Vehicle drive unit

Abstract

To provide a driving device for a vehicle having a structure easy in assembling an oil supply system.SOLUTION: A driving device for a vehicle includes: a motor (driving motor 11); a generator 13; a decelerator 12 for decelerating output of the motor; and a housing 100. An oil passage 6 for supplying an oil to each of the motor, the decelerator and the generator is formed integrally with the housing at an upper part with respect to a motor shaft 11c, and further includes an oil pipe 7 mounted on the housing for supplying the oil from an oil reservoir 105 to the oil passage. The decelerator is positioned between the motor and the generator in a manner of being deviated from the moor shaft in a second direction orthogonal to a first direction, the oil pipe is positioned between the motor and the generator in the first direction, and at least a part of the oil pipe is positioned at a side opposite to the decelerator across the motor shaft in the second direction.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The technology disclosed herein relates to a vehicle drive device. [Background technology]

[0002] Patent Document 1 describes a drive unit for a hybrid vehicle. The drive unit includes an internal combustion engine, a transmission, a motor, and a reduction gear. The transmission changes the speed of the output of the internal combustion engine and outputs it. The reduction gear reduces the output of the motor and transmits it to the transmission. The reduction gear is a parallel-shaft gear reducer housed in a case. The case is shaped to surround the multiple gears that make up the reduction gear. An oil pipe is disposed within the case. The oil pipe supplies oil that is stored in the lower part of the case to the reduction gear located in the upper part of the case. The oil pipe curves and extends upward along the side wall of the case in the narrow space between the gear of the reduction gear and the side wall of the case. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2020-112246 Summary of the Invention [Problem to be solved by the invention]

[0004] In the conventional drive unit described in Patent Document 1, the oil pipe is arranged in a narrow space. This structure significantly reduces the workability of assembling the oil pipe during the manufacture of the drive unit.

[0005] The technology disclosed herein provides a vehicle drive device with an oil supply system that is easy to assemble. [Means for solving the problem]

[0006] The technology disclosed herein relates to a vehicle drive device. a motor for driving a vehicle, the motor shaft extending in a first direction perpendicular to the up-down direction; a generator located to the side of the motor in the first direction and configured to generate electricity to be supplied to the motor; a reducer located between the motor and the generator in the first direction and meshing with the motor shaft to reduce the output of the motor; a housing that accommodates the motor, the reducer, and the generator, an oil passage for supplying oil to the motor, the reducer, and the generator is integrally formed in the housing above the motor shaft; The housing has an oil reservoir in a lower portion thereof for storing the oil, an oil pipe attached to the housing within the housing and supplying oil from the oil reservoir to the oil passage; the reducer is located between the motor and the generator and is shifted relative to the motor shaft in a second direction perpendicular to the first direction; The oil pipe is located between the motor and the generator in the first direction, and at least a portion of the oil pipe is located on the opposite side of the motor shaft from the reducer in the second direction.

[0007] According to this configuration, the vehicle drive device includes a motor, a reducer, and a generator. The motor, the reducer, and the generator are arranged in this order in a first direction. The housing accommodates the motor, the reducer, and the generator.

[0008] An oil passage is integrally formed in the housing. The oil passage is formed above the motor shaft. The oil passage supplies oil from above to the motor, reducer, and generator. The oil supplied to the motor, reducer, and generator falls downward due to gravity. The fallen oil collects in an oil reservoir at the bottom of the housing.

[0009] An oil pipe attached to and within the housing delivers oil from the oil sump to an oil passage located between the motor and the generator.

[0010] The motor and the generator are provided with a reducer disposed between them. The motor and the generator each have a circular outer periphery centered on the shaft. Therefore, at least a portion of the outer periphery of the housing has an arc shape centered on the shaft.

[0011] The reducer is positioned within the housing offset from the motor shaft in a second direction perpendicular to the first direction. Therefore, there is an empty space between the motor and generator within the housing on the opposite side of the motor shaft from the reducer in the second direction. At least a portion of the oil pipe is positioned in that empty space. There is ample space for arranging the oil pipe. This structure facilitates the assembly of the oil pipe during the manufacture of the vehicle drive device.

[0012] The housing is located between the motor and the reducer. and defining a chamber within the housing. A partition wall is provided. The oil reservoir is formed in a lower portion of the chamber, an oil pump attached to a lower portion of the housing, which sucks oil from the oil reservoir and discharges it from a discharge port; a portion of the oil passage is formed in the partition wall, and a communication hole connected to the oil passage is opened in the partition wall toward the first direction, The oil pipe connected to the discharge port of the oil pump; a first insertion end that is inserted into the opening of the communication hole in the first direction; do.

[0013] The partition wall is a wall located between the motor and the reducer, and extends in a direction intersecting the first direction. The partition wall has a communication hole that opens toward the first direction.

[0014] The oil pipe extends in a direction perpendicular to the first direction to supply oil upward from the oil reservoir to the oil passage. During manufacture of the vehicle drive device, a worker inserts the first insertion end of the oil pipe into the communication hole in the first direction. The oil pipe is connected to the oil passage through the communication hole and is attached to the housing. This structure facilitates assembly of the vehicle drive device.

[0015] The oil supply system in the vehicle drive unit is constructed by combining an oil passage formed in the partition wall with an oil pipe attached to the partition wall. By combining the oil passage and the oil pipe, the degree of freedom in the layout of the oil passage and the oil pipe is increased. Furthermore, since the oil pipe is separate from the housing, molding the housing is easy.

[0016] The aforementioned oil pump is attached to the outside of the housing R, a connection hole to which the discharge port is connected is formed in the housing so as to penetrate from the inside to the outside of the housing, and the connection hole is open in the housing toward the first direction, The oil pipe may have a second insertion end that is inserted into the opening of the connection hole in the first direction.

[0017] When manufacturing the vehicle drive device, a worker inserts the second insertion end of the oil pipe into the opening of the connection hole in the first direction. This connects the second insertion end to the discharge port of the oil pump and attaches the oil pipe to the housing. The insertion direction of the first insertion end and the insertion direction of the second insertion end are the same. This structure facilitates the assembly work of the vehicle drive device.

[0018] Furthermore, during the manufacture of the vehicle drive device, a worker attaches the oil pump to the housing so that the oil pump discharge port is connected to the connecting hole, and then attaches the oil pipe to the housing as described above. This connects the oil pump and the oil pipe via the connecting hole. The oil pump and the oil pipe are not directly connected. This configuration improves the workability of assembling the vehicle drive device.

[0019] The vehicle drive device further includes an oil cooler attached to the outside of the housing and configured to cool oil between the oil reservoir and the oil passage, The oil pipe a first oil pipe connecting the oil reservoir and the oil cooler; a second oil pipe connecting the oil cooler and the oil passage.

[0020] Because the oil pipe is divided into a first oil pipe and a second oil pipe, there is a high degree of freedom in the layout of the oil reservoir, oil cooler, and oil passages.

[0021] the oil cooler is located on the opposite side of the motor shaft from the reducer in the second direction and below the motor shaft, The second oil pipe may extend straight from a position where it is connected to the oil cooler to a position where it is connected to the oil passage.

[0022] In the second direction, the oil cooler and the oil pipe are located on the same side of the motor shaft, so that the second oil pipe can be arranged in a straight line in the available space. The straight second oil pipe is easy to form, and because it is short, it has low flow resistance.

[0023] The partition wall extends in the vertical direction and the second direction, The oil pipe has a pipe-shaped main body and a first end and a second end sandwiching the main body, the first end and the second end are arranged to rise from the partition wall, The harness of the oil temperature sensor installed in the oil reservoir may be arranged within the housing so as to follow the arc-shaped outer periphery, and the first end and the second end of the oil pipe may be interposed between the reducer and the harness. [Effects of the Invention]

[0024] The vehicle drive device has a structure that makes it easy to assemble the oil supply system. [Brief explanation of the drawings]

[0025] [Figure 1] FIG. 1 shows a block diagram of a vehicle drive device. [Figure 2] FIG. 2 shows a plan view of the front of the vehicle. [Figure 3] FIG. 3 shows a front view of the vehicle drive device. [Figure 4] FIG. 4 shows a cross section taken along line IV-IV in FIG. [Figure 5] FIG. 5 shows a cross section taken along line VV of FIG. [Figure 6] FIG. 6 shows a cross section taken along line VI-VI in FIG. [Figure 7] FIG. 7 shows the direction in which the oil pipe is attached to the housing. DETAILED DESCRIPTION OF THE INVENTION

[0026] Hereinafter, an embodiment of a vehicle drive device will be described with reference to the drawings. The vehicle drive device described here is an example.

[0027] (Overall configuration of a vehicle drive system) Fig. 1 is a block diagram of a vehicle drive device. Fig. 1 only shows a schematic representation of each element constituting a drive device P mounted on a vehicle 1. The position of each element in Fig. 1 does not limit the actual position of each element.

[0028] The vehicle 1 is a series hybrid vehicle and is equipped with a drive system P including an electric drive unit 10 for propelling the vehicle 1 using electric power and an engine E for generating electricity.

[0029] The electric drive unit 10 has a drive motor 11, a reducer 12, and a generator 13. The drive motor 11 is driven by electric power. The reducer 12 reduces the speed of the drive motor 11. The generator 13 generates electricity to be supplied to the drive motor 11.

[0030] The engine E is connected to a generator 13. The engine E drives the generator 13 so that the generator 13 generates electricity. Power for propelling the vehicle 1 is generated by a drive motor 11. The power generated by the drive motor 11 is changed in speed by a reducer 12 and then transmitted to drive wheels 92 (front wheels in this case) via a differential device 91.

[0031] The vehicle 1 includes a high-voltage battery B1 and a low-voltage battery B2. The high-voltage battery B1 is charged with electricity generated by a generator 13. A power generation inverter 22 is provided between the generator 13 and the high-voltage battery B1. The power generation inverter 22 is electrically connected to the generator 13 and the high-voltage battery B1. Electricity generated by the generator 13 is supplied to the high-voltage battery B1 via the power generation inverter 22. A motor inverter 21 is provided between the drive motor 11 and the high-voltage battery B1. The motor inverter 21 is electrically connected to the drive motor 11 and the high-voltage battery B1. The motor inverter 21 converts electricity from the high-voltage battery B1 into power for driving the drive motor 11 and outputs the power to the drive motor 11. A DC-DC converter 23 is provided between the high-voltage battery B1 and the low-voltage battery B2. The DC-DC converter 23 is electrically connected to the high-voltage battery B1 and the low-voltage battery B2. Electricity from the high-voltage battery B1 is supplied to the low-voltage battery B2 via the DC-DC converter 23. The electricity generated by the generator 13 is supplied to the low-voltage battery B2 via a power generation inverter 22 and a DC-DC converter 23. The motor inverter 21, the power generation inverter 22, and the DC-DC converter 23 constitute a control unit 20 that controls the electric drive unit 10.

[0032] (Drive unit mounting structure on vehicle) 2 shows a plan view of the front of the vehicle 1 as seen from above. In the following description, the front, rear, left, right, top, and bottom of the vehicle will be simply referred to as front, rear, left, right, top, and bottom, respectively. When looking from the rear to the front, the left side is referred to as left, and the right side is referred to as right. The left and right directions are also the vehicle width directions.

[0033] The drive unit P is disposed in a power unit room 2 formed in the front of the vehicle 1. More specifically, the vehicle 1 has a pair of left and right front side frames 31 extending in the longitudinal direction, and the power unit room 2 for disposing the drive unit P is formed between the left and right front side frames 31. The drive unit P is supported by the left and right front side frames 31 via support members 32.

[0034] 3, the electric drive unit 10 and the control unit 20 are arranged next to each other in the vertical direction. Specifically, the control unit 20 is located above the electric drive unit 10.

[0035] 4 and 5, the drive motor 11, the reducer 12, and the generator 13 are housed in a housing 100. The housing 100 is configured by integrating multiple members. The housing 100 has a first housing 110, a second housing 120, a right end cover 130, and a left end cover 140.

[0036] The first housing 110 and the second housing 120 each have a cylindrical shape with both left and right ends open. The right end cover 130 and the left end cover 140 each have a lid shape with the right or left end closed. The second housing 120 is disposed on the left side of the first housing 110, and the left end cover 140 is disposed on the left side of the second housing 120. The right end cover 130 is disposed on the right side of the first housing 110. The right end cover 130, first housing 110, second housing 120, and left end cover 140 are arranged in this order from right to left. The first housing 110, second housing 120, left end cover 140, and right end cover 130 are integrated by bolting together flanges provided on the left and right ends.

[0037] The first housing 110, the second housing 120, the left end cover 140, and the right end cover 130 are each made of, for example, an aluminum alloy and are formed by casting.

[0038] The engine E is disposed on the left side of the left end cover 140. In other words, the engine E is located on the left side of the electric drive unit 10.

[0039] As shown in FIG. 5, the first housing 110 has partition walls 111 for dividing the interior of the housing 100 into multiple compartments. The partition walls 111 extend in a direction intersecting the left-right direction at a central position in the left-right direction of the first housing 110. More specifically, the partition walls 111 extend in both the up-down direction and the front-rear direction, which are orthogonal to the left-right direction (see also FIG. 4). The second housing 120 has partition walls 121. The partition walls 121 also extend in a direction intersecting the left-right direction, more specifically, in both the up-down direction and the front-rear direction, which are orthogonal to the left-right direction, at a central position in the left-right direction of the second housing 120.

[0040] The drive motor 11 is housed in a first chamber 101 separated by the right end cover 130 and the partition wall 111 of the first housing 110. The generator 13 is housed in a third chamber 103 separated by the partition wall 121 of the second housing 120 and the left end cover 140. The reducer 12 is housed in a second chamber 102 separated by the partition wall 111 and the partition wall 121.

[0041] (Each element of the electric drive unit) (Drive motor) The drive motor 11 includes a rotor 11a, a stator 11b, and a motor shaft 11c. A rotating magnetic field is generated when a three-phase alternating current is supplied to the stator 11b, and the rotor 11a and the motor shaft 11c are rotated by the rotating magnetic field.

[0042] The rotor 11a is located in the first chamber 101. The rotor 11a has a magnet and a magnetic body. The rotor 11a is fixed to a motor shaft 11c. The rotor 11a and the motor shaft 11c rotate together.

[0043] The motor shaft 11c extends in the left-right direction. The first bearing 11d rotatably supports the right end of the motor shaft 11c. The right end cover 130 holds the first bearing 11d. The left end of the motor shaft 11c passes through the partition wall 111 of the first housing 110 and extends to the second chamber 102. The second bearing 11e rotatably supports the left end of the motor shaft 11c. A first boss 122 formed integrally with the partition wall 121 holds the second bearing 11e. The first boss 122 protrudes rightward from the partition wall 121 into the second chamber 102.

[0044] The stator 11b surrounds the rotor 11a, has a coil, and is held by the first housing 110 and the right end cover 130.

[0045] (generator) The generator 13 includes a rotor 13a, a stator 13b, and a generator shaft 13c. When the generator shaft 13c and the rotor 13a are rotated by the power of the engine E, the stator 13b generates electricity by electromagnetic induction.

[0046] The rotor 13a is located in the third chamber 103. The rotor 13a has a magnet and a magnetic body. The rotor 13a is fixed to a generator shaft 13c. The rotor 13a and the generator shaft 13c rotate together.

[0047] The generator shaft 13c extends in the left-right direction. In this configuration example, the generator shaft 13c and the motor shaft 11c are positioned coaxially. However, the generator shaft 13c and the motor shaft 11c may be misaligned. The third bearing 13d rotatably supports the right end of the generator shaft 13c. A second boss portion 123 formed integrally with the partition wall 121 holds the third bearing 13d. The second boss portion 123 protrudes leftward from the partition wall 121 into the third chamber 103. The right end of the generator shaft 13c and the left end of the motor shaft 11c face each other with a gap in between at a position corresponding to the partition wall 121.

[0048] The left end of the generator shaft 13c passes through the left end cover 140 and extends leftward. The left end of the generator shaft 13c is connected to the output shaft of the engine E. The fourth bearing 13e rotatably supports the left end of the generator shaft 13c. The left end cover 140 holds the fourth bearing 13e.

[0049] The stator 13b surrounds the rotor 13a. The stator 13b has a coil. The stator 13b is held by the second housing 120 and the left end cover 140.

[0050] The outer diameter of the drive motor 11 is the same as the outer diameter of the generator 13. More specifically, the outer diameter of the rotor 11a of the drive motor 11 is the same as the outer diameter of the rotor 13a of the generator 13, and the outer diameter of the stator 11b of the drive motor 11 is the same as the outer diameter of the stator 13b of the generator 13. The motor shaft 11c and the generator shaft 13c are positioned coaxially. The outer peripheral shapes of the front sides of the first housing 110 and the second housing 120 are arc-shaped and of the same size so that the drive motor 11 and the generator 13, which have the same outer diameter, can be accommodated (see FIG. 4).

[0051] (Reducer) As described above, the reducer 12 is located between the drive motor 11 and the generator 13. The reducer 12 is located to the left of the drive motor 11 in the left-right direction. The reducer 12 is also located behind the motor shaft 11c in the front-rear direction.

[0052] The reducer 12 is connected to the motor shaft 11c. The reducer 12 is a parallel-axis gear reducer. As shown in FIG. 4, the reducer 12 has a first gear 12a, a second gear 12b, and a third gear 12c. The first gear 12a meshes with an output gear 11f fixed to the motor shaft 11c. The output gear 11f is located between the partition wall 111 and the second bearing 11e. The first gear 12a has a larger diameter than the output gear 11f.

[0053] The first gear 12a rotates integrally with the first shaft 12d. The first shaft 12d is parallel to the motor shaft 11c. More specifically, the first shaft 12d extends in the left-right direction at a position rearward of the motor shaft 11c. The housing 100 rotatably supports the first shaft 12d.

[0054] The second gear 12b is located to the left of the first gear 12a. The second gear 12b rotates integrally with the first shaft 12d and the first gear 12a. The second gear 12b has a smaller diameter than the first gear 12a.

[0055] The third gear 12c meshes with the second gear 12b. The third gear 12c has a larger diameter than the second gear 12b. The third gear 12c rotates integrally with the second shaft 12e. The second shaft 12e is parallel to the motor shaft 11c and the first shaft 12d. More specifically, the second shaft 12e extends in the left-right direction at a position behind and below the first shaft 12d. The housing 100 rotatably supports the second shaft 12e.

[0056] The second shaft 12e is connected to a drive shaft 93 via a differential device 91. As shown in FIG. 2, the drive shaft 93 extends to the left and right at a position rearward of the drive device P. The reducer 12 reduces the output of the drive motor 11 at a predetermined reduction ratio and outputs the reduced output to the differential device 91.

[0057] (Outline of the drive oil supply system) The drive device P includes a supply system 5 that supplies lubricating and / or cooling oil to each of the drive motor 11, the reducer 12, and the generator 13. The supply system 5 includes an oil pump 51, an oil cooler 52, an oil passage 6, and an oil pipe 7. The oil pipe 7 is divided into a first oil pipe 71 and a second oil pipe 72.

[0058] An oil reservoir 105 is formed in the lower part of the second chamber 102 inside the housing 100. As will be described later, oil supplied to each of the drive motor 11, the reducer 12, and the generator 13 falls downward due to gravity. The oil that falls downward flows in the left-right direction toward the center of the housing 100 and collects in the lower part of the second chamber 102. The oil circulates within the housing 100.

[0059] A strainer 53 is installed in the oil reservoir 105. The strainer 53 separates the oil from foreign matter. An oil temperature sensor 54 is also installed in the oil reservoir 105. The oil temperature sensor 54 measures the temperature of the oil stored in the oil reservoir 105.

[0060] The oil pump 51 is attached to the outside of the housing 100. The oil pump 51 is attached to the bottom of the housing 100. The oil pump 51 sucks oil from the oil reservoir 105 through a strainer 53 and discharges it from a discharge port. The oil pump 51 is electrically driven.

[0061] A first oil pipe 71 is connected to the discharge port of the oil pump 51. The first oil pipe 71 is disposed inside the second chamber 102. The first oil pipe 71 connects the oil pump 51 and the oil cooler 52.

[0062] The oil cooler 52 is a water-cooled heat exchanger that exchanges heat between cooling water and oil. In addition to cooling the oil, the cooling water also cools the electric drive unit 10 and the control unit 20 of the drive device P. The oil cooler 52 has an inlet 521 and an outlet 522 for the cooling water.

[0063] The oil cooler 52 is disposed downstream of the oil pump 51 in the oil supply system 5. The oil cooler 52 is located at the front of the lower part of the first housing 110. The oil pump 51 and the oil cooler 52 are located at approximately the same height in the up-down direction. As shown in FIG. 4, this position corresponds to a position below the drive motor 11. The oil cooler 52 is disposed so as not to protrude forward beyond the front end of the housing 100. This arrangement is advantageous in terms of improving the collision safety of the vehicle 1.

[0064] A first through hole 112 and a second through hole 113 are formed in the partition wall 111 of the first housing 110 (see FIG. 4). The first through hole 112 and the second through hole 113 each extend substantially radially to provide communication between the inside and outside of the housing 100. The first through hole 112 and the second through hole 113 are, for example, cast holes formed during casting. An oil inlet of the oil cooler 52 is connected to the first through hole 112, and an oil outlet is connected to the second through hole 113.

[0065] The first oil pipe 71 is connected to the first through hole 112. The second oil pipe 72 is connected to the second through hole 113. The second oil pipe 72 connects the oil cooler 52 and the oil passage 6.

[0066] The oil passage 6 is made up of a main passage 60, a plurality of distribution passages 61 to 67, and a supply passage 68. These passages 60 to 68 are, for example, cast holes formed during casting.

[0067] The main passage 60 is located at the upper end of the housing 100. The main passage 60 extends in the left-right direction. The main passage 60 spans the right end cover 130, the first housing 110, the second housing 120, and the left end cover 140.

[0068] The distribution passages 61 to 67 branch off from the main passage 60. The first distribution passage 61 is formed at the right end of the right end cover 130. The first distribution passage 61 mainly supplies oil to the stator 11b of the drive motor 11 and the first bearing 11d.

[0069] The second distribution passage 62 is formed at the left end of the right end cover 130. The second distribution passage 62 mainly supplies oil to the stator 11b of the drive motor 11.

[0070] The third distribution passage 63 is formed on the right side of the partition wall 111 of the first housing 110. The third distribution passage 63 mainly supplies oil to the stator 11b of the drive motor 11.

[0071] The fourth distribution passage 64 is formed in the partition wall 121 of the second housing 120. The fourth distribution passage 64 extends downward from the main passage 60 to near the positions of the motor shaft 11c and the generator shaft 13c. The fourth distribution passage 64 supplies oil to the rotor 11a of the drive motor 11, the second bearing 11e, the third bearing 13d, and the rotor 13a of the generator 13 via the motor shaft 11c and the generator shaft 13c.

[0072] The fifth distribution passage 65 is formed on the left side of the partition wall 121 of the second housing 120. The fifth distribution passage 65 mainly supplies oil to the stator 13b of the generator 13.

[0073] The sixth distribution passage 66 is formed in the middle between the left and right sides of the second housing 120. The sixth distribution passage 66 mainly supplies oil to the stator 13b of the generator 13.

[0074] The seventh distribution passage 67 is formed in the left end cover 140. The seventh distribution passage 67 mainly supplies oil to the stator 13b of the generator 13 and the fourth bearing 13e.

[0075] The supply passage 68 is formed in the partition wall 111 of the first housing 110. As shown in FIG. 4, the supply passage 68 is formed directly above the motor shaft 11c. The supply passage 68 supplies oil to the main passage 60. The upper end of the supply passage 68 is connected to the main passage 60. The supply passage 68 also extends downward from the main passage 60. The lower end of the supply passage 68 is located above the motor shaft 11c and near the outer periphery of the rotor 11a of the drive motor 11. The supply passage 68 supplies oil to the rotor 11a of the drive motor 11 and also supplies oil to the reducer 12.

[0076] A communication hole 681 is formed in the middle of the supply passage 68. The communication hole 681 opens leftward on the left surface of the partition wall 111. The second oil pipe 72 is connected to the communication hole 681.

[0077] The oil discharged from the oil pump 51 flows through the first oil pipe 71, the oil cooler 52, and the second oil pipe 72 in this order, and then into the supply passage 68. The oil flows from the supply passage 68 to the main passage 60, and is supplied to the drive motor 11, the reducer 12, and the generator 13 via each of the distribution passages 61 to 67 or from the supply passage 68.

[0078] (Detailed structure of oil pipe) The oil supply system 5 includes an oil passage 6 and an oil pipe 7. The oil pipe 7 sends oil from the lower part to the upper part inside the housing 100. By attaching the oil pipe 7, which is separate from the housing 100, to the housing 100, an oil supply path can be easily formed.

[0079] 4 and 5, the oil pipe 7 is located within the housing 100 between the drive motor 11 and the generator 13. The reducer 12 is also located between the drive motor 11 and the generator 13. The reducer 12 has a first shaft 12d and a second shaft 12e that are offset in the up-down and front-rear directions, so that when viewed from left to right, the reducer 12 extends obliquely downward from the height of the motor shaft 11c, behind the motor shaft 11c.

[0080] The outer periphery of the drive motor 11 and the generator 13 is a circle centered on the motor shaft 11c and the generator shaft 13c, respectively. The drive motor 11 and the generator 13 have the same diameter. A portion of the outer periphery of the housing 100 is an arc centered on the motor shaft 11c and the generator shaft 13c.

[0081] The reducer 12 is positioned behind the motor shaft 11c. Therefore, as shown in FIG. 4, in the second chamber 102 between the drive motor 11 and the generator 13, there is an empty space in front of the motor shaft 11c. The empty space is relatively wide because the outer periphery of the housing 100 has an arc shape. At least a portion of the oil pipe 7, more precisely, the second oil pipe 72, is located in the wide empty space. When the inside of the housing 100 is viewed from left to right, the second pipe 72 is positioned so as to overlap the drive motor 11.

[0082] The first oil pipe 71 is located below the motor shaft 11c and the first gear 12a. The first oil pipe 71 is also located in an empty space in the second chamber 102, away from the reducer 12. The first pipe 71 is also located so as to overlap the drive motor 11 when the inside of the housing 100 is viewed from left to right.

[0083] The first oil pipe 71 and the second oil pipe 72 are arranged around the motor shaft 11c. At least a portion of the oil pipe 7 is located on the opposite side of the motor shaft 11c from the reducer 12 in the front-rear direction. The front-rear direction is an example of the second direction. The second direction is a direction perpendicular to the first direction, which is the direction of the motor shaft 11c. However, the second direction is not limited to the front-rear direction.

[0084] In this drive unit P, there is ample space for arranging the oil pipe 7. This structure makes it easy to assemble the oil pipe 7 when the drive unit P is manufactured.

[0085] Furthermore, since the oil pipe 7 is divided into the first oil pipe 71 and the second oil pipe 72, the degree of freedom in the layout of the oil reservoir 105, the oil cooler 52, and the oil passage 6 can be increased.

[0086] (First oil pipe) As shown in Fig. 7, the first oil pipe 71 is composed of a pipe-shaped main body 710, a first flange 711, and a second flange 712. The first end and second end of the main body 710 are each bent. The first flange 711 is fixed to the first end of the main body 710, and the second flange 712 is fixed to the second end of the main body 710. The mounting surface of the first flange 711 faces right. The mounting surface of the second flange 712 also faces right.

[0087] A first end of the first oil pipe 71 is located below the first shaft 12d of the reducer 12. The first end is an inlet end. As shown in FIG. 6 , the first flange 711 fixes the first end to a side wall 114 of the first housing 110. The side wall 114 is a wall at the bottom of the first housing 110 that separates the inside from the outside of the first housing 110. The side wall 114 is offset to the left with respect to the partition wall 111.

[0088] A recess 115 is provided in the side wall 114. The recess 115 is recessed from right to left outside the first housing 110. The oil pump 51 is fixed to the first housing 110 with a portion of the oil pump 51 housed within the recess 115.

[0089] Two connection holes 116, 117 are formed in the side wall 114. The two connection holes 116, 117 communicate between the inside and outside of the housing 100. The two connection holes 116, 117 each extend in the left-right direction and penetrate the side wall 114.

[0090] An intake port of oil pump 51 is connected to an opening of first connection hole 116 on the outside of housing 100. A strainer 53 is connected to an opening of first connection hole 116 on the inside of housing 100. Oil pump 51 sucks oil from oil reservoir 105 through the intake port, via strainer 53 and first connection hole 116.

[0091] An opening of the second connecting hole 117 on the outside of the housing 100 is connected to a discharge port of the oil pump 51. An opening of the second connecting hole 117 on the inside of the housing 100 is connected to a first end of the first oil pipe 71.

[0092] The opening of the second connecting hole 117 on the inside of the housing 100 faces left. The first flange 711 has an insertion end 713. As shown in FIG. 7, the insertion end 713 is inserted from left to right into the opening of the second connecting hole 117. The right-facing mounting surface of the first flange 711 abuts against the left-facing surface of the side wall 114. The first flange 711 is fastened to the side wall 114 with bolts 715 (see FIG. 4 or 6). A first end of the first oil pipe 71 is connected to the discharge port of the oil pump 51 through the second connecting hole 117.

[0093] 4, the second end of the first oil pipe 71 is located below the motor shaft 11c. The second end is the outflow end. The second flange 712 fixes the second end to the partition wall 111 of the first housing 110.

[0094] As described above, the partition wall 111 is formed with the first through hole 112. The first through hole 112 is connected to the oil inlet of the oil cooler 52. The opening of the first through hole 112 on the inside of the housing 100 faces left as shown by the dashed line in FIG.

[0095] The second flange 712 has an insertion end 714. The insertion end 714 is inserted from left to right into the opening of the first through-hole 112. The right-facing mounting surface of the second flange 712 abuts against the left-facing surface of the partition wall 111. The second flange 712 is fastened to the partition wall 111 with bolts 716 (see FIG. 4). A second end of the first oil pipe 71 is connected to an oil inlet of the oil cooler 52 through the first through-hole 112.

[0096] The first oil pipe 71 is attached to the housing 100 by inserting the insertion end 713 of the first flange 711 and the insertion end 714 of the second flange 712 into holes 117 and 112, respectively, that are formed in the housing 100 and open leftward. When manufacturing the drive unit P, an operator simply inserts each of the two insertion ends 713 and 714 of the first oil pipe 71 from left to right into the openings of the holes 117 and 112. This structure facilitates the assembly of the drive unit P. Note that here, left and right, front and rear, and up and down are defined based on the state in which the drive unit P is mounted on the vehicle 1, and the directions during assembly are also based on this reference; however, the left and right, front and rear, and up and down during assembly of the drive unit P do not necessarily coincide with the left and right, front and rear, and up and down when the drive unit P is mounted on the vehicle 1. For example, when assembling the drive unit P, if the first housing 110 is placed vertically, the holes 117 and 112 open upward, and therefore the two insertion ends 713 and 714 of the first oil pipe 71 may be inserted from top to bottom relative to the openings of the holes 117 and 112.

[0097] Furthermore, during manufacturing of the drive unit P, the worker attaches the oil pump 51 to the housing 100 so that the discharge port of the oil pump 51 is connected to the first connecting hole 116, and also attaches the first oil pipe 71 to the housing 100 as described above. Because the oil pump 51 and the first oil pipe 71 are not directly connected, the workability of assembly is improved.

[0098] Here, as shown in FIG. 4, when viewed from left to right, the second end of the first oil pipe 71 is located forward and above the first end. Furthermore, as shown in FIG. 5 or FIG. 7, when viewed from front to rear, the second end of the first oil pipe 71 is located to the right of the first end. The first and second ends of the first oil pipe 71 are offset in the up-down direction and also in the left-right direction. The main body 710 of the first oil pipe 71 is bent at a midpoint in the up-down direction and also in the left-right direction. The bending of the main body 710 avoids interference with the reinforcing rib 124 of the first boss portion 122, which extends radially outward from the first boss portion 122 (see the imaginary line in FIG. 4).

[0099] (Second oil pipe) As shown in Fig. 7, the second oil pipe 72 is composed of a pipe-shaped main body 720, a first flange 721, and a second flange 722. The first end and second end of the main body 720 are each bent. The first flange 721 is fixed to the first end of the main body 720, and the second flange 722 is fixed to the second end of the main body 720. The mounting surface of the first flange 721 faces right. The mounting surface of the second flange 722 also faces right.

[0100] 4, a first end of the second oil pipe 72 is located below and in front of the motor shaft 11c. The first end is an inlet end. A first flange 721 fixes the first end to the partition wall 111 of the first housing 110.

[0101] As described above, the partition wall 111 is formed with the second through hole 113. The second through hole 113 is connected to the oil outlet of the oil cooler 52. The opening of the second through hole 113 on the inside of the housing 100 faces left as shown by the dashed line in FIG.

[0102] The first flange 721 has an insertion end 723. The insertion end 723 is inserted from left to right into the opening of the second through-hole 113. The right-facing mounting surface of the first flange 721 abuts against the left-facing surface of the partition wall 111. The first flange 721 is fastened to the partition wall 111 with bolts 725 (see FIG. 4). A first end of the second oil pipe 72 is connected to an oil outlet port of the oil cooler 52 through the second through-hole 113.

[0103] The second end of the second oil pipe 72 is located above the motor shaft 11c. The second end is an outflow end. The second flange 722 fixes the second end to the partition wall 111.

[0104] As described above, the partition wall 111 is formed with the supply passage 68 and the communication hole 681 that communicates with the supply passage 68. The communication hole 681 opens to the left on the left surface of the partition wall 111.

[0105] The second flange 722 has an insertion end 724. The insertion end 724 is inserted from left to right into the opening of the communication hole 681. The right-facing mounting surface of the second flange 722 abuts against the left-facing surface of the partition wall 111. The second flange 722 is fastened to the partition wall 111 with bolts 726 (see FIG. 4). A second end of the second oil pipe 72 is connected to the supply passage 68 through the communication hole 681.

[0106] The second oil pipe 72 is also attached to the housing 100 by inserting the insertion end 723 of the first flange 721 and the insertion end 724 of the second flange 722 into holes 113, 681 that are formed in the housing 100 and open to the left. When manufacturing the drive unit P, an operator simply inserts each of the two insertion ends 723, 724 of the second oil pipe 72 from left to right into the openings of the holes 113, 681. This structure facilitates the assembly work of the drive unit P. As described above, the left and right, front and rear, and top and bottom when the drive unit P is assembled do not necessarily coincide with the left and right, front and rear, and top and bottom when the drive unit P is mounted on the vehicle 1.

[0107] Here, as shown in Fig. 4, when viewed from left to right, the second end of the second oil pipe 72 is located higher and rearward than the first end. Also, as shown in Fig. 5 or 7, when viewed from front to rear, the first end and second end of the second oil pipe 72 are located at the same position in the left-right direction. The main body 720 of the second oil pipe 72 extends straight. Because the main body 720 is linear, the length of the second oil pipe 72 is minimized. The flow path resistance of the second oil pipe 72 is reduced. Furthermore, the linear second oil pipe 72 has high formability.

[0108] The oil pipe 7 is not limited to a structure in which it is divided into the first oil pipe 71 and the second oil pipe 72. The oil pipe 7 may be a single oil pipe. The oil pipe 7 may also be divided into three or more oil pipes.

[0109] (oil temperature sensor harness) As described above, the oil temperature sensor 54 is installed in the oil reservoir 105. The harness 55 connected to the oil temperature sensor 54 is disposed in the second chamber 102. More specifically, the harness 55 is disposed within the first housing 110 so as to follow the arc-shaped outer periphery. This allows the harness 55 to be disposed at a position away from the reducer 12. Even if a malfunction such as a break in the harness 55 occurs, the harness 55 is prevented from getting entangled in the reducer 12.

[0110] Furthermore, a first oil pipe 71 and a second oil pipe 72 are interposed between the harness 55 and the reducer 12. As shown in FIG. 5 or FIG. 7, the first oil pipe 71 and the second oil pipe 72 are arranged so that both ends of the main bodies 710, 720 rise from the partition wall 111. Therefore, even if a malfunction occurs in the harness 55, the harness 55 and the first oil pipe 71 or the second oil pipe 72 will interfere with each other. As a result, the harness 55 is more effectively prevented from getting tangled in the reducer 12. [Explanation of symbols]

[0111] 1 vehicle 11 Drive motor 11c Motor shaft 12 Reducer 13 Generator 100 Housing 105 Oil Sump 111 Partition wall 117 Second connection hole 51 Oil pump 52 Oil cooler 6 Oil passage 681 Communication hole 7 Oil Pipe 71 First oil pipe 713 Insertion end (second insertion end) 72 Second oil pipe 724 Insertion end (first insertion end) P drive unit

Claims

1. a motor for driving a vehicle, the motor shaft extending in a first direction perpendicular to the up-down direction; a generator located to the side of the motor in the first direction and configured to generate electricity to be supplied to the motor; a reducer located between the motor and the generator in the first direction and meshing with the motor shaft to reduce the output of the motor; a housing that accommodates the motor, the reducer, and the generator, an oil passage for supplying oil to the motor, the reducer, and the generator is integrally formed in the housing above the motor shaft; The housing has an oil reservoir in a lower portion thereof for storing the oil, an oil pipe attached to the housing and configured to supply oil from the oil reservoir to the oil passage; the reducer is positioned between the motor and the generator and is shifted relative to the motor shaft in a second direction perpendicular to the first direction; the oil pipe is located between the motor and the generator in the first direction, and at least a portion of the oil pipe is located on an opposite side of the motor shaft from the reducer in the second direction, the housing is located between the motor and the reducer and has a partition wall that divides a chamber within the housing; The oil reservoir is formed in a lower portion of the chamber, an oil pump attached to a lower portion of the housing, which sucks oil from the oil reservoir and discharges it from a discharge port; a portion of the oil passage is formed in the partition wall, and a communication hole connected to the oil passage is opened in the partition wall toward the first direction, The oil pipe is connected to the discharge port of the oil pump and has a first insertion end that is inserted in the first direction into the opening of the communication hole.

2. 2. The vehicle drive system according to claim 1, the oil pump is mounted outside the housing; a connection hole to which the discharge port is connected is formed in the housing so as to penetrate from the inside to the outside of the housing, and the connection hole is open in the housing toward the first direction, The oil pipe has a second insertion end that is inserted into the opening of the connection hole along the first direction.

3. 3. The vehicle drive system according to claim 1, an oil cooler attached to the outside of the housing and configured to cool oil between the oil reservoir and the oil passage; The oil pipe a first oil pipe connecting the oil reservoir and the oil cooler; a second oil pipe connecting the oil cooler and the oil passage.

4. 4. The vehicle drive system according to claim 3, the oil cooler is located on the opposite side of the motor shaft from the reducer in the second direction and below the motor shaft, The second oil pipe extends straight from a connection position with the oil cooler to a connection position with the oil passage.

5. In the vehicle drive device according to claim 1, The partition wall extends in the vertical direction and the second direction, The oil pipe has a pipe-shaped main body and a first end and a second end sandwiching the main body, the first end and the second end are arranged to rise from the partition wall, A vehicle drive device in which a harness for an oil temperature sensor installed in the oil reservoir is arranged within the housing so as to follow an arc-shaped outer periphery, and the first end and the second end of the oil pipe are interposed between the reducer and the harness.

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