control device, i.e., the vehicle control device 300. The rotary electric machine control section 17 performs switching control of an inverter circuit PM composed of a plurality of switching elements, and causes the inverter circuit PM to convert electric power between direct current and multiphase (three-phase in the present embodiment) alternating current. The operating voltage of the rotary electric machine control section 17 is about 3.3 volts to 5 volts, the input and output voltage of the inverter circuit PM is about 48 volts to 400 volts, and the voltage of a switching control signal of the switching elements constituting the inverter circuit PM is about 15 volts to 24 volts. Therefore, a driver 18 that amplifies the voltage of the switching control signal output from the rotary electric machine control section 17, increases the driving force, and supplies the inverter circuit PM is provided between the rotary electric machine control section 17 and the inverter circuit PM.

[0046] The inverter circuit PM is configured with a plurality of switching elements. The inverter circuit PM has a plurality of (in this embodiment, three) sets of an alternating current single-phase arm configured with a series circuit of an upper-stage switching element on the positive side and a lower-stage switching element on the negative side of direct current. A freewheeling diode that takes a direction from the negative to the positive (a direction from the lower stage to the upper stage) as a forward direction is provided for each switching element. It is preferable that the switching elements be power semiconductor elements such as an IGBT (Insulated Gate Bipolar Transistor), a power MOSFET (Metal Oxide Semiconductor Field Effect Transistor), a SiC-MOSFET (Silicon Carbide-Metal Oxide Semiconductor FET), a SiC-SIT (SiC-Static Induction Transistor), and a GaN-MOSFET (Gallium Nitride-MOSFET). In this embodiment, the inverter circuit PM is configured as a power module in which the switching elements are integrated with the freewheeling diodes.

[0047] When the rotating electrical machine MG is driven, a large current flows to the switching elements that configure the inverter circuit PM, and the switching elements generate heat. Therefore, the inverter circuit PM that has a plurality of switching elements generates a large amount of heat. Therefore, in this embodiment, as shown in FIG. 1, a cooling unit 38 that cools the switching elements is provided. The cooling unit 38 is formed with a cooling water path 39 through which cooling water flows. Note that cooling is not limited to a form in which heat exchange directly between a cooling target site and the cooling water is performed, and a form in which heat exchange is performed between the cooling target site and the cooling water via a heat conduction medium such as oil or a heat sink is also included. Figure 5

[0048] The inverter module INV is configured with at least the switching elements that configure the inverter circuit PM and the cooling unit 38 that cools the switching elements. In this embodiment, as shown in FIG. 1, the inverter module INV is further provided with the rotating electrical machine control portion 17 and the driver 18. That is, in this embodiment, the inverter module INV is configured with the rotating electrical machine control portion 17, the driver 18, the inverter circuit PM, and the cooling unit 38. Of course, the inverter module INV can be configured with the switching elements that configure the inverter circuit PM and the cooling unit 38 without including the rotating electrical machine control portion 17 and the driver 18. Figure 3

[0049] In addition, as shown in FIG. 1, the inverter module INV is provided with a cooling water pump 40 that circulates the cooling water in the cooling water path 39. The cooling water pump 40 is configured to be driven by the driver 18. The cooling water pump 40 is configured to be driven by the driver 18. Figure 3 ​​As shown, a DC link capacitor 16 (smoothing capacitor) that smooths the voltage on the DC side of the inverter circuit PM, i.e., between the inverter circuit PM and the vehicle-mounted battery BT, is provided. The inverter module INV can also include the DC link capacitor 16.

[0050] The rotating electric machine control section 17 drives and controls the rotating electric machine MG via the inverter circuit PM based on the rotational position (magnetic pole position of the permanent magnet) of the rotor 12, the rotational speed of the rotor 12, and the current flowing in the stator coil 1 lb of each of the three phases, performing current feedback control. The rotational position of the rotor 12 is detected by a resolver, an inductive position sensor, or the like, for example. The current flowing in the stator coil 1 lb is detected by the current sensor 15. As shown, the current sensor 15 is preferably a non-contact type current sensor provided in the vicinity of a power line such as a bus bar that connects the inverter circuit PM and the stator coil 1 lb of the rotating electric machine MG. Figure 5 As shown, the current sensor 15 is preferably a non-contact type current sensor provided in the vicinity of a power line such as a bus bar that connects the inverter circuit PM and the stator coil 1 lb of the rotating electric machine MG.

[0051] In addition, the power supply module PWR is configured with at least a converter 61 (voltage conversion circuit) and a charge power supply circuit 62. In the present embodiment, as shown, Figure 5 As shown, the converter 61 and the charge power supply circuit 62 are configured using a common substrate. In the present embodiment, as shown, Figure 3 As shown, the power supply module PWR is configured with the converter 61, a converter control section 63, the charge power supply circuit 62, and a charge power supply control section 64.

[0052] In the present embodiment, the rotating electric machine control section 17 included in the inverter module INV and the converter control section 63 and the charge power supply control section 64 included in the power supply module PWR are formed on the same substrate and configured as a control substrate ECU. The control substrate ECU can also be referred to as an integrated control substrate that integrates the functions of multiple control sections.

[0053] In the present embodiment, as shown, Figure 5As shown, an inverter circuit PM (switching element), a direct current link capacitor 16, a converter 61, and a charging power supply circuit 62 are installed on the upper surface of the cooling unit 38, i.e., the cooling unit first surface 38a. The direct current link capacitor 16, which smoothes a pulsating direct current voltage, generates heat due to the inflow and outflow of current. In addition, the converter 61 is provided with a switching element, which also generates heat due to the current flowing at the time of switching operation. In addition, a current that is supplied from the external power supply 60 and used to charge the low voltage direct current power supply B also flows in the charging power supply circuit 62, so heat is generated. The cooling unit 38 is provided with a cooling water path 39 through which cooling water flows, and the above-mentioned heat generating components are appropriately cooled by being installed on the cooling unit first surface 38a. In addition, the component that generates the most heat and becomes the highest temperature is the inverter circuit PM.

[0054] The cooling water path 39 can also be formed so that the portion that cools the inverter module INV including the inverter circuit PM is on the downstream side, the portion that cools the power supply module PWR is on the upstream side, the portion that cools the inverter module INV is on the upstream side, and the portion that cools the power supply module PWR is on the downstream side. In this case, the cooling water path 39 is formed so that the cooling water flows from the inverter module INV side to the power supply module PWR side. Figure 4 、 Figure 8 In the schematic block diagram and cross-sectional view, it appears that the cooling water path 39 is provided so that the cooling water flows from the inverter module INV side to the power supply module PWR side, but this does not limit the positional relationship between the cooling unit 38 and the cooling objects (inverter module INV, power supply module PWR).

[0055] For example, if the cooling water path 39 is formed in the cooling unit 38 so that the cooling water flows from the power supply module PWR side to the inverter module INV side, the cooling objects that generate heat can be appropriately cooled in a state in which the temperature rise of the cooling water is suppressed by causing the cooling water to flow from a region that generates a small amount of heat to a region that generates a large amount of heat. In addition, the charging power supply circuit 62 is stopped most of the time when the rotating electrical machine MG is driven, i.e., during vehicle travel. Although there can be a configuration in which power is supplied in a non-contact manner from a power supply device provided on a road during travel on the road, this configuration is not generally used. Therefore, the charging power supply circuit 62 is stopped most of the time when the rotating electrical machine MG is driven. In addition, the current that flows when charging the low voltage direct current power supply B is smaller than the current that flows in the charging power supply circuit 62 when charging the vehicle-mounted battery BT, and the amount of heat generated is also small. Therefore, even if the low voltage direct current power supply B is charged during driving of the rotating electrical machine MG, the amount of heat generated by the converter 61 is smaller than that of the charging power supply circuit 62. Therefore, even if the cooling water flows in this order, the inverter circuit PM can be appropriately cooled.

[0056] The driver 18 is arranged on the upper side Zl in the up-down direction Z of the inverter circuit PM. Also, the control board ECU is arranged across the rotary electric machine control section 17, the converter control section 63, and the charge power supply control section 64. When viewed in the up-down direction, the control board ECU is arranged in a manner in which the inverter circuit PM, the driver 18, and the rotary electric machine control section 17 overlap, the converter 61 and the converter control section 63 overlap, and the charge power supply circuit 62 and the charge power supply control section 64 overlap. In the present embodiment, as shown in FIG. 1, the control board ECU is arranged on the upper side Zl in the up-down direction Z of the inverter circuit PM. Figure 1 and Figure 5 The power supply module PWR is arranged adjacent to the inverter module INV on the axial first side Ll. The control board ECU is arranged along the axial direction L across the rotary electric machine control section 17, the converter control section 63, and the charge power supply control section 64. Also, as shown in FIG. 1, the control board ECU is arranged between the inverter circuit PM (switching element) and the refrigerant circuit module 2 in the up-down direction Z. Figure 1

[0057] As shown in FIG. 1, the control board ECU is arranged between the inverter circuit PM (switching element) and the refrigerant circuit module 2 in the up-down direction Z. Figure 2 The speed reducer 6 is configured to have an input member that rotates integrally with the rotor shaft 13, a fixed member that is fixed to the housing 9, an output member that rotates integrally with the differential input member (differential housing 50), and a planetary gear mechanism of a planetary gear. The planetary gear mechanism is a compound planetary gear mechanism that has one sun gear SG, two ring gears (first ring gear RG1, second ring gear RG2), two planetary gears (first planetary gear PG1, second planetary gear PG2) that rotate integrally, and a carrier CR that supports the two planetary gears so as to be rotatable. In the present embodiment, the first planetary gear PG1 is formed to have a smaller diameter than the second planetary gear PG2.

[0058] The sun gear SG rotates integrally with the rotor 12 and the rotor shaft 13. The second ring gear RG2 is fixed to the housing 9. The first ring gear RG1 is arranged on the axial first side Ll relative to the second ring gear RG2 and is linked to the differential housing 50 in a manner of rotating integrally with the differential housing 50. The second planetary gear PG2 is engaged with the sun gear SG and the second ring gear RG2, and the first planetary gear PG1 rotates integrally with the second planetary gear PG2 and is engaged with the first ring gear RG1. In the present embodiment, the sun gear SG is the input member, the second ring gear RG2 is the fixed member, and the first ring gear RG1 is the output member. The carrier CR is not linked to any rotating member or fixed member.

[0059] ​The differential gear mechanism 5 is a bevel gear type differential gear mechanism, and includes pinion gears 51, and side gears 52, all of which are bevel gears. The pinion gears 51 are supported by a differential case 50 so as to be rotatable, and are supported by pinion shafts 55 that are disposed in a manner extending in the radial direction. The pinion shafts 55 rotate integrally with the differential case 50, and the pinion gears 51 are configured to be rotatable (rotate on their own axes) about the pinion shafts 55, and to be rotatable (orbit) about the rotational axis A of the differential case 50. A plurality of pinion shafts 55 are disposed radially (e.g., in a cross shape) about the rotational axis A of the differential case 50, and the pinion gears 51 are attached to each of the plurality of pinion shafts 55. The differential case 50 houses the pinion gears 51, the side gears 52, and the pinion shafts 55 inside.

[0060] The side gears 52 are provided with first side gears 53 and second side gears 54, and are disposed in a pair separated in the axial direction L. The first side gears 53 and the second side gears 54 are disposed so as to mesh with each of the plurality of pinion gears 51, and are rotatable about the rotational axis A of the differential case 50. As shown in FIG. 1, the first side gears 53 are coupled to the coupling shaft J that extends along the axial direction L on the radially inner side of the speed reducer 6 and the hollow cylindrical rotor shaft 13. The coupling shaft J is coupled to the first drive shaft DS1 that drives the wheels W, i.e., the first wheels Wl, on the axial second side L2 in an integrally rotatable manner. Thus, the first side gears 53 are drivingly coupled to the first wheels Wl via the coupling shaft J. In addition, the second side gears 54 are coupled to the second drive shaft DS2 that drives the wheels W, i.e., the second wheels W2, on the axial first side LI in an integrally rotatable manner. Figure 2

[0061] The first drive shaft DS1, the second drive shaft DS2, the coupling shaft J, the first side gears 53, and the second side gears 54 that are drivingly coupled to the wheels W and rotate integrally with the wheels W can all be referred to as rotating members that correspond to output members. The first side gears 53 and the second side gears 54 are the differential gear mechanism 5, and can also be referred to as output members. In addition, the first side gears 53 and the second side gears 54 each have a gear portion that meshes with the pinion gears 51, and a spline engagement portion 59 that is coupled to the coupling shaft J and the second drive shaft DS2. When considered functionally separately, the gear portion corresponds to a rotating member included in the differential gear mechanism 5, and the spline engagement portion 59 corresponds to an output member.

[0062] In such a vehicle drive device 100, the rotating electric machine MG and the power transmission mechanism GT are mostly lubricated (including cooling) by oil, and the vehicle drive device 100 of the present embodiment is also lubricated by oil. For example, the oil stored in an oil reservoir formed on the lower side Z2 of the case 9 is circulated by an oil pump OP (refer to FIG. 2) provided in the case 9, and is supplied to the rotating electric machine MG, the power transmission mechanism GT, and the like. Figure 4 Figure 6 Figure 8 ​​​The lifting of the gears in the power transmission mechanism GT is supplied to lubrication points such as bearings and cooling points such as the stator coil 11b of the rotary motor MG. Figure 4 The illustrated oil flow path 40 shows an example of oil discharged from the oil pump OP being supplied to the rotary motor MG (stator coil 11b, rotor shaft 13 bearings, etc.) and the power transmission mechanism GT (gear bearings, etc.). Of course, since the temperature of the oil used for cooling rises, the oil flow path 40 is also connected to an oil cooler OC for cooling the oil. The oil cooler OC cools the oil by exchanging heat with cooling water. Furthermore, the oil flow path 40 includes flow paths formed in the wall of the housing 9, the rotating shaft of the rotating component, etc., and pipes disposed within the housing 9.

[0063] As described above, the inverter module INV includes a cooling unit 38 for cooling the switching elements constituting the inverter circuit PM. Therefore, the vehicle drive unit 100 includes a cooling water circuit module 3 having a cooling water circuit 30, which is configured with a cooling water path 39 that circulates cooling water through the cooling unit 38 and the radiator 37 (vehicle radiator). Figure 4 As shown, a radiator 37, a first water pump 36, a cooling unit 38, and a three-way valve 35 are connected to the cooling water circuit 30. The cooling water circuit module 3 includes at least a water passage (cooling water passage 39) formed in the housing 9 and a cooling unit 38. Alternatively, the cooling water circuit module 3 may also include a three-way valve 35 and a first water pump 36. Cooling water cooled (dissipated heat) by the radiator 37 is sent to the cooling water circuit 30 via the first water pump 36, where it draws heat from the inverter module INV and the power module PWR in the cooling unit 38, and then returns to the radiator 37 via the three-way valve 35 for heat dissipation.

[0064] like Figure 4 As shown, the aforementioned oil cooler OC is also connected to the cooling water circuit 30. The oil cooler OC cools the oil flowing in the oil flow path 40 by exchanging heat with the cooling water flowing in the cooling water circuit 30. In addition, a water-cooled condenser 31 (a heat exchanger for refrigerant) is also connected to the cooling water circuit 30. In the water-cooled condenser 31, heat exchange occurs between the refrigerant of the vehicle air conditioner and the cooling water, and the refrigerant whose temperature has increased is cooled.

[0065] Coolant, after its temperature rises via cooling unit 38, oil cooler OC, and water-cooled condenser 31, returns to radiator 37 via three-way valve 35 for heat dissipation. However, in situations where heat dissipation is not needed, such as in cold weather, or when it is desirable to raise the oil temperature using coolant, or when rapid heating is required by the vehicle's air conditioning system, heat dissipation by radiator 37 is not necessary. In such cases, three-way valve 35 switches the coolant flow path so that the coolant circulates without passing through radiator 37.

[0066] As described above, the water-cooled condenser 31 is connected to the refrigerant circuit 20 for the refrigerant flow of the vehicle air conditioner. The refrigerant circuit 20 forms a path (first flow path 20a) from the water-cooled condenser 31 via the first valve V1, through the evaporator 44, and to the accumulator 41; and a path (second flow path 20b) from the water-cooled condenser 31 via the second valve V2 to the accumulator 41, then via the compressor 42, the cockpit condenser 43, and back to the water-cooled condenser 31 via the third valve V3.

[0067] The evaporator 44 is the core functional component for refrigeration, extracting heat from the surroundings by vaporizing the refrigerant and releasing cool air into the vehicle interior. The accumulator 41 separates the liquid from the refrigerant obtained by mixing gas and liquid, supplying only the gas (refrigerant gas) to the compressor 42. The compressor 42 compresses the relatively low-temperature / low-pressure refrigerant gas, making it high-temperature / high-pressure. The cockpit condenser 43 is the heat source for heat pump heating, releasing the heat condensed by the compressor 42 into the vehicle interior. The refrigerant output from the cockpit condenser 43 flows to the water-cooled condenser 31 via the expansion valve, also known as the third valve V3.

[0068] The aforementioned compressor 42, cockpit condenser 43, and evaporator 44 are included in the cockpit air conditioning unit 45, which adjusts the temperature and airflow and selects the air outlet when the vehicle air conditioning is used for cooling or heating.

[0069] In addition, in this embodiment, the battery heat sink 34 also cools the vehicle battery BT by exchanging heat with the cooling water, and the cooling water, after its temperature rises, is cooled by exchanging heat with the refrigerant in the cooler 32. Therefore, a third flow path 20c is formed as the path for the refrigerant to reach the accumulator 41 from the water-cooled condenser 31 via the fourth valve V4 and the cooler 32.

[0070] The cooler 32 is connected to a second cooling water circuit 30B that returns the cooling water flowing out of the cooler 32 to the cooler 32 via the battery heat sink 34 and the second water pump 33. Similar to the water-cooled condenser 31, the cooler 32 exchanges heat between the cooling water and the refrigerant, removing heat from the cooling water to cool it. The cooling water, whose temperature rises due to heat exchange with the battery heat sink 34, is cooled in the cooler 32. By providing a second cooling water circuit 30B for cooling the vehicle battery BT and a third flow path 20c for cooling the water flowing in the second cooling water circuit 30B, even during fast charging, high-speed driving, or other situations where the current flowing to the vehicle battery BT increases and the temperature of the vehicle battery BT rises, the limitation on the input and output current of the vehicle battery BT can be easily alleviated.

[0071] As described above, the refrigerant circuit 20 includes: a first flow path 20a containing a flow path of refrigerant from a water-cooled condenser 31 (refrigerant heat exchanger) to an evaporator 44; a second flow path 20b containing a flow path of refrigerant from a compressor 42 to a water-cooled condenser 31; and a third flow path 20c containing a flow path of refrigerant having a cooler 32. Compared to the second flow path 20b and the third flow path 20c, the refrigerant flowing in the first flow path 20a is at a lower temperature. Furthermore, compared to the second flow path 20b, the refrigerant flowing in the third flow path 20c is at a lower temperature.

[0072] A portion of the flow path constituting the refrigerant circuit 20 can also be formed using the first cover 93 of the housing 9. For example, as Figure 1 As shown, the control valves V (first valve V1, second valve V2, third valve V3, and fourth valve V4) controlling the flow rate or path of the refrigerant in the refrigerant circuit 20 are installed on the first surface 93a of the first cover 93. In this embodiment, the refrigerant circuit module 2 consists of the refrigerant circuit 20 formed in the first cover 93 and the control valves V. Furthermore, the portion of the first cover 93 in which the refrigerant circuit 20 is formed is referred to here as the refrigerant manifold 21.

[0073] The refrigerant circuit module 2 is equipped with a water-cooled condenser 31, a cooler 32, and an accumulator 41, which are functional components constituting the refrigerant flow path in the refrigerant circuit 20. The refrigerant circuit module 2 and the aforementioned functional components constitute the refrigerant module 1. Alternatively, in a structure where cooling water is not used to cool the vehicle battery BT, i.e., without forming a third flow path 20c, the cooler 32 may not be required. Therefore, the refrigerant module 1 can also be constructed using the refrigerant circuit module 2, the water-cooled condenser 31, and the accumulator 41. Furthermore, the refrigerant circuit module 2 only needs to constitute at least a part of the refrigerant circuit that circulates the refrigerant for the vehicle's air conditioning system; besides the refrigerant manifold 21, the refrigerant circuit module 2 includes the control valve V, as well as the water-cooled condenser 31, the cooler 32, and the accumulator 41.

[0074] Additionally, the refrigerant circuit structural components include a control valve V and functional components, including a water-cooled condenser 31, a cooler 32, and an accumulator 41. Furthermore, although not included in the refrigerant module 1 in this embodiment, the compressor 42, cockpit condenser 43, evaporator 44, and battery heat sink 34 are also functional components. Additionally, the second water pump 33 is also a functional component, for example, as... Figure 4 As shown, when the second water pump 33 is also integrally mounted on the vehicle drive unit 100, it can be included in the refrigerant module 1. For example... Figure 1As shown, when the accumulator 41 is installed in the first cover 93, it may be included in the refrigerant module 1, but it may also be configured separately from the vehicle drive unit 100 and not included in the refrigerant module 1.

[0075] Figure 6 This is an exploded perspective view showing a preferred structural example of the above-described vehicle drive unit 100, and... Figure 1 The schematic exploded 3D diagram corresponds to this. Additionally, Figure 7 This is a perspective view showing a preferred structural example of the vehicle drive unit 100. Although in Figure 1 The text has been omitted, but as... Figure 6 as well as Figure 7 As shown, the vehicle drive unit 100 is supported by the vehicle body (e.g., a crossbeam) via a mounting member 70. The mounting member 70 is connected to the housing 9 via a mounting bracket 71.

[0076] However, as well as Figure 4 As illustrated, the vehicle drive unit 100 of this embodiment has a structure capable of efficiently cooling multiple cooling objects using cooling water, specifically, the inverter module INV, the power module PWR, and the lubricating oil. Therefore, it is necessary to set the cooling water circulation path so that the cooling water circulates through each cooling object. At this time, a scheme of configuring piping outside the housing 9 and connecting the flow paths of the cooling water passing through the housing 9 to each other is also considered. However, if there are many piping outside the housing 9, the vehicle's mounting space tends to increase, reducing the vehicle drive unit 100's loading efficiency into the vehicle. Furthermore, the increased total length of the piping leads to increased pressure loss and a greater load on the cooling water circulation pump. The vehicle drive unit 100 of this embodiment is configured to reduce installation space and pressure loss, appropriately form the flow path of the cooling fluid (i.e., cooling water), and appropriately cool the cooling objects. Hereinafter, reference is also made to... Figure 8 as well as Figure 9 Please provide an explanation.

[0077] Figure 8 This is a schematic cross-sectional view of the first storage chamber E1 and the second storage chamber E2 separated by partition wall 98. A cooling unit 38, serving as a cooling fluid path forming component, is arranged in the first storage chamber E1 to contact at least one of the inverter module INV and the power module PWR. The inverter module INV and the power module PWR, which are being cooled, are shown in reference to... Figure 5 As described above, they are arranged side by side on the first surface 38a of the cooling unit. Figure 8The configuration of the inverter module INV and power module PWR in this embodiment is illustrative and not limiting. Furthermore, although this embodiment shows a configuration where a portion of the power module PWR is also positioned on the lower Z2 side in the vertical direction Z, it could also be positioned only on the upper Z1 side of the cooling unit 38. Alternatively, a portion of the inverter module INV could be positioned on the lower Z2 side of the cooling unit 38.

[0078] Specifically, it is preferable to arrange the inverter module INV and the power module PWR on the first surface 38a of the cooling unit, or to arrange the inverter module INV and the power module PWR on both the second surface 38b and the first surface 38a of the cooling unit. By arranging the inverter module INV and the power module PWR together with the cooling fluid path forming component (cooling unit 38) in the same storage space, i.e., the first storage chamber E1, the inverter module INV and the power module PWR, which are heat-generating components, can be appropriately cooled in one location using a simple cooling structure. For example, when cooling the inverter module INV and the power module PWR by oil passages or the like formed on the surface of the housing 9 (the surface of the inner wall), there are concerns that the cooling performance may decrease if oil passages are not arranged on the surface of the housing 9, and that the overall size of the device may increase in order to ensure cooling performance. However, by housing the inverter module INV and the power module PWR in the same first storage chamber E1, and similarly arranging the inverter module INV and the power module PWR in contact with one or both of the cooling unit first surface 38a and the cooling unit second surface 38b of the cooling unit 38 disposed in the first storage chamber E1, the vehicle drive unit 100 can be configured in a smaller size.

[0079] A first cooling water path 301 (first cooling fluid path) for cooling water flow is formed inside the cooling unit 38. That is, the cooling unit 38 has a first cooling water path 301 for cooling water flow that is independent of the housing 9 formed inside the cooling unit 38. The cooling fluid path forming component (cooling unit 38) is not, for example, a plate with oil passages or the like formed on the surface of the component, but a component with a cooling water path formed inside the housing 9, thereby enabling proper cooling of the objects to be cooled (here, the inverter module INV and the power module PWR).

[0080] For example Figure 6 As shown in the exploded perspective view, a first water pump connection port 36h for connecting a first water pump 36 is formed on the wall of the first storage chamber E1. Also as... Figure 7 As shown in the perspective view, the first water pump 36 and the three-way valve 35 are mounted together on the outer wall of the housing 9. The first water pump 36 is as follows... Figure 8The pipes are not installed on the outside of the housing 9, but are connected to the first cooling water passage 301 inside the cooling unit 38 via a cooling water passage (fourth cooling water passage 304) inside the housing 9. Figure 8 The reference numeral "S" in the accompanying drawings, for example, indicates sealing components such as O-rings.

[0081] In this embodiment, an oil cooler OC, serving as a connecting component, is disposed on the lower side Z2 of the cooling unit 38 in the first storage chamber E1. The connection configuration between the cooling unit 38 and the oil cooler OC will be described later.

[0082] As described above, a first cooling water path 301 (first cooling fluid path) for cooling water flow is formed inside the cooling unit 38. Additionally, a second cooling water path 302 (second cooling fluid path) for cooling fluid flow is formed inside the housing 9. Furthermore, the first cooling water path 301 and the second cooling water path 302 are connected inside the first receiving chamber E1. Although this embodiment illustrates a configuration where the second cooling water path 302 is formed inside the partition wall 98, the second cooling water path 302 can be formed outside the partition wall 98, as long as it is inside the housing 9.

[0083] In addition, such as Figure 8 As shown, the second cooling water path 302 is a cooling water path 39 (outlet flow path) that discharges cooling water from the cooling unit 38, but it can also be a cooling water path 39 (inlet flow path) that allows cooling water to flow into the cooling unit 38. For example, Figure 8 The fourth cooling water passage 304 shown can also be referred to as a cooling water passage 39 formed inside the wall (peripheral wall portion 96 or cylindrical peripheral wall portion 97) of the housing 9 and through which cooling water flows. Therefore, in this embodiment, both the cooling water passage 39 indicated by reference numeral "302" and the cooling water passage 39 indicated by reference numeral "304" can be referred to as "a second cooling fluid path formed inside the wall of the housing 9". The "second cooling fluid path" can be both an inlet flow path and an outlet flow path, or either one.

[0084] Furthermore, as can be seen from this example, in the case of "cooling water passage 39 (cooling fluid path) and other flow paths formed inside the wall of housing 9", it is not limited to the form in which the flow path extends along the wall surface as in the second cooling water passage 302, but also includes the form in which the flow path is formed inside the wall by penetrating the wall, as in the fourth cooling water passage 304 and the second oil flow path 402 described later.

[0085] As described above, the first cooling water passage 301 and the second cooling water passage 302 are connected inside the first receiving chamber E1, which makes it easier to shorten the cooling water path and reduce the pressure loss of the cooling water passage. In addition, it also simplifies the connection operation of the first cooling water passage 301 and the second cooling water passage 302.

[0086] In addition, such as Figure 8 As shown, the first connection port 311 of the first cooling water passage 301 is located on the second surface 38b of the cooling unit. The second connection port 312 of the second cooling water passage 302 is located on the first surface 98a of the dividing wall. Here, the first connection port 311 is the connection port of the first cooling water passage 301 with other components, and the second connection port 312 is the connection port of the second cooling water passage 302 with other components. In addition, the second surface 38b of the cooling unit is the surface of the cooling unit 38 facing the dividing wall 98, that is, the lower Z2 side, and the first surface 98a of the dividing wall is the surface of the dividing wall 98 facing the cooling unit 38, that is, the upper Z1 side. The second surface 38b of the cooling unit and the first surface 98a of the dividing wall are opposite each other, so it is easy to simplify the connection operation of the first cooling fluid path (first cooling water passage 301) and the second cooling fluid path (second cooling water passage 302) when assembling the cooling fluid path forming component (cooling unit 38) into the housing 9.

[0087] In addition, such as Figure 8 As shown in this embodiment, the first cooling water passage 301 and the second cooling water passage 302 are not directly connected, but are connected via a "connecting member". Furthermore, in this embodiment, an oil cooler OC is shown as the connecting member. However, the first cooling water passage 301 and the second cooling water passage 302 may also be directly connected without a connecting member. Additionally, when the first cooling water passage 301 and the second cooling water passage 302 are connected via a connecting member, the connecting member may not be the oil cooler OC. For example, the connecting member may be a pipe or the like.

[0088] As described above, in this embodiment, an oil cooler OC, serving as a connecting component, is disposed between the cooling unit 38 and the dividing wall 98. Figure 9As shown, the oil cooler OC includes a cooling water inlet 313 (third connection port) connected to the first connection port 311, and a cooling water outlet 314 (fourth connection port) connected to the second connection port 312. The cooling water inlet 313 is formed into a cylindrical shape protruding upward Z1 when the oil cooler OC is installed in the housing 9. An O-ring as a sealing member S is installed on the outer periphery of the cylindrical cooling water inlet 313. By inserting the cylindrical cooling water inlet 313 into the opening provided in the second surface 38b of the cooling unit, i.e., the first connection port 311, the cooling water passage 39 of the cooling unit 38, i.e., the first cooling water passage 301, and the cooling water passage 39 inside the oil cooler OC, i.e., the third cooling water passage 303, are connected.

[0089] like Figure 8 as well as Figure 9 As shown, the oil cooler OC has a flat plate-shaped base portion P. An opening is formed in the base portion P that opens downwards to the Z2 side when the oil cooler OC is mounted on the housing 9 (dividing wall 98). In this embodiment, three openings are formed: an opening serving as a cooling water outlet 314 (fourth connection port), an opening serving as an oil inlet 411, and an opening serving as an oil outlet 412. Figure 8 as well as Figure 9 As shown, the cooling water outlet 314 is connected to the second connection port 312 formed in the partition wall 98 via a sealing member (not shown) provided between the base portion P and the partition wall 98. The oil inlet 411 and oil outlet 412 will be described later, but they are similarly connected to the first oil passage connection port 413 and the second oil passage connection port 414 respectively via a sealing member (not shown) provided between the base portion P and the partition wall 98.

[0090] Thus, the oil cooler OC is provided with a cooling water inlet 313, a cooling water outlet 314, an oil inlet 411, and an oil outlet 412, forming part of a cooling water path 39 (i.e., the third cooling water path 303) and part of an oil flow path 40 (i.e., the first oil flow path 401) inside the oil cooler OC. Although in Figure 8 The design has been simplified, but the third cooling water path 303 and the first oil flow path 401 are configured in a meandering manner to ensure sufficient length of adjacent extensions, so as to allow proper heat exchange between the cooling water and the oil to cool the oil.

[0091] In addition, such as Figure 8 As shown, a first mounting portion 981 for mounting the cooling unit 38 is provided on the partition wall 98. Additionally, as... Figure 8 as well as Figure 9As shown, a second mounting portion 982 for mounting the oil cooler OC is also provided on the first surface 98a of the dividing wall. The cooling unit 38 is fastened to the first mounting portion 981 by fastening member F. In addition, the oil cooler OC is fastened to the second mounting portion 982 by fastening member F. By mounting the oil cooler OC to the second mounting portion 982, the second connection port 312 and the fourth connection port (cooling water outlet 314) are connected. That is, by fastening the oil cooler OC to the second mounting portion 982, the cooling water outlet 314 and the second connection port 312 are crimped together to ensure liquid tightness and connect the cooling water passage 39. Similarly, the oil inlet 411 and the first oil passage connection port 413 are also crimped together, and the oil outlet 412 and the second oil passage connection port 414 are also crimped together to ensure liquid tightness and connect the oil flow passage 40. Furthermore, with the oil cooler OC installed on the second mounting part 982 and the cooling unit 38 installed on the first mounting part 981, as described above, the first connection port 311 and the third connection port (cooling water inlet 313) are connected.

[0092] In other words, the first connection port 311, the second connection port 312, the third connection port (cooling water inlet 313), and the fourth connection port (cooling water outlet 314) are configured as described above, so that the connecting component (e.g., oil cooler OC) and the cooling unit 38 are mounted on the housing 9 (dividing wall 98), connecting the first connection port 311, the second connection port 312, the cooling water inlet 313 (third connection port), and the cooling water outlet 314 (fourth connection port). Thus, by assembling only the connecting component (e.g., oil cooler OC) and the cooling fluid path forming component (cooling unit 38) on the dividing wall 98 of the housing 9, the first cooling fluid path (first cooling water passage 301) and the second cooling fluid path (second cooling water passage 302) can be connected. Therefore, the connection operation of the first cooling fluid path (first cooling water passage 301) and the second cooling fluid path (second cooling water passage 302) is easily simplified.

[0093] The second connection port 312, located in the partition wall 98, is an opening at one end of the second cooling water passage 302 formed inside the partition wall 98 and communicates with the second cooling water passage 302. The other end of the second cooling water passage 302 communicates with an external connection port 31h that opens towards the exterior of the housing 9. Although not shown in the figure, the external connection port 31h can be directly connected to other components such as the water-cooled condenser 31, or it can be connected to piping that connects to the water-cooled condenser 31 or other components.

[0094] enter Figure 8As shown, a second receiving chamber E2 formed on the second surface 98b of the dividing wall is provided with an oil flow path 40, which serves as an oil passage for the flow of oil for lubrication and cooling of the rotary motor MG and the power transmission mechanism GT. Furthermore, a portion of the oil flow path 40 is also formed inside the dividing wall 98 and the connecting member (e.g., the oil cooler OC). Specifically, a first oil flow path 401, which is part of the oil flow path 40, is formed inside the oil cooler OC. Additionally, a second oil flow path 402 is formed inside the dividing wall 98. The second oil flow path 402 corresponds to the "specific oil passage section" described later. As in this embodiment, it is preferable that the connecting member functions as a heat exchanger (oil cooler OC) for heat exchange between cooling water and oil. By using a heat exchanger (oil cooler OC) for exchanging heat between cooling fluid and oil, and a connecting component that connects the first cooling fluid path (first cooling water path 301) and the second cooling fluid path (second cooling water path 302), the vehicle drive unit 100 can be easily miniaturized compared to the case where a separate heat exchanger (oil cooler OC) and connecting component are provided.

[0095] In other viewpoints, it can be said that a cooling water path 39 (cooling fluid path) for cooling water (cooling fluid) flowing through the first housing E1 for cooling at least one of the inverter module INV and the power module PWR is provided, and an oil flow path 40 (oil path) for lubricating and cooling the rotating motor MG and the power transmission mechanism GT is provided in the second housing E2. Furthermore, it can be said that a heat exchange section Ex for heat exchange between cooling water and oil is supported by the housing 9. The heat exchange section Ex is connected to the cooling water path 39 and the oil flow path 40. Figure 8 As shown, a portion of the cooling water passage 39 and a portion of the oil flow passage 40 are respectively formed inside the dividing wall 98. These portions of the cooling water passage 39 formed inside the dividing wall 98 are referred to as specific cooling fluid path intervals, and a portion of the oil flow passage 40 is referred to as specific oil passage intervals. In this embodiment, the second cooling water passage 302 corresponds to the specific cooling fluid path interval, and the second oil flow passage 402 corresponds to the specific oil passage interval.

[0096] Furthermore, the "specific cooling fluid path section" and the "specific oil passage section" are connected to the heat exchange section Ex, but the distance between them is not limited. Depending on the separation distance between the dividing wall 98 that forms the "specific cooling fluid path section" and the heat exchange section Ex, even if the "specific cooling fluid path section" and the "specific oil passage section" are separated from the heat exchange section Ex, it is sufficient to directly connect the "specific cooling fluid path section" to the heat exchange section Ex and directly connect the "specific oil passage section" to the heat exchange section Ex.

[0097] By forming specific cooling fluid path sections and specific oil passage sections inside the dividing wall 98, compared to the case where at least one of them is arranged outside the dividing wall 98 such as outside the housing 9, the cooling fluid path (cooling water passage 39) and the oil passage (oil flow passage 40) are shortened, thus reducing pressure loss and making it easier to miniaturize the vehicle drive unit 100.

[0098] As described above, in this embodiment, the oil cooler OC, which is a heat exchanger equipped with a heat exchange section Ex, is disposed in the first housing chamber E1. Therefore, a cooling fluid path (cooling water path 39) can be formed in the second housing chamber E2, where the rotating electric motor MG, which serves as a heat source, is not provided. Even if a cooling fluid path (cooling water path 39) is provided in the second housing chamber E2, where the rotating electric motor MG, which serves as a heat source, the range in which the cooling fluid path (cooling water path 39) is provided in the second housing chamber E2 is easily shortened. Therefore, it is easy to maintain a low temperature for the cooling fluid used to cool at least one of the inverter module INV and the power module PWR.

[0099] Furthermore, as in this embodiment, the heat exchange section Ex can also be an oil cooler OC provided as a component different from the housing 9. However, it can also be configured to allow heat exchange by utilizing the walls of the housing 9 and closely arranging the cooling water passage 39 and oil flow passage 40 inside the housing 9. Therefore, as in this embodiment, the structure of "the heat exchange section Ex being supported by the housing 9" is not limited to the form in which the oil cooler OC is supported by the dividing wall 98 of the housing 9. It can also be the form in which the heat exchange section Ex is supported inside the dividing wall 98, or the form in which the oil cooler OC is supported inside the outer peripheral wall (e.g., peripheral wall portion 96, cylindrical peripheral wall portion 97) of the housing 9, or the form in which the heat exchange section Ex is formed on the outer peripheral wall (e.g., peripheral wall portion 96, cylindrical peripheral wall portion 97) of the housing 9. In addition, the form in which the oil cooler OC is supported outside the outer peripheral wall (e.g., peripheral wall portion 96, cylindrical peripheral wall portion 97) of the housing 9 is not excluded.

[0100] As described above, in this embodiment, a cooling unit 38 is provided, which is configured to contact at least one of the inverter module INV and the power module PWR, and a portion of a cooling water passage 39 is formed internally. Additionally, as described above, an oil cooler OC, serving as a heat exchanger, is mounted on the partition wall 98. Figure 8As shown, the cooling unit 38 is positioned on the side opposite to the dividing wall 98 (upper side Z1) relative to the oil cooler OC. In this configuration, the section of the cooling water path 39 through which the cooling water flowing from the oil cooler OC passes, i.e., the second cooling water path 302, corresponds to the aforementioned specific cooling fluid path section. Furthermore, the section of the oil flow path 40 through which oil flows between the second receiving chamber E2 and the oil cooler OC, i.e., the second oil flow path 402, corresponds to the aforementioned specific oil path section.

[0101] The cooling fluid path forming component (cooling unit 38) is positioned on the side opposite to the partition wall 98 (upper side Z1) relative to the heat exchanger (oil cooler OC). A specific cooling fluid path section (second cooling water path 302) for the cooling fluid flowing out of the heat exchanger (oil cooler OC) is formed in the partition wall 98, thus facilitating smooth flow of the cooling fluid. In other words, the cooling fluid flow path can be formed in a manner that avoids cooling fluid path reversals, thus facilitating smooth flow of the cooling fluid and reducing pressure loss. Furthermore, according to this structure, a specific oil path section (second oil flow path 402) for the oil flowing into the heat exchanger (oil cooler OC) is formed in the partition wall 98, thus also facilitating smooth flow of oil from the second receiving chamber E2 side to the heat exchanger (second oil flow path 402).

[0102] The oil cooler OC includes: a cooling water inlet, i.e., a cooling water inlet 313 (cooling fluid inlet); a cooling water outlet, i.e., a cooling water outlet 314 (cooling fluid outlet); an oil inlet, i.e., an oil inlet 411; and an oil outlet, i.e., an oil outlet 412. A first connection port 311 for connecting to the cooling water inlet 313 is provided on the second surface 38b of the cooling unit. On the first surface 98a of the dividing wall, there is a mounting part (second mounting part 982) for mounting the oil cooler OC, a second connection port 312 for connecting to the cooling water outlet 314, a first oil passage connection port 413 for connecting to the oil inlet 411, and a second oil passage connection port 414 for connecting to the oil outlet 412.

[0103] By installing the heat exchanger (oil cooler OC) in the mounting portion (second mounting portion 982) provided in the partition wall 98, the connection between the cooling fluid outlet (cooling water outlet 314) and the second connection port 312, the connection between the oil inlet 411 and the first connection port 413 of the oil passage, and the connection between the oil outlet 412 and the second connection port 414 of the oil passage can be easily made. In addition, by assembling the heat exchanger (oil cooler OC) and the cooling fluid path forming component (cooling unit 38), the connection between the cooling fluid inlet (cooling water inlet 313) and the first connection port 311 can be easily made.

[0104] Next refer to Figure 10 as well as Figure 11Other structural examples of the vehicle drive unit 100 will be described. (Refer to...) Figures 1-9 When distinguishing the above forms, refer to Figures 1-9 The above-described form is called the "first structural example," and will be referred to as... Figure 10 as well as Figure 11 The form of description is called "Second Structural Example". In the First and Second Structural Examples, descriptions of the same structure are appropriately omitted, and the same reference numerals are used to describe the same components. Figure 8 same, Figure 10 This is a schematic cross-sectional view of the first storage room E1 and the second storage room E2, separated by partition wall 98. Additionally, Figure 11 This is a schematic sectional view from above of the first storage room E1. Furthermore, those skilled in the art will understand through... Figure 8 This makes it easy to understand, so regarding sealing components S, fastening components F, etc., in Figure 10 The text has been omitted.

[0105] exist Figure 10 as well as Figure 11 Although not illustrated, the vehicle drive unit 100 has a reference. Figure 2 The drive unit TA described above has a rotary motor MG and a power transmission mechanism GT. Specifically, the vehicle drive unit 100 includes a rotary motor MG, an output component connected to the wheel W, a power transmission mechanism GT, an inverter module INV, a power module PWR, and a housing 9. The power transmission mechanism GT transmits driving force between the rotary motor MG and the output component. The inverter module INV is a module that drives and controls the rotary motor MG. The power module PWR is a module that includes at least one of the following: a voltage conversion circuit (converter 61) electrically connected to the vehicle battery BT and performing voltage conversion of the vehicle battery BT; a charging circuit (charging power supply circuit 62) for charging the vehicle battery BT from an external power source 60; and a power supply circuit (charging power supply circuit 62) for supplying power from the vehicle battery BT to the outside. The housing 9 includes: a first storage chamber E1 for housing the inverter module INV and the power module PWR, and a second storage chamber E2 for housing the rotary motor MG and the power transmission mechanism GT. Figure 10 As shown, a cooling unit 38, serving as a cooling fluid path forming component, is arranged in the first housing E1 in contact with at least one of the inverter module INV and the aforementioned power module PWR. A first cooling fluid path (first cooling water path 301) for cooling fluid flow is formed inside the cooling unit 38. Furthermore, a second cooling fluid path (second cooling water path 302) for cooling fluid flow is formed inside the wall of the housing 9. Figure 10 as well as Figure 11As shown, the first cooling water passage 301 and the second cooling water passage 302 are connected inside the first receiving chamber E1. Additionally, as... Figure 10 As shown, the wall forming the second cooling water passage 302 is preferably thicker than the other walls. Furthermore, the walls of the housing 9 are preferably integrally formed, including the thicker portion.

[0106] In the second structural example, a configuration is shown where a power module PWR is arranged on the upper side Z1 of the cooling unit 38, and an inverter module INV is arranged on the lower side Z2. Furthermore, in the first structural example, as... Figure 8 As shown, although the oil cooler OC is housed in the first storage chamber E1, in the second structural example, as... Figure 10 as well as Figure 11 As shown, the oil cooler OC is disposed as an external component outside the housing 9. The first water pump 36 is the same as in the first structural example, and in the second structural example, it is also disposed outside the housing 9. That is, as... Figure 11 As shown, in the second structural example, the first water pump 36 and the oil cooler OC are arranged side by side outside the housing 9. Specifically, the first water pump 36 and the oil cooler OC are arranged along the axial direction L outside the housing 9. Figure 10 As shown, when viewed along the axial direction L, the first water pump 36 and the oil cooler OC are configured to partially overlap. Here, the configuration where the lower part of the first water pump 36 overlaps with the upper part of the oil cooler OC is illustrated.

[0107] In addition, such as Figure 10 As shown, the second cooling water passage 302 is formed inside the wall constituting the first receiving chamber E1 within the housing 9. Furthermore, the connection port (first connection port 311) of the first cooling water passage 301 and the connection port (second connection port 312) of the second cooling water passage 302 are connected within the first receiving chamber E1. As described above, the first cooling water passage 301 is formed inside the cooling unit 38. The first connection port 311 is a connection port connected to the cooling water passage 39 formed in a component different from the cooling unit 38 (here, the housing 9). Additionally, the second cooling water passage 302 is formed inside the wall of the housing 9. The second connection port 312 is a connection port connected to the cooling water passage 39 formed in a component different from the housing 9 (here, the cooling unit 38). Therefore, it can be said that the connection port of the first cooling water passage 301 and the connection port connected to a component different from the cooling unit 38 (here, the housing 9) are the first connection port 311, and the connection port of the second cooling water passage 302 and the connection port connected to a component different from the housing 9 (here, the cooling unit 38) are the second connection port 312, which are connected within the first storage chamber E1.

[0108] In addition, such as Figure 10As shown, the second cooling water passage 302 includes: an inflow passage, namely a fourth cooling water passage 304, through which cooling fluid flowing from the inlet (first water pump connection port 36h) provided in the wall of the housing 9 flows to the first cooling water passage 301; and an outflow passage, namely a fifth cooling water passage 305, through which cooling fluid flowing from the first cooling water passage 301 flows out from the outlet (external connection port 31h) provided in the wall of the housing 9 to the outside of the housing 9. Furthermore, an external component (oil cooler OC) connected to the outlet (external connection port 31h) is disposed on the outside of the housing 9.

[0109] With reference Figure 8 When the above forms are the same, in Figure 10 In the illustrated configuration, an oil passage (oil flow path 40) for lubricating and cooling the rotary motor MG and the power transmission mechanism GT is also provided in the second housing chamber E2. Furthermore, a portion of the oil flow path 40 is formed inside the dividing wall 98 that separates the first housing chamber E1 and the second housing chamber E2, as well as inside the external component (oil cooler OC). The external component is the oil cooler OC, which functions as a heat exchanger for heat exchange between the cooling fluid and the oil. A cooling water passage 39 for cooling water flow is formed in the first housing chamber E1, and an oil flow path 40 for oil flow is formed in the second housing chamber E2. Since the oil cooler OC performs heat exchange between cooling water and oil, it is preferably positioned close to both the first housing chamber E1 and the second housing chamber E2. By forming the oil flow path 40 in the dividing wall 98 that separates the first housing chamber E1 and the second housing chamber E2, it is easy to position the oil cooler OC appropriately.

[0110] [Other Implementation Methods]

[0111] Other embodiments will be described below. Furthermore, the structures of the embodiments described below are not limited to individual applications; they can be combined with the structures of other embodiments as long as no contradictions arise.

[0112] (1) In the above description, the power transmission mechanism GT is shown as having a reducer 6 and a differential gear mechanism 5. However, the power transmission mechanism GT is not limited to this structure. For example, the power transmission mechanism GT may also have a form that does not have a reducer 6 but only has a differential gear mechanism 5. In addition, the power transmission mechanism GT may also have a structure that does not have a differential gear mechanism 5 but only has a reducer 6 and transmits power from a rotary motor MG to a wheel W. In this embodiment, although a planetary gear mechanism with a fixed gear ratio is shown as the reducer 6, the reducer 6 may also have a multi-stage gear ratio.

[0113] (2) such as Figure 5 , Figure 6As shown, in a configuration where the DC link capacitor 16 is arranged side-by-side with the inverter circuit PM on the first surface 38a of the cooling unit, the inverter module INV can also include the DC link capacitor 16. However, in the case where, for example, the DC link capacitor 16 is arranged on the inside side of the first surface 38a of the cooling unit, the inverter module INV can also not include the DC link capacitor 16.

[0114] [Summary of Implementation Methods]

[0115] The following is a brief summary of the vehicle drive unit (100) described above.

[0116] One embodiment of the vehicle drive unit (100) includes: a rotary motor (MG); output components (53, 54, DS1, DS2) connected to the drive of the wheels (W); a power transmission mechanism (GT) that transmits driving force between the rotary motor (MG) and the output components (53, 54, DS1, DS2); an inverter module (INV) for driving and controlling the rotary motor (MG); and a power module (PWR) electrically connected to the vehicle battery (BT) and including at least one of a voltage conversion circuit (61) for converting the voltage of the vehicle battery (BT), a charging circuit (62) for charging the vehicle battery (BT) from an external power source (60), and a power supply circuit (62) for supplying power from the vehicle battery (BT) to the outside; and a device for housing the upper... The housing (9) includes a first housing (E1) for the inverter module (INV) and the power module (PWR) and a second housing (E2) for the rotary motor (MG) and the power transmission mechanism (GT). A cooling fluid path forming component (38) is arranged in the first housing (E1) in such a way that it contacts at least one of the inverter module (INV) and the power module (PWR). A first cooling fluid path (301) for cooling fluid flow is formed inside the cooling fluid path forming component (38), and a second cooling fluid path (302) for cooling fluid flow is formed inside the wall of the housing (9). The first cooling fluid path (301) and the second cooling fluid path (302) are connected inside the first housing (E1).

[0117] According to this structure, the cooling fluid path inside the cooling fluid path forming component (38), i.e., the first cooling fluid path (301), and the cooling fluid path inside the wall of the housing (9), i.e., the second cooling fluid path (302), are connected inside the first receiving chamber (E1). Therefore, it is easy to form a shorter cooling fluid path and to reduce the pressure loss of the cooling fluid path. In addition, it is easy to simplify the connection operation of the first cooling fluid path (301) and the second cooling fluid path (302). That is, according to this structure, it is possible to reduce the installation space and pressure loss, form a suitable flow path for the cooling fluid, and properly cool the object being cooled.

[0118] In addition, the vehicle drive unit (100) preferably has a housing (9) that divides the first storage chamber (E1) and the second storage chamber (E2) into a dividing wall (98), the second cooling fluid path (302) is formed inside the dividing wall (98), the connection port (311) of the first cooling fluid path (301) to other components is provided on the side (38b) of the cooling fluid path forming component (38) facing the dividing wall (98), and the connection port (312) of the second cooling fluid path (302) to other components is provided on the side (98a) of the dividing wall (98) facing the cooling fluid path forming component (38).

[0119] According to this structure, since the surface (38b) of the cooling fluid path forming component (38) facing the dividing wall (98) is opposite to the surface (98a) of the dividing wall (98) facing the cooling fluid path forming component (38), it is easy to simplify the connection operation of the first cooling fluid path (301) and the second cooling fluid path (302) when assembling the cooling fluid path forming component (38) into the housing 9.

[0120] Furthermore, the other components connected to the first connection port (311) and the other components connected to the second connection port (311) can be the same components or different components. When they are the same components, the first connection port (311) and the second connection port (312) can be connected via these other components. Alternatively, when they are different components, for example, the first connection port (311) can be connected to a first other component, and the second connection port (312) can be connected to a second other component different from the first other component. Thus, the first other component and the second other component can be connected via the first other component and the second other component, and the first connection port (311) and the second connection port (312) can be connected via different components. In this way, it can also be said that the other components are the components that connect the first connection port (311) and the second connection port (312). That is, the other components can function as connection components as described below.

[0121] Furthermore, the vehicle drive unit (100) preferably has a connecting member (OC) disposed between the cooling fluid path forming component (38) and the dividing wall (98). The connecting member (OC) includes: a third connecting port (313) connected to the first connecting port (311) and a fourth connecting port (314) connected to the second connecting port (312). A first mounting portion (981) for mounting the cooling fluid path forming component (38) and a mounting portion for the connecting member (98) are provided on the side (98a) of the dividing wall (98) facing the first storage chamber (E1). The second mounting part (982) for OC installation, with the connecting member (OC) installed on the second mounting part (982) and the cooling fluid path forming member (38) installed on the first mounting part (981), is configured such that the first connection port (311) and the third connection port (313) are connected, and the second connection port (312) and the fourth connection port (314) are connected.

[0122] According to this structure, by assembling only the connecting component (OC) and the cooling fluid path forming component (38) on the dividing wall (98) of the housing (9), the first cooling fluid path (301) and the second cooling fluid path (302) can be connected. Therefore, the connection operation of the first cooling fluid path (301) and the second cooling fluid path (302) can be easily simplified.

[0123] In addition, the vehicle drive unit (100) preferably has an oil passage (40) in the second storage chamber (E2) for the flow of oil for lubrication and cooling of the rotary motor (MG) and the power transmission mechanism (GT). The oil passage (40) is formed inside the partition wall (98) and the connecting member (OC). The connecting member (OC) functions as a heat exchanger (OC) for heat exchange between the cooling fluid and the oil.

[0124] According to this structure, by using the heat exchanger (OC) that performs the heat exchange between the cooling fluid and the oil as a connecting component (OC) connecting the first cooling fluid path (301) and the second cooling fluid path (302), it is easier to miniaturize the vehicle drive unit (100) compared to the case where the heat exchanger (OC) and the connecting component (OC) are set separately.

[0125] In addition, the vehicle drive unit (100) preferably has the second cooling fluid path (302) formed in the housing (9) inside the wall constituting the first storage chamber (E1), and the connection port (311) in the first cooling fluid path (301) that connects to a component different from the cooling fluid path forming component (38) and the connection port (312) in the second cooling fluid path (302) that connects to a component different from the housing (9) are connected in the first storage chamber (E1).

[0126] By forming the second cooling fluid path (302) inside the wall of the housing (9) that constitutes the first housing (E1), the vehicle drive unit (100) can be easily miniaturized. In addition, by assembling the cooling fluid path forming component (38) into the housing (9), the first cooling fluid path (301) and the second cooling fluid path (302) can be easily connected.

[0127] In addition, the vehicle drive unit (100) preferably includes the second cooling fluid path (302) having an inflow passage (304) that allows the cooling fluid flowing in from the inlet (36h, 311) provided in the wall of the housing (9) to flow into the first cooling fluid path (301), and an outflow passage (305) that allows the cooling fluid flowing from the first cooling fluid path (301) to flow out from the outlet (31h, 312) provided in the wall of the housing (9) to the outside of the housing (9), and an external component (OC) connected to the outlet (31h, 312) is disposed outside the housing (9).

[0128] According to this structure, by assembling the external component (OC) and the cooling fluid path forming component (38) into the housing (9), the first cooling fluid path (301) can be easily connected to the external component (OC) via the second cooling fluid path (302).

[0129] In addition, the vehicle drive unit (100) preferably has a housing (9) that divides the first storage chamber (E1) and the second storage chamber (E2). An oil passage (40) for lubricating and cooling oil flow for the rotary motor (MG) and the power transmission mechanism (GT) is provided in the second storage chamber (E2). The oil passage (40) is formed inside the dividing wall (98) and the external component (OC). The external component (OC) functions as a heat exchanger (OC) for heat exchange between the cooling fluid and the oil.

[0130] The heat exchanger (OC) requires both cooling fluid and oil for heat exchange. The cooling fluid flows inside the first receiving chamber (E1), and the oil flows inside the second receiving chamber (E2). A dividing wall (98) divides the first receiving chamber (E1) and the second receiving chamber (E2), and by forming part of an oil passage (40) inside the dividing wall (98), the heat exchanger (OC) can be easily configured in a location that facilitates the guidance of both the cooling fluid and the oil.

[0131] In addition, the cooling fluid path forming component (38) of the preferred vehicle drive unit (100) forms the first cooling fluid path (301) for the flow of the cooling fluid inside the cooling fluid path forming component (38) and is independent of the housing (9).

[0132] The cooling fluid path forming component (38) is not a plate like a heat sink, but a component with cooling water channels formed inside that are independent of the housing 9, thereby enabling proper cooling of the object to be cooled (e.g., inverter module (INV), power module (PWR)).

[0133] Alternatively, the vehicle drive unit (100) preferably has the inverter module (INV) and the power module (PWR) disposed on one side of the cooling fluid path forming component (38), i.e., the first side (38a), or the inverter module (INV) and the power module (PWR) disposed on the other side of the cooling fluid path forming component (38), i.e., the second side (38b), and the first side (38a).

[0134] By arranging the inverter module (INV) and power module (PWR) together with the cooling fluid path forming component (38) in the same storage space, namely the first storage chamber (E1), the inverter module (INV) and power module (PWR), which are heat-generating components, can be properly cooled in one location with a simple cooling structure. For example, if the inverter module (INV) and power module (PWR) are cooled by oil passages formed on the surface (inner wall surface) of the housing (9), there are concerns that the cooling performance may be reduced because oil passages cannot be arranged on the surface of the housing (9), and there are concerns that the overall size of the device may increase in order to ensure cooling performance. However, by housing the inverter module (INV) and the power module (PWR) in the same first housing chamber (E1), and arranging the inverter module (INV) and the power module (PWR) in the same manner in contact with one or both of the first surface (38a) and the second surface (38b) of the cooling fluid path forming component (38) disposed in the first housing chamber (E1), the vehicle drive unit (100) can be configured in a smaller size.

[0135] Explanation of reference numerals in the attached figures

[0136] 9: Housing; 10: Vehicle; 36h: First water pump connection port (inlet); 38: Cooling unit (cooling fluid path forming component); 38a: First surface of cooling unit (one side of the cooling fluid path forming component, i.e., the first surface); 38b: Second surface of cooling unit (the other side of the cooling fluid path forming component, i.e., the second surface); 39: Cooling water passage (cooling fluid path); 40: Oil passage (oil passage for lubrication and cooling); 52: Side gear (output component); 53: First side gear (output component); 54: Second side gear (output component); 60: External power supply; 61: Converter (voltage conversion circuit); 62: Charging power supply circuit (charging circuit, power supply circuit); 98: Dividing wall; 98a: First surface of dividing wall (the surface of the dividing wall facing the cooling fluid path forming component (cooling unit)); 100: Vehicle drive unit; 300: Vehicle control unit; 301: First cooling water passage (first cooling fluid path); 3 02: Second cooling water path (second cooling fluid path), 304: Fourth cooling water path (inflow path), 305: Fifth cooling water path (outflow path), 311: First connection port, 312: Second connection port, 313: Cooling water inlet (third connection port), 314: Cooling water outlet (fourth connection port), 401: First oil flow path (part of the oil path formed inside the dividing wall and connecting components), 402: Second oil flow path (part of the oil path formed inside the dividing wall and connecting components), 981: First mounting part, 982: Second mounting part, BT: On-board battery, DS1: First drive shaft (output component), DS2: Second drive shaft (output component), E1: First storage chamber, E2: Second storage chamber, GT: Power transmission mechanism, INV: Inverter module, MG: Rotary motor, OC: Oil cooler (heat exchanger, connecting components, other components, external components), PWR: Power module, W: Wheel.

Claims

1. A vehicle drive system comprising: Rotary electric motor; Output components, which are connected to the wheel drive; A power transmission mechanism that transmits driving force between the aforementioned rotary motor and the aforementioned output component; Inverter module, which is used to drive and control the aforementioned rotating motor; A power module electrically connected to a vehicle battery, and comprising at least one of a voltage conversion circuit for converting the voltage of the vehicle battery, a charging circuit for charging the vehicle battery from an external power source, and a power supply circuit for supplying power from the vehicle battery to an external source; and The housing includes a first storage compartment for housing the inverter module and the power module, and a second storage compartment for housing the rotary motor and the power transmission mechanism. A cooling fluid path forming component is configured in the first storage chamber to contact at least one of the inverter module and the power module. A first cooling fluid path for cooling fluid flow is formed inside the aforementioned cooling fluid path forming component. A second cooling fluid path is formed inside the wall of the aforementioned housing for the flow of the cooling fluid. The first cooling fluid path and the second cooling fluid path are connected inside the first receiving chamber.

2. The vehicle drive device according to claim 1, wherein, The aforementioned housing has a dividing wall that separates the first storage compartment and the second storage compartment. The aforementioned second cooling fluid path is formed inside the aforementioned partition wall. The connection port to other components in the first cooling fluid path, i.e., the first connection port, is located on the surface of the cooling fluid path forming component facing the dividing wall. The connection port to other components in the second cooling fluid path, i.e., the second connection port, is located on the side of the dividing wall facing the component forming the cooling fluid path.

3. The vehicle drive device according to claim 2, wherein, A connecting component is disposed between the aforementioned cooling fluid path forming component and the aforementioned dividing wall. The aforementioned connecting component includes: a third connecting port that connects to the first connecting port, and a fourth connecting port that connects to the second connecting port. A first mounting portion for mounting the cooling fluid path forming component and a second mounting portion for mounting the connecting component are provided on the side of the dividing wall facing the first receiving chamber. With the connecting component installed on the second mounting portion and the cooling fluid path forming component installed on the first mounting portion, the first connection port, the second connection port, the third connection port, and the fourth connection port are configured such that the first connection port and the third connection port are connected, and the second connection port and the fourth connection port are connected.

4. The vehicle drive device according to claim 3, wherein, An oil passage is provided in the second storage chamber for the flow of oil for lubrication and cooling of the rotary motor and the power transmission mechanism. A portion of the aforementioned oil passage is formed inside the aforementioned dividing wall and the aforementioned connecting component. The aforementioned connecting component functions as a heat exchanger for exchanging heat between the aforementioned cooling fluid and the aforementioned oil.

5. The vehicle drive unit according to claim 1, wherein, The aforementioned second cooling fluid path is formed within the housing, inside the wall constituting the aforementioned first receiving chamber. The connection port in the first cooling fluid path that connects to a component different from the component forming the cooling fluid path, i.e., the first connection port, and the connection port in the second cooling fluid path that connects to a component different from the wall of the housing, i.e., the second connection port, are connected in the first storage chamber.

6. The vehicle drive unit according to claim 5, wherein, The second cooling fluid path includes: an inflow passage for the cooling fluid flowing in from an inlet provided in the wall of the housing to the first cooling fluid path, and an outflow passage for the cooling fluid flowing from the first cooling fluid path to flow out from an outlet provided in the wall of the housing to the outside of the housing. An external component connected to the outlet is disposed outside the aforementioned housing.

7. The vehicle drive unit according to claim 6, wherein, The aforementioned housing has a dividing wall that separates the first storage compartment and the second storage compartment. An oil passage is provided in the second storage chamber for the flow of oil for lubrication and cooling of the rotary motor and the power transmission mechanism. A portion of the aforementioned oil passage is formed within the aforementioned dividing wall and the aforementioned external components. The aforementioned external components function as a heat exchanger for exchanging heat between the aforementioned cooling fluid and the aforementioned oil.

8. The vehicle drive unit according to claim 1, wherein, For the aforementioned cooling fluid path forming component, a first cooling fluid path is formed inside the aforementioned cooling fluid path forming component, which is independent of the aforementioned cooling fluid flow in the aforementioned housing.

9. The vehicle drive unit according to claim 1, wherein, The inverter module and the power module are disposed on one side of the cooling fluid path forming component, i.e., the first side. The inverter module and the power module are disposed on the other side of the cooling fluid path forming component, namely the second side and the first side.

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