Drive device

Abstract

To suck oil normally with a first oil pump and a second oil pump when an acceleration is applied to a vehicle in a lateral direction.SOLUTION: A drive device comprises: a first electric motor that drives a left wheel; a second electric motor that drives a right wheel; an oil storage tank; a partition wall provided on a bottom surface of the oil storage tank, and dividing the oil storage tank into a left oil storage tank and a right oil storage tank; a first oil pump for sucking oil through a suction port opening on a bottom surface of the left oil storage tank, and supplying the sucked oil to the first electric motor; and a second oil pump for sucking oil through a suction port opening on a bottom surface of the right oil storage tank and supplying the sucked oil to the second electric motor. The partition wall has a through hole extending from the left oil storage tank to the right oil storage tank. The drive device has a blocking device that blocks the through hole when an acceleration is applied in a lateral direction.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The technology disclosed in this specification relates to a drive device.

[0002] Patent Document 1 discloses an electric vehicle in which the left and right wheels are driven by separate electric motors. The drive device of this electric vehicle has a first electric motor and a second electric motor. The drive force of the first electric motor is transmitted to the left wheel, and the drive force of the second electric motor is transmitted to the right wheel. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2008-283836 A Summary of the Invention [Problem to be solved by the invention]

[0004] An electric vehicle is provided with an oil pump that supplies oil to the electric motor. The electric motor is cooled by supplying oil to the electric motor. In a drive device having a first electric motor and a second electric motor, a first oil pump that supplies oil to the first electric motor and a second oil pump that supplies oil to the second electric motor can be provided independently. When the first oil pump and the second oil pump are provided in this manner, the flow rate of oil supplied to the first electric motor and the flow rate of oil supplied to the second electric motor can be controlled individually. Therefore, the temperature of the first electric motor and the temperature of the second electric motor can be appropriately controlled.

[0005] When the drive unit has a first oil pump and a second oil pump, the bottom surface of the oil storage tank has an inlet port for the first oil pump and an inlet port for the second oil pump. When lateral acceleration is applied to the electric vehicle, the oil in the oil storage tank is biased to either the left or right. When the oil in the oil storage tank is distributed unevenly in this manner, the oil level drops above either the inlet port for the first oil pump or the inlet port for the second oil pump, and either oil pump cannot suck in the oil. In this case, it becomes difficult to cool the first electric motor or the second electric motor. This specification proposes a drive unit in which both the first oil pump and the second oil pump can normally suck in the oil even when lateral acceleration is applied to the vehicle. [Means for solving the problem]

[0006] The drive unit disclosed in this specification includes a first electric motor for driving the left wheels of a vehicle, a second electric motor for driving the right wheels of the vehicle, an oil reservoir, a partition wall provided on the bottom surface of the oil reservoir and dividing the oil reservoir into a left oil reservoir and a right oil reservoir, a first oil pump for drawing oil from an intake port opening on the bottom surface of the left oil reservoir and supplying the drawn oil to the first electric motor, and a second oil pump for drawing oil from an intake port opening on the bottom surface of the right oil reservoir and supplying the drawn oil to the second electric motor. A through hole extending from the left oil reservoir to the right oil reservoir is provided in the partition wall. A blocking device is provided for blocking the through hole when lateral acceleration is applied to the vehicle.

[0007] In this drive unit, the oil tank is divided into a left oil tank and a right oil tank by a partition wall. Since the partition wall has a through hole, oil can flow between the left oil tank and the right oil tank under normal circumstances. Therefore, oil is distributed almost evenly between the left oil tank and the right oil tank under normal circumstances, and both the first oil pump and the second oil pump can properly draw in oil. In addition, when acceleration is applied to the vehicle in the lateral direction, the through hole is blocked by the blocking device. Therefore, oil cannot flow between the left oil tank and the right oil tank. This suppresses uneven distribution of oil between the left oil tank and the right oil tank. Therefore, even when acceleration is applied to the vehicle in the lateral direction, a sufficient amount of oil can be stored in the left oil tank and the right oil tank. Therefore, both the first oil pump and the second oil pump can properly draw in oil. [Brief description of the drawings]

[0008] [Figure 1] 4 is a cross-sectional view of the drive device taken along the left-right and front-rear directions. FIG. [Diagram 2] FIG. 2 is a longitudinal sectional view of the drive unit taken along line AA in FIG. 1; [Diagram 3] FIG. 4 is a vertical cross-sectional view of a partition wall 60 and its surroundings along the left-right direction. [Figure 4] FIG. 13 shows a modified example of the septum 60 and occluder. [Diagram 5] FIG. 13 shows a modified example of the septum 60 and occluder. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] The following are additional features of the drive device disclosed in this specification:

[0010] The drive device may further include a first gear that is immersed in oil in the left oil reservoir and transmits the driving force of the first electric motor to the left wheel, and a second gear that is immersed in oil in the right oil reservoir and transmits the driving force of the second electric motor to the right wheel.

[0011] According to this configuration, the first gear spreads oil into the left oil tank, and the second gear spreads oil into the right oil tank. Each gear is lubricated by the spread oil. As described above, when the vehicle is accelerated in the lateral direction, the through hole is blocked, so that the oil level in the left oil tank and the right oil tank is unlikely to drop. Therefore, each gear can spread oil even when the vehicle is accelerated in the lateral direction.

[0012] The blocking device may block the through hole when acceleration is applied to the vehicle in both the lateral and longitudinal directions. In this case, the left side surface of the partition may be inclined with respect to the longitudinal direction, and the right side surface of the partition may be inclined with respect to the longitudinal direction in a direction opposite to the inclination of the left side surface.

[0013] According to this configuration, the through hole can be blocked when the vehicle is accelerating or decelerating while traveling around a corner.

[0014] The partition may be disposed at a lateral center of the oil reservoir, and may extend along a front-to-rear direction of the vehicle.

[0015] The occluder may have an occlusion member disposed opposite the through hole. The occlusion member may be a plate or a ball. The occlusion member may be suspended. A plate or a ball may be provided in each of the right oil reservoir and the left oil reservoir. EXAMPLES

[0016] A drive unit 10 according to the embodiment shown in Fig. 1 is mounted on an electric vehicle. In Fig. 1, an arrow FR indicates the front direction of the vehicle, and an arrow RH indicates the right direction of the vehicle. The drive unit 10 drives a left rear wheel 90 and a right rear wheel 92 of the electric vehicle.

[0017] The drive unit 10 has a case 12. Inside the case 12, a left motor chamber 13, a right motor chamber 15, and a gear chamber 17 are provided. The gear chamber 17 also functions as an oil reservoir for storing oil. The gear chamber 17 is divided into a left gear chamber 14 and a right gear chamber 16 by a partition wall 60. The partition wall 60 extends along the front-rear direction and is disposed in the center of the gear chamber 17 in the lateral direction. The left gear chamber 14 is disposed rearward of the left motor chamber 13. The right motor chamber 15 is disposed to the right of the left motor chamber 13. The right gear chamber 16 is disposed rearward of the right motor chamber 15. The left motor chamber 13 houses a left motor 20. The left gear chamber 14 houses a gear set that transmits the driving force of the left motor 20 to the left rear wheel 90. The right motor chamber 15 houses a right motor 40. The right gear chamber 16 accommodates a gear set that transmits the driving force of the right electric motor 40 to the right rear wheel 92.

[0018] The left electric motor 20 has a rotor 20a and a stator 20b. The rotor 20a has a shaft 20c. The rotor 20a is housed in the left electric motor chamber 13 with the shaft 20c extending along the front-rear direction of the electric vehicle. The rotor 20a is rotatably supported by a bearing (not shown) provided in the case 12. The shaft 20c penetrates the partition wall between the left electric motor chamber 13 and the left gear chamber 14, and extends from the left electric motor chamber 13 to the left gear chamber 14. The stator 20b is disposed around the rotor 20a. The rotor 20a rotates when a current flows through the stator 20b.

[0019] The gear set provided in the left gear chamber 14 has gears 22, 23, 24, and 25. A countershaft 26 and a drive shaft 27 are also provided in the left gear chamber 14. The countershaft 26 is arranged parallel to the shaft 20c of the rotor 20a. The countershaft 26 is rotatably supported by a bearing (not shown) provided in the case 12. The drive shaft 27 extends along the left-right direction of the electric vehicle. The drive shaft 27 extends from the left gear chamber 14 through the left wall of the case 12 to the outside of the case 12. A left rear wheel 90 is connected to the left end of the drive shaft 27. The drive shaft 27 is rotatably supported by a bearing (not shown) provided in the case 12. The gear 22 is a cylindrical gear and is fixed to the shaft 20c of the rotor 20a. The gear 23 is a cylindrical gear and is fixed to the countershaft 26. Gear 23 is engaged with gear 22. Gear 24 is a truncated cone gear and is fixed to counter shaft 26. Gear 25 is a truncated cone gear and is fixed to drive shaft 27. Gear 25 is engaged with gear 24. Gears 24 and 25 form a hypoid gear.

[0020] When the left electric motor 20 is driven to rotate the shaft 20c of the rotor 20a, the gear 22 rotates, and the driving force is transmitted from the gear 22 to the gear 23. As a result, the gear 23, the countershaft 26, and the gear 24 rotate. When the gear 24 rotates, the driving force is transmitted from the gear 24 to the gear 25. As a result, the gear 25 and the drive shaft 27 rotate. As a result, the left rear wheel 90 rotates. In this way, the gears in the left gear chamber 14 transmit the driving force of the left electric motor 20 to the left rear wheel 90.

[0021] As shown in Fig. 2, the bottom surface of the left gear chamber 14 is disposed below the bottom surface of the left electric motor chamber 13. Oil 80 is stored in the left gear chamber 14 at a liquid level sufficient to immerse the lower part of the gear 25. Therefore, when the gear 25 rotates as a result of the driving of the left electric motor 20, the oil 80 stored in the left gear chamber 14 is splashed up by the gear 25. This causes the oil to be dispersed in the left gear chamber 14. The oil dispersed in the left gear chamber 14 lubricates each gear.

[0022] The drive unit 10 has a left oil circulation path that circulates oil in the left motor chamber 13 and the left gear chamber 14. The left oil circulation path has an oil pump 30, an oil supply path 31, a shaft flow path 32, an oil flow path 33, an oil suction port 34, and an oil suction path 35. The oil supply path 31 is formed by a pipe outside the case 12 and a flow path provided in the outer wall of the case 12. The shaft 20c of the rotor 20a has a cylindrical shape, and the shaft flow path 32 is formed by its central hole. The shaft flow path 32 extends from the front end to the rear end of the shaft 20c. The oil supply path 31 connects the discharge port of the oil pump 30 and the front end of the shaft flow path 32. A plurality of oil dispersion flow paths 32a are provided in the outer peripheral wall of the shaft 20c. The oil flow path 33 penetrates the partition between the left motor chamber 13 and the left gear chamber 14. The oil suction port 34 opens to the bottom surface of the left gear chamber 14. The oil suction passage 35 is formed by piping outside the case 12. The oil suction passage 35 connects the oil suction port 34 and the suction port of the oil pump 30.

[0023] When the oil pump 30 operates, the oil 80 stored in the left gear chamber 14 is sucked into the oil suction port 34. The oil sucked into the oil suction port 34 is supplied to the shaft flow passage 32 through the oil suction passage 35, the oil pump 30, and the oil supply passage 31. In the shaft flow passage 32, the oil flows from the front end to the rear end of the shaft flow passage 32. The oil that has flowed through the shaft flow passage 32 to the rear end is discharged into the left gear chamber 14. In addition, a part of the oil flowing in the shaft flow passage 32 is sprayed into the left motor chamber 13 from the oil spraying passage 32a. The left motor 20 is cooled by the oil flowing in the shaft flow passage 32 and the oil sprayed into the left motor chamber 13. In addition, the rotor 20a is lubricated by the oil sprayed into the left motor chamber 13. The oil sprayed into the left motor chamber 13 flows into the left gear chamber 14 through the oil flow passage 33. In this manner, by operating the oil pump 30, the oil circulates in the left oil circulation path, and the left electric motor 20 is cooled.

[0024] The structures inside the right motor chamber 15 and the right gear chamber 16 are the same as the structures inside the left motor chamber 13 and the left gear chamber 14, but with the left and right reversed. The right motor 40 has a rotor 40a and a stator 40b. The rotor 40a has a shaft 40c. The rotor 40a is housed in the right motor chamber 15 with the shaft 40c extending along the front-rear direction of the electric vehicle. The rotor 40a is rotatably supported by a bearing (not shown) provided in the case 12. The shaft 40c penetrates the partition between the right motor chamber 15 and the right gear chamber 16, and extends from the right motor chamber 15 to the right gear chamber 16. The stator 40b is disposed around the rotor 40a. The rotor 40a rotates when a current flows through the stator 40b.

[0025] The gear set provided in the right gear chamber 16 has gears 42, 43, 44, and 45. A countershaft 46 and a drive shaft 47 are also provided in the right gear chamber 16. The countershaft 46 is arranged parallel to the shaft 40c of the rotor 40a. The countershaft 46 is rotatably supported by a bearing (not shown) provided in the case 12. The drive shaft 47 extends along the left-right direction of the electric vehicle. The drive shaft 47 extends from the right gear chamber 16 through the right wall of the case 12 to the outside of the case 12. A right rear wheel 92 is connected to the right end of the drive shaft 47. The drive shaft 47 is rotatably supported by a bearing (not shown) provided in the case 12. The gear 42 is a cylindrical gear and is fixed to the shaft 40c of the rotor 40a. The gear 43 is a cylindrical gear and is fixed to the countershaft 46. The gear 43 is engaged with the gear 42. The gear 44 is a conical gear and is fixed to the counter shaft 46. The gear 45 is a conical gear and is fixed to the drive shaft 47. The gear 45 is engaged with the gear 44. The gears 44 and 45 form a hypoid gear.

[0026] When the right electric motor 40 is driven to rotate the shaft 40c, the driving force is transmitted from the shaft 40c to the drive shaft 47 via the gears 42, 43, 44, and 45. This causes the drive shaft 47 to rotate, and the right rear wheel 92 to rotate. In this manner, the gears in the right gear chamber 16 transmit the driving force of the right electric motor 40 to the right rear wheel 92.

[0027] 2, the bottom surface of the right gear chamber 16 is disposed below the bottom surface of the right electric motor chamber 15. Oil is stored in the right gear chamber 16 at a liquid level sufficient to immerse the lower part of the gear 45. Therefore, when the gear 45 rotates by driving the right electric motor 40, the oil stored in the right gear chamber 16 is splashed up by the gear 45. This causes the oil to be dispersed in the right gear chamber 16. The oil dispersed in the right gear chamber 16 lubricates each gear.

[0028] The drive unit 10 has a right oil circulation path that circulates oil to the right motor chamber 15 and the right gear chamber 16. The right oil circulation path has an oil pump 50, an oil supply path 51, a shaft flow path 52, an oil flow path 53, an oil suction port 54, and an oil suction path 55. The oil supply path 51 is formed by a pipe outside the case 12 and a flow path provided in the outer wall of the case 12. The shaft 40c of the rotor 40a has a cylindrical shape, and the shaft flow path 52 is formed by its central hole. The shaft flow path 52 extends from the front end to the rear end of the shaft 40c. The oil supply path 51 connects the discharge port of the oil pump 50 and the front end of the shaft flow path 52. A plurality of oil dispersion flow paths 52a are provided in the outer peripheral wall of the shaft 40c. The oil flow path 53 penetrates the partition between the right motor chamber 15 and the right gear chamber 16. The oil suction port 54 opens to the bottom surface of the right gear chamber 16. The oil suction passage 55 is formed by piping outside the case 12. The oil suction passage 55 connects the oil suction port 54 and the suction port of the oil pump 50.

[0029] When the oil pump 50 operates, the oil stored in the right gear chamber 16 is supplied to the shaft flow passage 52 through the oil suction port 54, the oil suction passage 55, the oil pump 50, and the oil supply passage 51. The oil that flows from the front end to the rear end in the shaft flow passage 52 is discharged into the right gear chamber 16. In addition, a part of the oil flowing in the shaft flow passage 52 is dispersed from the oil dispersion passage 52a into the right motor chamber 15. The right motor 40 is cooled by the oil flowing in the shaft flow passage 52 and the oil dispersed in the right motor chamber 15. In addition, the rotor 40a is lubricated by the oil dispersed in the right motor chamber 15. The oil dispersed in the right motor chamber 15 flows to the right gear chamber 16 through the oil flow passage 53. In this way, the oil pump 50 operates, and the oil circulates in the right oil circulation passage, and the right motor 40 is cooled.

[0030] The partition wall 60 is provided with a through hole 62. The through hole 62 extends from the left gear chamber 14 to the right gear chamber 16. Therefore, oil can flow between the left gear chamber 14 and the right gear chamber 16 through the through hole 62.

[0031] FIG. 3 shows a cross section of the partition wall 60. As shown in FIG. 3, the partition wall 60 is erected on the bottom surface of the gear chamber 17. There is a gap between the partition wall 60 and the ceiling surface of the gear chamber 17. Therefore, the left gear chamber 14 and the right gear chamber 16 are connected at the top of the partition wall 60. However, the partition wall 60 may extend to the ceiling surface of the gear chamber 17. The partition wall 60 is composed of a left plate 60a and a right plate 60b. The upper end of the left plate 60a and the upper end of the right plate 60b are connected to each other. A space 64 is provided between the left plate 60a and the right plate 60b (i.e., inside the partition wall 60). A through hole 62a is provided in the left plate 60a, and a through hole 62b is provided in the right plate 60b. The through holes 62a and 62b form a through hole 62 that penetrates the partition wall 60 from left to right. A baffle plate 66 is disposed in the space 64 inside the partition wall 60. The baffle plate 66 is suspended from the upper end of the partition wall 60. The baffle plate 66 extends along the front-rear direction of the vehicle. The baffle plate 66 is disposed between the through holes 62a, 62b. That is, the baffle plate 66 is disposed in a position facing the through holes 62a, 62b. Under normal conditions (that is, when no acceleration is applied to the vehicle), the baffle plate 66 does not block the through holes 62a, 62b. The baffle plate 66 can swing left and right around the upper end of the partition wall 60.

[0032] Line L1 in Fig. 3 indicates the position of the oil level under normal circumstances (i.e., when no acceleration is applied to the vehicle). The oil level is located above the through holes 62a, 62b. Note that, although the oil level is located below the upper end of the partition wall 60 in Fig. 3, the oil level may be located above the upper end of the partition wall 60. Under normal circumstances, the baffle plate 66 does not block the through holes 62a, 62b, so that the oil level is equal between the left gear chamber 14 and the right gear chamber 16.

[0033] When the vehicle is traveling around a curve, the vehicle is accelerated in the lateral direction. When the oil is accelerated in the lateral direction, the distribution of the oil in the gear chamber 17 changes. Lines L2 and L3 in Fig. 3 show the oil level when the vehicle is accelerated to the right. Note that line L2 shows a comparative example in which the baffle plate 66 is not present, and line L3 shows a case in which the baffle plate 66 is present.

[0034] In the absence of the baffle plate 66, the through hole 62 is not blocked. Therefore, when the oil is accelerated in the right direction, the oil flows from the left gear chamber 14 to the right gear chamber 16 through the through hole 62. Therefore, as shown by the line L2 in FIG. 3, the oil level in the right gear chamber 16 rises and the oil level in the left gear chamber 14 falls. For this reason, in FIG. 3, the oil suction port 34 is exposed from the oil. When the oil suction port 34 is exposed in this way, the oil pump 30 cannot supply oil to the left electric motor 20, and it becomes difficult to cool the left electric motor 20. In addition, when the oil level in the left gear chamber 14 falls, the entire gear 25 is exposed from the oil, and it becomes impossible for the gear 25 to spray oil. This reduces the lubricity of the gear in the left gear chamber 14. Similarly, when the oil is accelerated in the left direction, it becomes difficult to cool the right electric motor 40, and the lubricity of the gear in the right gear chamber 16 decreases.

[0035] On the other hand, when the baffle plate 66 is present (i.e., in the case of the embodiment), when acceleration is applied to the vehicle in the right direction, the baffle plate 66 swings to the right and blocks the through hole 62b. Therefore, oil is prevented from flowing from the left gear chamber 14 to the right gear chamber 16. This prevents the oil level in the left gear chamber 14 from decreasing. Therefore, as shown by the line L3 in FIG. 3, the oil suction port 34 is prevented from being exposed from the oil. Therefore, the oil pump 30 can supply oil to the left electric motor 20, and the left electric motor 20 can be suitably cooled. In addition, since the oil level in the left gear chamber is prevented from decreasing, the gear 25 can disperse oil into the left gear chamber 14. In other words, the lubrication of the gears in the left gear chamber 14 does not decrease. Similarly, when acceleration is applied to the oil in the left direction, the baffle plate 66 swings to the left and blocks the through hole 62a. Therefore, the oil can be supplied to the right electric motor 40 by the oil pump 50, and the right electric motor 40 can be appropriately cooled. In addition, the lubrication of the gears in the right gear chamber 16 does not decrease.

[0036] As described above, according to the drive device 10 of the embodiment, even when lateral acceleration is applied to the vehicle, both the oil pump 30 and the oil pump 50 can properly draw in oil, and the left electric motor 20 and the right electric motor 40 can be properly cooled.

[0037] The baffle plate 66 is an example of an occluder that closes the through-hole 62 when acceleration is applied in the lateral direction. The occluder may have any configuration as long as it can close the through-hole 62 when acceleration is applied in the lateral direction. Figure 4 shows a modified example of the bulkhead 60 and the occluder.

[0038] 4(a), the partition wall 60 is composed of a single plate. A baffle plate 66a is disposed on the left side of a through hole 62 penetrating the partition wall 60, and a baffle plate 66b is disposed on the right side of the through hole 62. When acceleration is applied in the rightward direction, the baffle plate 66a swings to the right and closes the through hole 62, and when acceleration is applied in the leftward direction, the baffle plate 66b swings to the left and closes the through hole 62.

[0039] In Fig. 4(b), two baffle plates 66a, 66b are disposed in a space 64 inside the partition wall 60. When acceleration is applied to the right, the baffle plate 66b swings to the right and blocks the through hole 62b, and when acceleration is applied to the left, the baffle plate 66a swings to the left and blocks the through hole 62a.

[0040] In FIG. 4(c), the partition 60 is formed of a single plate. A ball 66c is disposed on the left side of a through hole 62 penetrating the partition 60, and a ball 66d is disposed on the right side of the through hole 62. Each of the balls 66c and 66d is movable left and right by a guide rail. Normally, each of the balls 66c and 66d is disposed at a position away from the partition 60 and does not block the through hole 62. When acceleration is applied to the right, the ball 66c moves to the right and blocks the through hole 62, and when acceleration is applied to the left, the ball 66d moves to the left and blocks the through hole 62.

[0041] FIG. 5 shows a modified example of the partition 60 and the occluder. In FIG. 5, the left plate 60a is disposed so as to be displaced leftward as it approaches the front, and the right plate 60b is disposed so as to be displaced rightward as it approaches the front. Two baffle plates 66a and 66b are disposed in the space 64 inside the partition 60. The baffle plate 66a faces the through hole 62a, and the baffle plate 66b faces the through hole 62b. The center of the baffle plate 66a is located forward of the center of the through hole 62a, and the center of the baffle plate 66b is located forward of the center of the through hole 62b. The baffle plate 66b blocks the through hole 62b when acceleration is applied diagonally rearward to the right (i.e., when acceleration is applied both in the right direction and in the rear direction), and the baffle plate 66a blocks the through hole 62a when acceleration is applied diagonally rearward to the left (i.e., when acceleration is applied both in the left direction and in the rear direction). Thus, in the configuration of Fig. 5, the through hole 62 is blocked when acceleration is applied in the lateral and rearward directions simultaneously. If the oil suction ports 34, 54 are disposed in a position close to the front end of the gear chamber 17, the oil suction ports 34, 54 are likely to be exposed from the oil when acceleration is applied to the oil in the rearward direction (i.e., when the vehicle is accelerating). In such a case, the configuration of Fig. 5 may be adopted so that the through hole 62 is blocked when acceleration is applied to the oil in the lateral and rearward directions simultaneously. Also, by inverting the configuration of Fig. 5 front to back, the through hole 62 can be blocked when acceleration is applied to the oil in the lateral and forward directions simultaneously.

[0042] In the above-described embodiment, the gear chamber 17 functions as an oil reservoir tank for storing the oil to be supplied to the oil pumps 30 and 50. However, an oil reservoir tank may be provided separately from the gear chamber 17.

[0043] In the above-described embodiment, the electric motor is cooled by the oil discharged by the oil pump flowing inside the shaft of the rotor. However, as long as the electric motor can be cooled, the oil may be supplied from the oil pump to the electric motor in any manner. For example, the oil may be discharged from the oil supply passage toward the outer circumferential surface of the rotor.

[0044] Although the embodiments have been described in detail above, these are merely examples and do not limit the scope of the claims. The technology described in the claims includes various modifications and changes to the specific examples exemplified above. The technical elements described in this specification or drawings exhibit technical utility alone or in various combinations, and are not limited to the combinations described in the claims at the time of filing. In addition, the technology exemplified in this specification or drawings achieves multiple objectives simultaneously, and achieving one of the objectives itself has technical utility. [Explanation of symbols]

[0045] 10: drive unit, 17: gear chamber, 20: left motor, 30: oil pump, 34: oil suction port, 40: right motor, 50: oil pump, 54: oil suction port, 60: partition wall, 62: through hole, 66: baffle plate

Claims

1. A drive device, a first electric motor that drives a left wheel of the vehicle; a second electric motor for driving a right wheel of the vehicle; An oil reservoir; a partition wall provided on a bottom surface of the oil reservoir tank and dividing the oil reservoir tank into a left oil reservoir tank and a right oil reservoir tank; a first oil pump that draws oil through a suction port that opens into a bottom surface of the left oil reservoir and supplies the drawn oil to the first electric motor; a second oil pump that draws oil through a suction port that opens into a bottom surface of the right oil reservoir and supplies the drawn oil to the second electric motor; having A through hole is provided in the partition wall, the through hole extending from the left oil reservoir to the right oil reservoir, a blocking device that blocks the through hole when lateral acceleration is applied to the vehicle; Drive unit.

2. a first gear that is immersed in oil in the left oil reservoir and that transmits a driving force of the first electric motor to the left wheel; a second gear that is immersed in oil in the right oil reservoir and transmits a driving force of the second electric motor to the right wheel; The drive arrangement of claim 1 further comprising:

3. The drive device according to claim 1 or 2, wherein the obstructor closes the through hole when acceleration is applied to the vehicle in both a lateral direction and a longitudinal direction.

4. 3. The drive unit according to claim 1, wherein the partition is disposed at the center of the oil reservoir in the lateral direction.

5. The drive unit according to claim 1 or 2, wherein the partition wall extends along a front-rear direction of the vehicle.

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