Motor unit

Abstract

To provide a motor unit which can achieve downsizing of an entire part while maintaining cooling efficiency.SOLUTION: A motor unit includes: a motor having a motor shaft which rotates around a motor axis extending along a horizontal direction; a gear part connected to the motor shaft at one side in a motor axis direction along the motor axis; a housing 5 which houses the motor and the gear part; a pump 4 which circulates an oil stored in the housing; and an oil cooler 8 which is attached to the housing and cools the oil. The housing has: a motor housing part 51 which houses the motor; and a gear part housing part which is disposed at one side in the motor axis direction of the motor housing part and houses the gear part. The oil cooler and the pump are attached to an outer surface at one side in the motor axis direction of the gear part housing part.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present invention relates to a motor unit. This application claims priority based on Japanese Patent Application No. 2020-003243 filed in Japan on January 10, 2020, and incorporates its content herein.

Background Art

[0002] Japanese Unexamined Patent Application Publication No. 2016-73163 discloses a structure in which a refrigerant is cooled by a cooling device provided outside a rotating electrical machine, and the refrigerant is supplied to the motor by a pump provided outside the rotating electrical machine.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, in the case of a configuration in which the pump and the cooling device are arranged outside the rotating electrical machine, the rotating electrical machine may become large and installation may become difficult.

[0005] Therefore, an object of the present invention is to provide a motor unit capable of achieving overall miniaturization while maintaining cooling efficiency.

Means for Solving the Problems

[0006] An exemplary motor unit of the present invention comprises a motor having a motor shaft that rotates about a motor shaft extending horizontally, a gear section connected to the motor shaft on one side in the motor axis direction along the motor shaft, a housing housing the motor and the gear section, a pump for circulating oil contained within the housing, and an oil cooler attached to the housing for cooling the oil, wherein the housing has a motor housing section for housing the motor and a gear section housing section disposed on one side of the motor housing section in the motor axis direction for housing the gear section, and the oil cooler and the pump are attached to the outer surface of the gear section housing section on one side in the motor axis direction. [Effects of the Invention]

[0007] According to an exemplary motor unit of the present invention, it is possible to reduce the overall size while maintaining cooling efficiency. [Brief explanation of the drawing]

[0008] [Figure 1] Figure 1 is a schematic diagram of a vehicle equipped with a motor unit according to one embodiment. [Figure 2] Figure 2 is a conceptual diagram of a motor unit according to one embodiment. [Figure 3] Figure 3 is a perspective view of the motor unit, seen from above on one side in the motor axis direction. [Figure 4] Figure 4 is a perspective view of the motor unit from above, on the other side in the motor axis direction. [Figure 5] Figure 5 is a perspective view of the motor unit from below, on the other side in the motor axis direction. [Figure 6] Figure 6 is a side view of the motor unit as seen from one side in the direction of the motor axis. [Figure 7] Figure 7 is a front view of the motor unit. [Figure 8] Figure 8 is a cross-sectional view of the motor housing, cut by a plane perpendicular to the motor shaft. [Modes for carrying out the invention]

[0009] Hereinafter, a motor unit according to an embodiment of the present invention will be described with reference to the drawings. Note that the scope of the present invention is not limited to the following embodiments, and can be arbitrarily modified within the scope of the technical idea of ​​the present invention. Figure 1 is a schematic diagram of a vehicle Cb equipped with a motor unit 1 according to an exemplary embodiment of the present invention. In Figure 1, the direction of travel Dd of the vehicle Cb is indicated by an arrow. The vehicle Cb is a so-called FF (front-wheel drive) vehicle, in which the motor unit 1 is positioned on the front side and drives the front wheels Tf.

[0010] In the following explanation, the direction of gravity is defined and explained based on the positional relationship when motor unit 1 is mounted on vehicle Cb located on a horizontal road surface. Furthermore, in the drawings, the XYZ coordinate system is shown as a three-dimensional Cartesian coordinate system where appropriate. That is, in the following explanation, the XYZ coordinate system is based on the state shown in Figure 1. More specifically, it is defined as follows.

[0011] The Z-axis direction represents the vertical direction (i.e., up and down direction), with the +Z direction being the upper side (opposite to the direction of gravity) and the -Z direction being the lower side (direction of gravity). The X-axis direction is perpendicular to the Z-axis direction and represents the front-to-back direction of the vehicle Cb on which the motor unit 1 is mounted. The +X direction is the front of the vehicle Cb, and the -X direction is the rear of the vehicle Cb. However, it is also possible that the +X direction is the rear of the vehicle Cb and the -X direction is the front of the vehicle Cb. The Y-axis direction is perpendicular to both the X-axis and Z-axis directions and represents the width direction (left-to-right direction) of the vehicle. The +Y direction is the left side of the vehicle Cb, and the -Y direction is the right side of the vehicle Cb. However, if the +X direction is the rear of the vehicle Cb, it is also possible that the +Y direction is the right side of the vehicle Cb and the -Y direction is the left side of the vehicle Cb.

[0012] The drive system of the vehicle Cb is not limited to the FF system; it may also be an FR system where the motor unit 1 is located at the front and drives the rear wheels Tr. It may also be an RR system where the motor unit 1 is located at the rear of the vehicle Cb and drives the rear wheels Tr. Furthermore, it may be a four-wheel drive system where motor units 1 are located at both the front and rear and drive the front wheels Tf and rear wheels Tr. Other systems can also be adopted. Depending on the drive system, the method of mounting the motor unit 1 on the vehicle Cb may differ. For example, the X-axis direction may be the width direction (left-right direction) of the vehicle Cb, and the Y-axis direction may be the front-rear direction of the vehicle Cb.

[0013] In the following explanation, unless otherwise specified, the direction parallel to the motor shaft J2 of motor 2 (the Y-axis direction) will simply be referred to as the "axial direction," the radial direction perpendicular to the motor shaft J2 will simply be referred to as the "radial direction," and the circumferential direction centered on the motor shaft J2 will simply be referred to as the "circumferential direction." Furthermore, the aforementioned "parallel direction" includes not only perfectly parallel directions but also approximately parallel directions.

[0014] The motor unit 1 is mounted at the front of the vehicle Cb as a power source for the drive wheels of the vehicle Cb. In this embodiment, the vehicle Cb is an electric vehicle (EV), but is not limited to this. Examples of vehicles Cb on which the motor unit 1 is mounted include hybrid vehicles (HV), plug-in hybrid vehicles (PHV), and other vehicles in which at least one of the power sources for the drive wheels is an electric motor.

[0015] As shown in Figure 1, the vehicle Cb drives the front wheels Tf with a motor unit 1 located at the front. Output shafts 33 protrude from both sides of the motor unit 1 in the Y direction. Drive shafts Sd are connected to the ends of the output shafts 33 via couplings Cp. The front wheels Tf are connected to the drive shafts Sd.

[0016] In the motor unit 1, the torque output from the motor 2 is output to the outside from the output shaft 33. The torque from the output shaft 33 is transmitted to the drive shaft Sd via the joint Cp. As a result, the front wheels Tf rotate, and the vehicle Cb travels on the road surface. Note that examples of the joint Cp include, but are not limited to, a universal joint.

[0017] <1. Motor unit 1> Hereinafter, the motor unit 1 according to an exemplary embodiment of the present invention will be described based on the drawings. FIG. 2 is a conceptual diagram of the motor unit 1 of one embodiment. FIG. 3 is a perspective view seen from above one side in the direction of the motor shaft J2 of the motor unit 1. FIG. 4 is a perspective view seen from above the other side in the direction of the motor shaft J2 of the motor unit 1. FIG. 5 is a perspective view seen from below the other side in the direction of the motor shaft J2 of the motor unit 1. FIG. 6 is a side view seen from one side in the direction of the motor shaft J2 of the motor unit 1. FIG. 7 is a front view of the motor unit 1. FIG. 8 is a cross-sectional view taken along a plane orthogonal to the motor shaft J2 of the motor housing 51. Note that FIG. 2 is a conceptual diagram, and the arrangement and dimensions of each part may not be the same as those of the actual motor unit 1.

[0018] As shown in FIG. 2, the motor unit 1 includes a motor 2, a gear unit 3, a pump 4, a housing 5, and an inverter unit 6. That is, the motor unit 1 includes a motor 2, a gear unit 3, and a housing 5.

[0019] <2. Motor 2> As shown in FIG. 2, the motor 2 includes a rotor 21 that rotates about a motor shaft J2 extending in the horizontal direction, and a stator 24 located radially outside the rotor 21. The motor 2 is housed in a motor housing 51 described later of the housing 5.

[0020] <2.1 Rotor 21> The rotor 21 rotates when power is supplied to the stator 24 from a battery (not shown). The rotor 21 has a motor shaft 22, a rotor core 23, and a rotor magnet (not shown). The rotor 21 rotates around a motor shaft J2 that extends horizontally.

[0021] The motor shaft 22 extends around the motor shaft J2, which extends horizontally and in the width direction of the vehicle Cb. That is, the motor 2 has a motor shaft 22 that rotates around the motor shaft J2 which extends horizontally. The motor shaft 22 rotates around the motor shaft J2. The motor shaft 22 is a hollow shaft provided with a hollow portion 220 inside which has an inner circumferential surface that extends along the motor shaft J2.

[0022] The motor shaft 22 extends across the motor housing 51 and the gear housing 52 of the housing 5. One end of the motor shaft 22 (+Y side) protrudes towards the gear housing 52. The end of the motor shaft 22 that protrudes into the gear housing 52 is fixed to the first gear 311 of the gear 3, which will be described later. The motor shaft 22 is rotatably supported by a first motor bearing 281 located at the bottom 512 of the housing 5, which will be described later, and a second motor bearing 282 located at the partition wall 513.

[0023] Furthermore, the portion of the motor shaft 22 that is positioned in the gear housing portion 52 is rotatably supported by the second motor bearing 282 and the first gear bearing 341. As described above, the second motor bearing 282 is positioned in the partition wall portion 513. The first gear bearing 341 is positioned in the gear housing portion 52 of the housing 5, which will be described later. The motor shaft 22 may be divided into a portion within the motor housing portion 51 and a portion within the gear housing portion 52. If the motor shaft 22 is divisible, the divided motor shaft 22 can be joined, for example, by using a screw coupling with male and female threads. Alternatively, they may be joined by a fixing method such as welding.

[0024] The rotor core 23 is formed by laminating silicon steel sheets. The rotor core 23 is a cylindrical body extending along the axial direction. Multiple rotor magnets are fixed to the rotor core 23. The multiple rotor magnets are arranged along the circumferential direction with their magnetic poles alternating.

[0025] <2.2 Status 24> The stator 24 surrounds the rotor 21 from the radially outer side. That is, the motor 2 is an inner rotor type motor in which the rotor 21 is rotatably arranged inside the stator 24. The stator 24 has a stator core 25, coils 26, and an insulator (not shown) interposed between the stator core 25 and the coils 26. The stator 24 is held in the housing 5. The stator core 25 has a plurality of magnetic pole teeth extending radially inward from the inner circumferential surface of an annular yoke.

[0026] The coil 26 is formed by winding a conductor around the magnetic pole teeth. The conductor is connected to the inverter unit 6 via a busbar (not shown).

[0027] <3. Gear section 3> The gear unit 3 transmits the torque output from the motor 2 to the drive shaft Sd to which the front wheel Tf is connected. As shown in Figure 2, the gear unit 3 is housed in the gear unit housing 52 of the housing 5. The gear unit 3 is connected to the motor shaft 22 on one axial side (+Y direction side). That is, the gear unit 3 is connected to the motor shaft 22 on one axial side (+Y direction side) along the motor shaft J2. The gear unit 3 has a reduction unit 31 and a differential unit 32.

[0028] <3.1 Reduction section 31> As shown in Figures 2 and 5, the reduction unit 31 is connected to the motor shaft 22. The reduction unit 31 has the function of reducing the rotational speed of the motor 2 and increasing the torque output from the motor 2 according to the reduction ratio. The reduction unit 31 transmits the torque output from the motor 2 to the differential unit 32.

[0029] The reduction gear 31 is a parallel-axis gear type reducer in which the axes of each gear are arranged in parallel. The reduction gear 31 includes a first gear 311 which is an intermediate drive gear, a second gear 312 which is an intermediate gear, a third gear 313 which is a final drive gear, and an intermediate shaft 314.

[0030] The first gear 311 is positioned on the outer circumferential surface of the motor shaft 22. The first gear 311 may be made of the same material as the motor shaft 22, or it may be made of a different material that is firmly fixed. The first gear 311 rotates together with the motor shaft 22 around the motor shaft J2.

[0031] The intermediate shaft 314 extends along the intermediate shaft J4, which is parallel to the motor shaft J2. Both ends of the intermediate shaft 314 are rotatably supported by a second gear bearing 342 located in the bulkhead 513 and a third gear bearing 343 located in the bottom cover 525 of the gear section cover 522, which will be described later.

[0032] The intermediate shaft 314 is rotatably supported in the housing 5 around the intermediate shaft J4. The second gear 312 and the third gear 313 are arranged on the outer circumferential surface of the intermediate shaft 314. In other words, the second gear 312 and the third gear 313 are connected via the intermediate shaft 314. The second gear 312 may be the same component as the intermediate shaft 314, or it may be a different component that is firmly fixed. The third gear 313 is similar to the second gear 312.

[0033] The second gear 312 and the third gear 313 rotate around the intermediate shaft J4. The second gear 312 meshes with the first gear 311. The third gear 313 meshes with the ring gear 321 of the differential section 32.

[0034] The torque from the motor shaft 22 is transmitted from the first gear 311 to the second gear 312. The torque transmitted to the second gear 312 is then transmitted to the third gear 313 via the intermediate shaft 314. Furthermore, the torque transmitted to the third gear 313 is transmitted to the ring gear 321 of the differential unit 32. In this way, the reduction unit 31 transmits the torque output from the motor 2 to the differential unit 32. The gear ratios of each gear and the number of gears can be changed in various ways according to the required reduction ratio.

[0035] <3.2 Differential section 32> The differential unit 32 transmits the torque output from the motor 2 to the output shaft 33. The output shaft 33 is mounted on the left and right sides of the differential unit 32, respectively. As shown in Figure 1, the output shaft 33 is connected to the drive shaft Sd via a coupling Cp.

[0036] The differential unit 32 has the function of absorbing the speed difference between the left and right front wheels Tf, i.e., the output shafts 33, when the vehicle Cb turns, while transmitting the same torque to the left and right output shafts 33. The differential unit 32 includes a ring gear 321, a gear housing (not shown), a pair of pinion gears (not shown), a pinion shaft (not shown), and a pair of side gears (not shown).

[0037] Furthermore, as shown in Figures 5 and 7, the end of the output shaft 33 on the other axial side (-Y direction side) protrudes beyond the end of the motor housing portion 51 of the housing 5 on the other axial side (-Y direction side).

[0038] In this embodiment, the gear section 3 has output shafts 33 protruding from both sides in the Y direction, but this is not the only option. For example, depending on how the motor unit 1 is mounted, the output shafts 33 may protrude from only one side in the Y direction, and a pair of motor units 1 may each drive one wheel. In this case, the differential section can be omitted.

[0039] <3.3 Parking Mechanism> For example, in electric vehicles, there is no braking mechanism other than the handbrake to apply the brakes to the vehicle Cb. Therefore, the motor unit 1 may be equipped with a parking mechanism that locks the vehicle Cb when the shift lever (not shown) is moved to the parking position. If the vehicle Cb is an HV, PHV, etc., and has an internal combustion engine and transmission, the parking mechanism can be omitted.

[0040] <4. Inverter Unit 6> The inverter unit 6 is electrically connected to the motor 2. The inverter unit 6 controls the power supplied to the motor 2. As shown in Figure 2, the inverter unit 6 is housed in the inverter housing 53 of the housing 5. The housing 5 further has an inverter housing 53 that houses the inverter unit 6 that supplies power to the motor 2.

[0041] As shown in Figure 2, the inverter unit 6 is supplied with refrigerant from a radiator (not shown). As shown in Figure 2, an inverter cooling channel 71 for circulating the refrigerant is located in the housing lid 531 that closes the opening of the inverter housing 53. The refrigerant from the radiator flows into the inverter cooling channel 71 through the refrigerant piping 72. As the refrigerant passes through the inverter cooling channel 71, the heat generated in the inverter unit 6 is transferred to the refrigerant. In other words, the inverter unit 6 is cooled.

[0042] <5. Pump 4> Pump 4 circulates oil CL within the internal space of housing 5. That is, pump 4 circulates the oil CL contained within housing 5. The oil CL circulated by pump 4 is supplied to motor 2. Motor 2 is cooled by the oil CL. Pump 4 is an electric pump.

[0043] As shown in Figures 3 and 7, the pump 4 is attached to the outer surface of the cover flange portion 526 of the gear portion housing portion 52 of the housing 5, on one axial side (+Y direction side). The pump 4 circulates oil CL inside the housing 5 to cool the motor 2 and the gear portion 3.

[0044] Pump 4 comprises a pump motor (not shown) and a compression unit. The compression unit has a suction port and a discharge port. The compression unit may be, for example, a trochoidal pump in which external gears and internal gears (not shown) mesh and rotate, but is not limited to this. For example, the compression unit may be a pump other than a trochoidal pump, such as a centrifugal pump. The pump motor drives the compression unit. Driven by the pump motor, the compression unit draws oil CL from the oil reservoir 54 through the suction port, compresses it, and discharges it through the discharge port.

[0045] As shown in Figure 7, the suction port of the pump 4 is connected to the oil reservoir 54 via a suction pipe 500. The suction pipe 500 is a tubular pipe located inside the housing 5. One end of the suction pipe 500 is connected to the oil reservoir 54. When the pump 4 is driven, the oil CL stored inside the oil reservoir 54 is drawn in through the suction pipe 500. The oil CL drawn in through the suction pipe 500 is then drawn into the pump 4 through its suction port. In other words, the suction port of the pump 4, which draws in oil, is connected to the suction pipe 500, which is connected to the internal space of the oil reservoir 54. The suction pipe 500 may be a tubular pipe formed inside the housing 5, or it may be formed from separately prepared piping.

[0046] The discharge port of pump 4 is connected to the fluid piping section 561 of the oil piping section 56, which will be described later. The oil CL discharged from the discharge port of pump 4 flows into the oil cooler 8 via the fluid piping section 561.

[0047] This configuration makes it possible to circulate oil CL inside the motor housing space 501.

[0048] <6. Oil Cooler 8> The oil cooler 8 is supplied with oil CL and a refrigerant supplied through a separate route from oil CL. The oil cooler 8 has an oil flow pipe section and a refrigerant flow pipe section, both of which are not shown in the diagram. The oil flow pipe section and the refrigerant flow pipe section are separated by a material with high thermal conductivity such as aluminum or copper, and heat exchange occurs between the oil and the refrigerant.

[0049] One end of the oil flow pipe section of the oil cooler 8 is connected to the discharge port of the pump 4 via the flow pipe section 561 of the oil piping section 56. As a result, the oil CL discharged from the pump 4 flows into the oil flow pipe section of the oil cooler 8 via the flow pipe section 561. The other end of the oil flow pipe section of the oil cooler 8 is connected to the supply pipe section 562 of the oil piping section 56, which will be described later. The cooled oil CL flowing out of the oil cooler 8 is sent to the oil spraying section 57, which will be described later, via the supply pipe section 562. In other words, the oil cooler 8 is positioned in the path of the oil piping section 56 to cool the oil CL passing through the oil piping section 56.

[0050] As described above, the refrigerant that exchanges heat with the oil CL flows into the refrigerant flow pipe section of the oil cooler 8. Now, let's describe the refrigerant piping through which the refrigerant flows. In the motor unit 1 of this embodiment, the refrigerant that exchanges heat with the oil CL in the oil cooler 8 is used to cool the inverter unit 6 and then flows into the oil cooler 8.

[0051] The inverter cooling channel 71 and the oil cooler 8 are connected via a connecting pipe 73. The refrigerant flowing out of the inverter cooling channel 71 flows into the refrigerant flow pipe section of the oil cooler 8 via the connecting pipe 73. Oil CL flows through the oil flow pipe section, and refrigerant flows through the refrigerant flow pipe section. At this time, the heat from the oil CL is transferred to the refrigerant, and the oil CL is cooled.

[0052] The outlet of the refrigerant flow pipe section of the oil cooler 8 is connected to the radiator via a return pipe 74. The refrigerant that has exchanged heat with the oil CL in the oil cooler 8 returns to the radiator through the return pipe 74. The refrigerant is then cooled by dissipating heat to the outside in the radiator. In this embodiment, the oil CL is cooled with the refrigerant that has cooled the inverter unit 6, but this is not the only option. For example, a pipe may be provided to receive and return refrigerant directly from the radiator.

[0053] <7. Housing 5> As shown in Figure 2 and other figures, the housing 5 includes a motor housing section 51, a gear housing section 52, an inverter housing section 53, an oil reservoir section 54 (see Figures 4 and 5), an output shaft support section 55, an oil piping section 56 (see Figure 7), an oil spraying section 57 (see Figure 8), and ribs 58 (see Figure 5).

[0054] The gear housing 52 is located on one axial side (+Y direction side) of the motor housing 51. The motor housing 51 and the gear housing 52 are formed of metals such as iron, aluminum, or alloys thereof, but are not limited to these.

[0055] As shown in Figure 2, the housing 5 has a motor housing space 501 and a gear housing space 502. The motor housing space 501 is the space inside the motor housing 51. The motor 2 is housed in the motor housing space 501. The gear housing space 502 is the space inside the gear housing 52. The gear 3 is housed in the gear housing space 502. In other words, the housing 5 houses the motor 2 and the gear 3.

[0056] <7.1 Motor housing section 51> The motor housing 51 has a cylindrical portion 511 and a bottom portion 512. The cylindrical portion 511 is open on one axial side (+Y direction side) and extends in the axial direction. The bottom portion 512 expands radially inward from the other axial side (-Y direction side) end of the cylindrical portion 511. The bottom portion 512 closes the other axial side (-Y direction side) end of the cylindrical portion 511. In the motor housing 51, the cylindrical portion 511 and the bottom portion 512 are formed from the same material. As a result, the motor housing 51 is a bottomed cylindrical shape.

[0057] Because the motor housing 51 is a bottomed cylindrical shape with an opening on the gear housing 52 side, the motor unit 1 can be assembled by working only from one axial side (+Y direction). Therefore, it is unnecessary to change the position of the worker or the position of the housing 5, and the number of work hours can be reduced. As a result, the cost required for the work can be reduced.

[0058] <7.2 Oil reservoir 54> Below the motor housing 51 (on the -Z side), an oil reservoir 54 is positioned, projecting radially outward. The motor housing 51 and the oil reservoir 54 are formed from the same material, and the peripheral wall of the oil reservoir 54 is continuous with the peripheral wall of the motor housing 51, projecting radially outward. The oil reservoir 54 extends axially, and its interior is connected to the motor housing space 501 of the motor housing 51 (see Figure 8). The oil CL in the motor housing space 501 flows downward and is stored in the oil reservoir 54. In other words, the housing 5 further has an oil reservoir that bulges radially outward from the lower vertical part of the motor housing 51 and stores oil CL.

[0059] In this embodiment, the motor housing 51 and the oil reservoir 54 are formed from the same material, but are not limited to this. For example, a notch extending axially (Y direction) may be formed below the motor housing 51, and the notch may be covered with a separately prepared oil reservoir 54. Also, the oil reservoir 54 is arch-shaped with a smaller radius of curvature than the motor housing 51, but is not limited to this. For example, it may be a shape made up of a combination of planes. A wide range of shapes can be adopted that can store oil that circulates through the motor housing 51 and flows downwards.

[0060] As shown in Figure 8, cooling pipe sections 541 and 542 may be provided adjacent to the oil reservoir 54, through which the refrigerant flows. That is, the housing 5 further has cooling pipe sections 541 and 542 through which the refrigerant that cools the oil CL stored in the oil reservoir 54 flows.

[0061] The cooling tube section 541 is formed inside the wall of the oil reservoir section 54 and is tubular in shape, extending in the axial direction (Y direction). The inner side of the cooling tube section 541 in the oil reservoir section 54 protrudes inward. This increases the surface area of ​​the inner surface that comes into contact with the oil CL, thereby improving the heat exchange efficiency, and thus the cooling efficiency.

[0062] Furthermore, the cooling pipe section 542 is a cylindrical body positioned inside the oil reservoir section 54. By using such a cooling pipe section 542, the oil CL stored in the oil reservoir section 54 can be efficiently cooled. In addition, although the cooling pipe section 542 is positioned inside the housing 5, it is located in the space inside the oil reservoir section 54, so it does not interfere with the motor 2. Note that in the housing 5 shown in Figure 8, both the cooling pipe section 541 and the cooling pipe section 542 are used, but either one may be used.

[0063] The refrigerant supplied to the cooling pipes 541 and 542 may be, for example, the refrigerant used to cool other components such as the inverter unit 6, or it may be supplied directly from the radiator. The system may also be configured to heat the refrigerant, and during a cold start, the oil CL stored in the oil reservoir 54 may be heated. This allows the oil to reach the appropriate viscosity immediately after a cold start. As a result, the motor 2 and gear section 3 can be lubricated immediately after a cold start, extending the lifespan of the motor unit 1.

[0064] <7.3 Bulkhead section 513> The cylindrical portion 511 and the oil reservoir portion 54 open on one axial side (+Y direction). The partition wall portion 513 closes the openings of the cylindrical portion 511 and the oil reservoir portion 54. The partition wall portion 513 is detachable from the motor housing portion 51 and the oil reservoir portion 54.

[0065] The motor 2 is housed in a motor housing space 501 surrounded by a cylindrical portion 511, a bottom portion 512, and a partition wall portion 513. A first motor bearing 281 is positioned in the bottom portion 512. The other axial end (-Y direction side) of the motor shaft 22 is rotatably supported by the first motor bearing 281.

[0066] A through-hole 514 is formed in the partition wall 513. The through-hole 514 penetrates the partition wall 513 in the axial direction. The center of the through-hole 514 coincides with the motor shaft J2. A second motor bearing 282 is positioned in the through-hole 514. The motor shaft 22 passes through the through-hole 514. At this time, the middle portion of the motor shaft 22 in the Y direction is rotatably supported by the second motor bearing 282. In other words, the motor shaft 22 is rotatably supported in the through-hole 514 via the second motor bearing 282.

[0067] A second gear bearing 342 is positioned below the through hole 514 (-Z direction) on one axial side (+Y direction side) of the partition wall 513. The second gear bearing 342 rotatably supports the other axial end (-Y direction side) of the intermediate shaft 314.

[0068] An oil flow hole 515 is formed in the partition wall 513. The oil flow hole 515 is a through hole that penetrates the partition wall 513 in the axial direction. The oil flow hole 515 connects the oil reservoir 54 and the gear housing 52. A portion of the oil CL accumulated in the oil reservoir 54 flows into the gear housing space 502 of the gear housing 52 through the oil flow hole 515. By forming the oil flow hole 515 at a certain height from the bottom of the oil reservoir 54, some oil CL can be left inside the oil reservoir 54.

[0069] <7.4 Gear housing section 52> The gear section 3 is housed in the gear section housing 52. That is, the housing 5 has a gear section housing 52 that houses the gear section 3. The gear section housing 52 is located on one axial side (+Y direction side) of the motor housing 51. That is, the housing 5 has a gear section housing 52 located on one axial side (+Y direction side) of the motor housing 51 that houses the gear section 3.

[0070] The gear housing 52 has a gear support portion 521 and a gear cover portion 522. The gear support portion 521 extends radially outward from the outer surface of one axial end (+Y direction side) of the cylindrical portion 511 of the motor housing 51. The gear support portion 521 is formed of the same material as the cylindrical portion 511. That is, the gear housing 52 has a gear support portion 521 that extends radially outward from the outer surface of one axial end (+Y direction side) of the motor housing 51.

[0071] A first output shaft through hole 523 is formed in the gear support portion 521. The output shaft 33 passes through the first output shaft through hole 523. As a result, the output shaft 33 passes through the gear support portion 521 and extends to the other axial side (-Y direction side). The output shaft 33 is aligned with the motor housing portion 51. In other words, the gear portion 3 has an output shaft 33 that passes through the gear support portion 521 and extends to the other axial side (-Y direction side).

[0072] The other axial end (-Y direction side) of the output shaft 33 is rotatably supported by the output shaft support portion 55. Details of the output shaft support portion 55 will be described later. An oil seal (not shown) is provided between the output shaft 33 and the first output shaft through hole 523 to suppress oil CL leakage.

[0073] The gear section cover 522 has a cover cylinder 524, a cover bottom 525, and a cover flange 526. The cover cylinder 524 is cylindrical with an opening on the other axial side (-Y direction side). The cover bottom 525 expands radially inward from the end of the cover cylinder 524 on one axial side (+Y direction side). The cover cylinder 524, cover bottom 525, and cover flange 526 are formed from the same material. In other words, the gear section cover 522 is cylindrical with a bottom, and an opening on the other axial side (-Y direction side).

[0074] The cover flange portion 526 protrudes radially outward from the other axial side (-Y direction side) of the cover cylinder portion 524. When viewed in the axial direction, the cover flange portion 526 overlaps with the gear support portion 521. The gear support portion 521 and the cover flange portion 526 are superimposed in the axial direction. Then, by fixing the edge of the cover flange portion 526 to the edge of the gear support portion 521, the gear cover portion 522 is attached to the gear support portion 521.

[0075] A first gear bearing 341 and a third gear bearing 343 are mounted on the bottom 525 of the cover. One axial end (+Y direction side) of the motor shaft 22 is rotatably supported by the first gear bearing 341. The other axial end (+Y direction side) of the intermediate shaft 314 is rotatably supported by the third gear bearing 343. In other words, the motor shaft 22 is rotatably supported in the housing 5 via the first motor bearing 281, the second motor bearing 282, and the first gear bearing 341. The intermediate shaft 314 is rotatably supported in the housing 5 via the second gear bearing 342 and the third gear bearing 343.

[0076] Furthermore, a second output shaft through hole 527 is formed in the cover cylinder portion 524. The output shaft 33 passes through the second output shaft through hole 527. As a result, the output shaft 33 extends axially in one direction (+Y direction) through the cover cylinder portion 524. An oil seal (not shown) is provided between the output shaft 33 and the second output shaft through hole 527 to suppress oil CL leakage.

[0077] In the gear housing 52, the first output shaft through hole 523 and the second output shaft through hole 527 overlap when viewed in the axial direction. The portion of the output shaft 33 on the axial side (-Y direction side) of the differential section 32 passes through the first output shaft through hole 523, while the portion on the axial side (+Y direction side) passes through the second output shaft through hole 527. The output shafts 33, located at both ends of the differential section 32 in the axial direction (Y direction), rotate around the output shaft J5.

[0078] <7.5 Inverter housing section 53> As shown in Figures 3, 4, and 8, the inverter housing 53 is positioned above the motor housing 51 and on the -X side. The inverter housing 53 is made of the same material as the motor housing 51. That is, the inverter housing is made of the same material as the motor housing 51. The inverter housing 53 is open at the top. A housing cover 531 is attached to the opening of the inverter housing 53. The inverter unit 6 is housed in the space enclosed by the inverter housing 53 and the housing cover 531.

[0079] The housing cover 531 is fixed to the inverter housing 53, for example, by a fixing method such as screw fastening. This closes the opening of the inverter housing 53 with the housing cover 531. The fixing of the housing cover 531 to the inverter housing 53 is not limited to screw fastening; a wide range of fixing methods that provide a secure yet detachable connection can be employed.

[0080] The joint between the inverter housing 53 and the housing lid 531 has a structure that suppresses the intrusion of moisture. This makes it difficult for moisture to adhere to the inverter unit 6 housed inside the inverter housing 53. The structure that suppresses the intrusion of moisture at the joint between the inverter housing 53 and the housing lid 531 can include, for example, placing a gasket, packing, etc., between the inverter housing 53 and the housing lid 531, but is not limited to this.

[0081] The internal space of the inverter housing 53 and the motor housing space 501 of the motor housing 51 are connected by a wiring hole 532. The wiring hole 532 is where the wiring connecting the inverter unit 6 and the coil 26 of the motor 2 is located. By providing such a wiring hole 532, the openings through which moisture can flow into the internal space of the inverter housing 53 can be reduced. The wiring hole 532 is also provided with a seal (not shown) to suppress the ingress of oil CL circulating in the motor housing space 501.

[0082] As shown in Figures 3, 4, 5, and 8, the housing lid 531 has an inverter cooling channel 71. A refrigerant passes through the inverter cooling channel 71. When the refrigerant passes through the inverter cooling channel 71, the heat generated from the inverter unit 6 is transferred to the refrigerant. This cools the inverter unit 6. By being cooled, the inverter unit 6 can operate stably. In the housing 5 of this embodiment, the inverter cooling channel 71 is located in the housing lid 531. To enhance the cooling effect, the inverter unit 6 may also be attached to the housing lid 531. Alternatively, the inverter cooling channel 71 may be located in the inverter housing 53. In this case, the inverter unit 6 may be attached to the inverter housing 53.

[0083] <7.6 Output shaft support section 55> The output shaft support portion 55 protrudes outward from the other axial end (-Y direction side) of the outer circumferential surface of the motor housing portion 51. The output shaft support portion 55 is formed from the same material as the motor housing portion 51.

[0084] The output shaft support portion 55 has a through hole whose center coincides with the output shaft J5, and an output bearing 551 (see Figures 2, 4, and 5) is mounted in the through hole. The output shaft support portion 55 then rotatably supports the output shaft 33 via the output bearing 551.

[0085] In other words, the housing 5 further has an output shaft support portion 55 on the other axial side (-Y direction side) of the motor housing portion 51, which rotatably supports the output shaft 33. The output shaft support portion 55 is formed from the same material as the motor housing portion 51.

[0086] Furthermore, the output shaft support portion 55 is formed from the same material as the lower surface of the inverter housing portion 53. The output shaft support portion 55 is integrally molded together with the inverter housing portion 53. This configuration increases the rigidity of the output shaft support portion 55 and suppresses vibration of the output shaft 33.

[0087] The output shaft support portion 55 may be formed from a different material than the inverter housing portion 53. In this case, the output shaft support portion 55 and the inverter housing portion 53 may be in contact. If the output shaft support portion 55 is not formed from the same material as the inverter housing portion 53, stress is less likely to be transmitted from the inverter housing portion 53 to the output shaft support portion 55. Therefore, even if stress acts on the inverter housing portion 53, deformation of the output shaft support portion 55 is suppressed, and runout of the output shaft 33 is less likely to occur.

[0088] The output shaft support section 55 and the inverter housing section 53 may not be in contact. This makes it difficult for stress to be transmitted between the inverter housing section 53 and the output shaft support section 55, thereby suppressing vibrations. Alternatively, the output shaft support section 55 and the inverter housing section 53 may be formed from the same material, while the output shaft support section 55 and the motor housing section 51 may be formed from different materials. By forming them in this way, it is possible to suppress resonance between the vibrations of the motor 2 transmitted to the motor housing section 51 and the vibrations transmitted to the output shaft support section 55.

[0089] The housing 5 has an output shaft support portion 55, which allows the output shaft 33 to be extended axially from the gear support portion 521 to the other side (-Y direction). The drive shaft Sd is connected to the tip of the output shaft 33 via a coupling Cp (see Figure 1).

[0090] By adjusting the length of the output shaft 33, the drive shafts Sd connected to each of the left and right front wheels Tf can be made the same length when the motor unit 1 is mounted on the vehicle Cb. By making the drive shafts Sd the same length, they are connected to the output shaft 33 at the same angle. As a result, equal torque is transmitted to both the left and right front wheels Tf, allowing the driver to operate the vehicle Cb without any discomfort. In other words, it is possible to improve the operability of the vehicle Cb.

[0091] In the motor unit 1, the gear section 3 determines the length of the output shaft 33 so that the left and right drive shafts Sd are of equal length, based on the mounting position of the motor unit 1 on the vehicle Cb and the position of the front wheel Tf. Furthermore, since the housing 5 has an output shaft support section 55, the output shaft 33 can rotate stably even if it is extended in the other axial direction (-Y direction).

[0092] In other words, the motor unit 1's housing 5 has an output shaft support portion 55, which allows the output shaft 33 to be extended axially to the other side (-Y direction). This makes the left and right drive shafts Sd of the vehicle Cb on which the motor unit 1 is mounted equal in length, thereby suppressing any discomfort felt by the driver during operation. It is preferable that the output shaft support portion 55 supports the vicinity of the end of the output shaft 33.

[0093] Furthermore, in the motor unit 1 of this embodiment, both ends of the output shaft 33 in the Y direction protrude outward from the housing 5. Therefore, when the drive shaft Sd is attached via the coupling Cp, the coupling Cp and the drive shaft Sd are less likely to interfere with the housing 5.

[0094] As shown in Figure 5, the rib 58 protrudes from the radially outer surface of the cylindrical portion 511 of the motor housing 51 and extends radially outward in the axial direction, connecting the gear support portion 521 and the output shaft support portion 55. In other words, the housing 5 further has a plate-shaped rib 58 that protrudes from the radially outer surface of the motor housing 51 and connects the gear support portion 521 and the output shaft support portion 55.

[0095] The rib 58 is formed from the same material as the motor housing 51. Furthermore, the rib 58 is formed from the same material as the gear support 521 and the output shaft support 55. In other words, the rib 58 is formed from the same material as the motor housing 51, the gear support 521 and the output shaft support 55. By providing the rib 58, deformation of the motor housing 51, the gear support 521 and the output shaft support 55 is suppressed. As a result, vibration and noise of the motor 2 and the gear 3, as well as the housing 5, caused by their operation, are suppressed.

[0096] In this embodiment, the width of the rib 58 protruding from the cylindrical portion 511 narrows as it moves from the gear portion support portion 521 side toward the output shaft support portion 55 side. However, the shape is not limited to this, and a wide range of shapes that can suppress vibration and noise can be adopted for the rib 58.

[0097] <7.7 Oil piping section 56> As shown in Figures 2 and 6, the oil piping section 56 is tubular and formed inside the gear support section 521 of the gear housing section 52. The oil piping section 56 connects to the oil spraying section 57, which is located at the top of the motor housing space 501. The oil piping section 56 connects the pump 4 and the oil spraying section 57 and supplies oil CL to the oil spraying section 57. In other words, the housing 5 has an oil piping section 56 that connects the discharge port of the pump 4, which discharges oil, to the oil spraying section 57, which is located in the motor housing space 501 of the motor housing section 51.

[0098] In this embodiment, the housing 5 includes a fluid piping section 561 and a supply piping section 562. The fluid piping section 561 connects the discharge port of the pump 4 to the inlet of the oil cooler 8. In other words, the oil CL pressurized by the pump 4 is sent from the pump 4 to the oil cooler 8 via the fluid piping section 561. The supply piping section 562 connects the outlet of the oil cooler 8 to the fluid passage 571 of the oil spraying section 57, which will be described later. In other words, the oil CL cooled by the oil cooler 8 is sent from the oil cooler 8 to the oil spraying section 57 via the supply piping section 562.

[0099] In this embodiment, the oil piping section 56 is formed on the cover flange section 526, but is not limited thereto. It may be formed on the gear section support section 521, or it may be formed by combining and fixing the gear section support section 521 and the cover flange section 526.

[0100] <7.8 Oil spraying section 57> The oil spraying unit 57 is located in the motor housing 51. Furthermore, the oil spraying unit 57 is positioned vertically above the motor 2. That is, the housing 5 further has an oil spraying unit 57 located vertically above the motor 2 inside the motor housing 51 and connected to the oil piping unit 56.

[0101] The oil dispensing section 57 has a flow passage 571 extending in the axial direction (Y direction) through which the oil CL flows, and a dispensing hole 572 connecting the flow passage 571 and the motor housing space 501.

[0102] The oil CL flowing through the oil piping section 56 flows into the flow passage 571 of the oil spraying section 57. The oil CL that has flowed into the flow passage 571 is then sprayed into the motor housing space 501 from the spray holes 572. With this configuration, the oil CL can be sprayed onto the motor 2 located in the motor housing space 501. This allows the motor 2 to be efficiently cooled with the oil CL. In this embodiment, the oil spraying section is a tubular structure formed inside the motor housing section 51, but is not limited to this. For example, it may be a pipe inserted into the motor housing space 501.

[0103] Alternatively, the oil dispensing section 57 may be replaced with a container-shaped structure that is open at the top and has a hole for oil dripping at a suitable location at the bottom. In this case, the oil CL supplied from the supply piping section 562 flows into the oil dispensing section 57, and the oil is dripped from the oil dispensing section 57.

[0104] <7.9 Location of Pump 4 and Oil Cooler 8> The pump 4 and oil cooler 8 are mounted on one axial side (+Y direction side) of the cover flange portion 526 of the gear portion housing 52 of the housing 5. More specifically, the pump 4 and oil cooler 8 are mounted on the outside of the gear portion housing 52. The oil piping portion 56 connects the pump 4 and the oil cooler 8. The oil piping portion 56 also connects the oil cooler 8 and the oil spraying portion 57.

[0105] As shown in Figure 6, the pump 4 and oil cooler 8 are positioned so as to fit within the axial projection plane of the housing 5. However, the pump 4 and oil cooler 8 may partially protrude outward from the axial projection plane of the housing 5. Specifically, the pump 4 is mounted on the outer surface of one axial side (+Y direction side) of the gear housing 52, and at least a portion of it overlaps with the housing 5 in the axial direction. Similarly, the oil cooler 8 is mounted on the outer surface of one axial side (+Y direction side) of the gear housing 52, and at least a portion of it overlaps with the housing 5 in the axial direction.

[0106] This configuration allows for a reduction in the vertical (Z-direction) thickness of the motor unit 1. In other words, the motor unit 1 can be miniaturized. The pump 4 is exposed to the outside of the motor unit 1. When the vehicle is running, the airflow hits the pump 4. The pump 4 is cooled by the airflow when the vehicle is running. The airflow when the vehicle is running also hits the outer surface of the oil cooler 8. As a result, the oil cooler 8 is also cooled by the airflow.

[0107] <8. Lubrication and cooling of motor unit 1> As shown in Figure 2, an oil reservoir P is provided in the lower region of the gear housing 52 where oil CL accumulates. A portion of the differential 32 is submerged in the oil reservoir P. The oil CL accumulated in the oil reservoir P is scraped up by the operation of the differential 32 and supplied to the inside of the gear housing 52. That is, when the ring gear 321 of the differential 32 rotates, the oil CL is scraped up by the tooth surface of the ring gear 321.

[0108] The oil CL diffused in the gear housing 52 is supplied to the gears of the reduction gear 31 and differential gear 32 within the gear housing 52, spreading the oil CL over the gear teeth and being used for lubrication. In addition, a portion of the oil CL diffused in the gear housing 52 is supplied to the second motor bearing 282, the first gear bearing 341, the second gear bearing 342, and the third gear bearing 343, respectively, and is used for lubrication.

[0109] When the motor 2 is operating from a stopped state, a portion of the ring gear 321 is submerged in oil CL. As a result, when the ring gear 321 rotates, the oil CL is scraped upward along the inner surface of the gear housing space 502.

[0110] An oil reserve dish 528 is positioned in the gear housing space 502. The oil reserve dish 528 opens upward. The oil reserve dish 528 is formed across both axial ends of the gear housing space 502. Oil CL, scooped up from the oil reservoir P, moves to the upper part of the gear housing space 502 and flows into the oil reserve dish 528.

[0111] One axial end of the oil reserve dish 528 is connected to an oil supply passage (not shown). The oil CL accumulated in the oil reserve dish 528 flows into the hollow portion 220 of the motor shaft 22 from one axial end (+Y direction side) of the motor shaft 22 via the oil supply passage.

[0112] Oil CL flows into the hollow section 220 of the motor shaft 22. The oil CL in the hollow section 220 of the motor shaft 22 flows from one end on the axial side (+Y direction side) of the motor shaft 22 and flows toward the motor 2. The hollow section 220 of the motor shaft 22 may have a structure, such as a helical groove, that directs the oil CL toward the motor 2 when the motor shaft 22 rotates. The oil CL that has flowed through the hollow section 220 is sprayed toward the stator 24 from an oil spray hole 221 (see Figure 2) provided on the motor shaft 22. The stator 24 is cooled by the oil CL. In other words, in the motor unit 1, the oil CL in the oil reservoir P in the gear section housing space 502 is scraped up by the gear section 3, thereby circulating the oil CL inside the motor unit 1.

[0113] In addition to the stirring caused by the rotation of the gear section 3, the motor unit 1 also circulates oil CL using the pump 4. When the pump 4 is driven, the oil CL accumulated in the oil reservoir section 54 is drawn into the pump 4. The pump 4 draws in oil CL from the suction port and discharges it through the oil piping section 56 to the oil cooler 8. The oil CL is cooled in the oil cooler 8 by heat exchange with the refrigerant and flows into the oil spraying section 57 via the oil piping section 56. The oil CL then flows through the flow passage 571 of the oil spraying section 57 and is sprayed into the motor housing space 501 from the spraying holes 572. The oil CL sprayed from the spraying holes 572 is blown onto the motor 2.

[0114] The oil CL sprayed onto the motor 2 flows inside the motor 2. This cools the motor 2. The cooled oil CL flows downward due to gravity and into the oil reservoir 54 connected below the motor housing 51. In this way, the pump 4 can circulate the oil CL inside the motor housing space 501.

[0115] A portion of the oil CL, scooped up by the gear section 3, flows through the hollow section 220 of the motor shaft 22 into the motor housing space 501. The pump 4 also circulates the oil CL within the motor housing space 501 and the internal space of the oil reservoir 54. As a result, the circulating oil CL flows into the oil reservoir 54. The internal space of the oil reservoir 54 and the gear section housing space 502 are separated by a partition wall 513. Oil flow holes 515 are formed in the partition wall 513. As a result, a portion of the oil CL accumulated inside the oil reservoir 54 flows into the gear section housing space 502. This keeps the amount of oil CL accumulated in the oil reservoir 54 and the oil reservoir P constant.

[0116] In this way, the motor unit 1 circulates oil CL within the motor housing space 501 and the gear housing space 502 to lubricate and cool the motor 2 and the gear unit 3.

[0117] Although embodiments of the present invention have been described above, the configurations and combinations thereof in the embodiments are merely examples, and additions, omissions, substitutions, and other modifications are possible without departing from the spirit of the present invention. Furthermore, the present invention is not limited by the embodiments. [Industrial applicability]

[0118] The motor unit of the present invention can be used, for example, as at least part of the power source for a hybrid vehicle (HV), a plug-in hybrid vehicle (PHV), and an electric vehicle (EV). [Explanation of Symbols]

[0119] 1 Motor Unit 2 motors 21 Rotors 22 Motor shaft 220 Hollow part 221 Oil spray holes 23 Rotor Core 24 Status 25 Stator Core 26 coils 281 First motor bearing 282 Second motor bearing 3 Gear section 31 Reduction section 311 First gear 312 Second gear 313 Third gear 314 Intermediate shaft 32 Differential section 321 Ring Gear 33 Output shaft 341 First gear bearing 342 Second gear bearing 343 Third gear bearing 4 pumps 5 Housing 500 Suction piping 501 Motor housing space 502 Gear compartment housing space 51 Motor housing 511 Cylinder part 512 Bottom 513 Bulkhead 514 Through hole 515 Oil flow holes 52 Gear housing 521 Gear support section 522 Gear section cover section 523 First output shaft through hole 524 Cover cylinder 525 Cover bottom 526 Cover flange section 527 Second output shaft through hole 528 Oil Reserve Dish 53 Inverter housing 531 Storage lid 532 Wiring hole 54 Oil reservoir 541 Cooling pipe section 542 Cooling pipe section 55 Output shaft support section 551 Output Bearing 56 Oil piping section 561 Fluidized Piping Section 562 Supply piping section 57 Oil spraying section 571 Flow passage 572 Spray hole 58 Ribs 6 Inverter Units 71 Inverter cooling channel 72 Refrigerant Piping 73 Connecting pipes 74 Return piping 8. Oil cooler Cb vehicle Cp fitting Dd Direction of travel Sd drive shaft Tf front wheel Tr rear wheel P Oil reservoir CL Oil

Claims

1. A motor having a motor shaft that rotates around a motor shaft that extends horizontally, A gear portion connected to the motor shaft on one side in the motor axial direction along the motor shaft, A housing that houses the motor and the gear section, A pump for circulating the oil contained within the housing, The housing is fitted with an oil cooler for cooling the oil, The aforementioned housing is A motor housing section for housing the motor, The motor housing comprises a gear housing portion arranged on one side of the motor housing portion in the axial direction of the motor housing portion and housing the gear portion, The oil cooler and the pump are attached to one outer surface of the gear housing in the motor axial direction. At least a portion of the oil cooler is contained within the axial projection plane of the motor housing. Motor unit.

2. The motor unit according to claim 1, wherein at least a portion of the pump is housed within the axial projection plane of the motor housing.

3. A motor having a motor shaft that rotates about a motor shaft extending horizontally, A gear portion connected to the motor shaft on one side in the motor axial direction along the motor shaft, A housing that houses the motor and the gear section, A pump for circulating the oil contained within the housing, The housing is fitted with an oil cooler for cooling the oil, The aforementioned housing is A motor housing section for housing the motor, The motor housing comprises a gear housing portion arranged on one side of the motor housing portion in the axial direction of the motor housing portion and housing the gear portion, The oil cooler and the pump are attached to one outer surface of the gear housing in the motor axial direction. The gear housing is, A gear support portion extending radially outward from the outer surface of one end of the motor housing portion on the motor axial side, The gear section cover portion, viewed from the motor axial direction, overlaps with the gear section support portion and is attached to the gear section support portion, The oil cooler and the pump are attached to one outer surface of the gear cover portion in the direction of the motor axis. The gear cover portion has a cover flange portion on the outer surface on one side in the motor axial direction, which is located on the other side in the motor axial direction than the end of the gear cover portion on the one side in the motor axial direction and extends radially outward. At least one of the oil cooler and the pump is a motor unit located on the cover flange portion.

4. The motor unit according to claim 1 or claim 2, wherein the housing has an oil piping section that connects an oil discharge port for discharging oil from the pump to an oil dispensing section provided in the internal space of the motor housing.

5. The motor unit according to claim 3, wherein the housing has an oil piping section that connects an oil discharge port for discharging oil from the pump to an oil dispensing section provided in the internal space of the motor housing.

6. The gear housing portion extends radially outward from the radial outer surface of one end of the motor housing portion in the motor axial direction and has a gear support portion formed of the same material as the motor housing portion. The motor unit according to claim 4, wherein the oil piping section is tubular and formed inside the gear support section.

7. The gear support portion is formed from the same material as the motor housing portion. The motor unit according to claim 5, wherein the oil piping section is tubular and formed inside the gear support section.

8. The housing further includes an oil reservoir that extends radially outward from the lower vertical portion of the motor housing and stores the oil, The motor unit according to any one of claims 4 to 7, wherein the pump sucks up the oil stored in the internal space of the oil reservoir.

9. The motor unit according to claim 8, wherein the housing further comprises a cooling pipe section through which a refrigerant for cooling the oil stored in the oil reservoir flows.

10. The motor unit according to any one of claims 4 to 9, wherein the oil cooler is arranged in the path of the oil piping and cools the oil passing through the oil piping.

11. The aforementioned housing is The motor housing further comprises a tubular oil dispensing section positioned vertically above the motor and connected to the oil piping section, The oil dispensing section includes a flow passage extending in the direction of the motor axis through which the oil flows, A motor unit according to any one of claims 4 to 10, having a spray hole connecting the flow passage and the motor housing.

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