Electric vehicle drive device

Abstract

An electric vehicle drive device (1) comprises: a motor (2) having a rotor (22) that rotates integrally with a rotary shaft (22a), and a stator (21) disposed radially outside the rotor (22); and an inverter (4) that is electrically connected to the motor (2) and controls the rotation of the rotor (22). The stator (21) has a plurality of coils (21a), a power feeding part (21c) that connects the plurality of coils (21a) to the inverter (4), and a stator core (21b) around which each of the plurality of coils (21a) is wound. Each of the plurality of coils (21a) is formed from a plurality of segment conductors (5). Each of the segment conductors (5) has: a segment conductor body (51) that extends in the axial direction and is disposed in a slot (21b3) of the stator core (21b); and coil ends (52) that protrude from the slot (21b3) to both sides and have ends protruding to both sides and each having a connection part (53) that is electrically connected to an end of another segment conductor (5) protruding to the same side. The power feeding part (21c) is connected to the connection part (53) disposed on one side or the other side in the axial direction.

Description

Electric vehicle drive unit

[0001] The present disclosure relates to a drive device for an electric vehicle.

[0002] In recent years, due to concerns about environmental issues such as global warming, there has been a rapid shift from conventional internal combustion engine-powered vehicles to electrified vehicles powered by electric motors that do not emit carbon dioxide during operation. An electric vehicle drive system that drives an electric vehicle includes, in addition to an electric motor, a reduction mechanism that reduces the speed of the electric motor and transmits the reduced speed to the axle, and an inverter that converts DC power stored in a battery into AC power to efficiently drive and control the electric motor. Conventionally, the electric motor, the reduction mechanism, and the inverter were manufactured separately and connected to each other, but a configuration has been proposed in which these are integrated to achieve greater miniaturization (see, for example, Patent Document 1).

[0003] Patent Document 1 discloses a configuration in which an electric motor and a reducer are integrated. In this configuration, the stator winding of the electric motor has a first coil end protruding from one axial end and a second coil end protruding from the other axial end. The second coil end protrudes axially from the stator core by a larger amount than the first coil end. The electric motor and transmission are integrated, with the first coil end on the transmission side and the second coil end on the opposite side of the transmission.

[0004] Japanese Patent Application Laid-Open No. 2020-150609

[0005] In the above-mentioned Patent Document 1, the electric motor is integrated with the transmission, thereby enabling the electric vehicle drive device to be miniaturized. In the configuration of the disclosed electric vehicle drive device, the stator has a larger second coil end and a smaller first coil end, the second coil end is located on the opposite side from the reducer, and a three-phase line connected to the inverter is provided at the second coil end. Therefore, the three-phase line is drawn out on the opposite side from the reducer, and the inverter layout is determined once the layout of the electric motor is determined. Depending on the vehicle layout, it may be desirable to change the location of the inverter or resolver relative to the layout of the electric motor, which has led to a problem of limited flexibility in the layout of the components constituting the electric vehicle drive device.

[0006] Therefore, an object of the present disclosure is to provide an electric vehicle drive device with improved layout freedom.

[0007] The electric vehicle drive device disclosed herein comprises a motor having a rotor that rotates integrally with a rotating shaft and a stator that is arranged radially outside the rotor, and an inverter that is electrically connected to the motor and controls the rotation of the rotor, wherein the stator has a plurality of coils, a power supply unit that connects the plurality of coils to the inverter, and a stator core around which each of the plurality of coils is wound, and each of the plurality of coils is formed from a plurality of segment conductors, each of which has a segment conductor main body that extends axially and is arranged in a slot of the stator core, and a coil end that protrudes on both sides from the slot, with each of the end portions protruding on both sides having a connection portion electrically connected to an end of another segment conductor that protrudes on the same side, and the power supply unit is connected to the connection portion that is arranged on one side or the other of the axial side.

[0008] According to the electric vehicle drive device disclosed herein, the electric vehicle drive device includes a motor and an inverter, wherein the stator of the motor has a plurality of coils, a power supply unit connecting the plurality of coils to the inverter, and a stator core around which each of the plurality of coils is wound, and each of the plurality of coils is formed from a plurality of segment conductors, each of which has a segment conductor main body extending axially and disposed in a slot of the stator core, and a coil end protruding on both sides from the slot, the coil end having a connection unit electrically connected to an end of another segment conductor protruding on the same side, and the power supply unit is connected to the connection unit disposed on one or the other side in the axial direction, thereby allowing the inverter to be attached to the motor at a desired position. This allows the inverter to be attached to the motor at a desired position, thereby improving layout flexibility.

[0009] 1 is a schematic diagram showing an overview of an electric vehicle drive device according to Embodiment 1. FIG. 2 is a cross-sectional view showing an overview of a motor of the electric vehicle drive device according to Embodiment 1. FIG. 3 is a view showing an overview of a stator of the motor of the electric vehicle drive device according to Embodiment 1 as viewed from a radial direction. FIG. 4 is a view showing an overview of a stator of the motor of the electric vehicle drive device according to Embodiment 1 as viewed from one side in the axial direction. FIG. 5 is a plan view showing an overview of segment conductors of the motor of the electric vehicle drive device according to Embodiment 1. FIG. 6 is a view showing a main part of the stator of the motor of the electric vehicle drive device according to Embodiment 1 as viewed from one side in the axial direction. FIG. 7 is a diagram explaining connection of segment conductors of the motor of the electric vehicle drive device according to Embodiment 1. FIG. 8 is a perspective view showing an overview of a stator core of the motor of the electric vehicle drive device according to Embodiment 1. FIG. 9 is a perspective view showing a main part of the stator core of the motor of the electric vehicle drive device according to Embodiment 1. FIG. 10 is a schematic diagram showing an overview of another electric vehicle drive device according to Embodiment 1.

[0010] An electric vehicle drive system according to an embodiment of the present disclosure will be described below with reference to the drawings. Note that the same or equivalent components and parts are denoted by the same reference numerals in each drawing. Note that the size and scale of corresponding components are independent between drawings. Note that the electric vehicle in this disclosure is not limited to automobiles, but refers to mobility used for transportation, transport, mobility, etc., including motorcycles.

[0011] Embodiment 1. Fig. 1 is a schematic diagram showing an overview of an electric vehicle drive device 1 according to embodiment 1, Fig. 2 is a cross-sectional view showing an overview of a motor 2 of the electric vehicle drive device 1, with the motor 2 cut in the axial direction, Fig. 3 is a view showing an overview of a stator 21 of the motor 2 of the electric vehicle drive device 1 as viewed from the radial direction, Fig. 4 is a view showing an overview of a stator 21 of the motor 2 of the electric vehicle drive device 1 as viewed from one side in the axial direction, Fig. 5 is a plan view showing an overview of segment conductors 5 of the motor 2 of the electric vehicle drive device 1, and Fig. 6 is a plan view showing an overview of a stator 21 of the motor 2 of the electric vehicle drive device 1. 1 is a diagram showing a main part of stator core 21b of motor 2 of electric vehicle drive device 1 as viewed from one side in the axial direction, and is an enlarged view of the part surrounded by the dashed line in Fig. 4, Fig. 7 is a diagram explaining the connection of segment conductors 5 of motor 2 of electric vehicle drive device 1, Fig. 8 is a perspective view showing an outline of stator core 21b of motor 2 of electric vehicle drive device 1, Fig. 9 is a perspective view showing a main part of stator core 21b of motor 2 of electric vehicle drive device 1, and is an enlarged view of the part surrounded by the dashed line in Fig. 8, and Fig. 10 is a schematic view showing an outline of another electric vehicle drive device 1 according to embodiment 1. The electric vehicle drive device 1 mounted on an electric vehicle is a device that transmits rotation of a rotating shaft 22a of motor 2 to drive wheels (not shown).

[0012] <Electric Vehicle Drive Device 1> As shown in FIG. 1 , the electric vehicle drive device 1 includes a motor 2 having a rotor 22 that rotates integrally with a rotating shaft 22a and a stator 21 disposed radially outside the rotor 22, and an inverter 4 that is electrically connected to the motor 2 and controls the rotation of the rotor 22. The electric vehicle drive device 1 further includes a reducer 3 that is coupled to the rotating shaft 22a and reduces the rotational speed of the rotating shaft 22a and converts torque. The reduced rotation of the rotating shaft 22a is transmitted to drive wheels (not shown). Directions are defined below. In FIG. 1 , the axial direction of the rotating shaft 22a is the X direction, and the direction in which the reducer 3 is arranged next to the motor 2 is one side of the X direction. The radial direction of the axis of the motor 2, which is perpendicular to the X direction and in which the reducer 3 is disposed relative to the inverter 4, is the Y direction. The direction perpendicular to the X and Y directions is the Z direction. In each figure, the direction indicated by the arrow is one side, and the direction opposite to the arrow is the other side.

[0013] The motor 2 has a housing 23 that houses a rotor 22 and a stator 21. The housing 23 is made, for example, by casting or forging a metal such as aluminum. One end and the other end of a rotating shaft 22a of the rotor 22 are rotatably supported by bearings in the housing 23. The rotor 22 is arranged so as to rotate coaxially with the stator 21. As shown in FIG. 3 , the stator 21 has a plurality of coils 21a, a power supply unit 21c that connects the plurality of coils 21a to the inverter 4, and a stator core 21b around which each of the plurality of coils 21a is wound. The stator 21 is fixed to the housing 23 by a fixing method such as shrink fitting or press fitting.

[0014] As shown in FIG. 1 , the reducer 3 is disposed on one axial side of the motor 2. The reducer 3 accommodates multiple gears (not shown) that reduce the rotational speed of the rotating shaft 22 a in a reducer case 31. The reducer case 31 is manufactured by casting or forging a metal such as aluminum. The reducer 3 includes at least an input rotating shaft 32 that extends axially from one end of the rotating shaft 22 a and rotates integrally with the rotating shaft 22 a, and an output rotating shaft 33 that is disposed on one side of the input rotating shaft 32 in the Y direction and outputs rotation to the outside of the reducer 3. The input rotating shaft 32 and the output rotating shaft 33 are reducer rotating shafts included in the reducer 3. An output gear is disposed on the end of the input rotating shaft 32 and rotates at the same rotational speed as the rotating shaft 22 a. The output gear meshes with at least one reduction gear, reducing the rotational speed of the rotating shaft 22 a. The reducer rotation shafts of the reducer 3 are not limited to the input rotation shaft 32 and the output rotation shaft 33. In this embodiment, a parallel shaft gear reducer is shown as an example of the reducer 3, but the reducer 3 is not limited to a parallel shaft gear reducer, and the reducer 3 may be a reducer provided with a planetary gear mechanism or the like.

[0015] The inverter 4 is electrically connected to the motor 2 and includes an inverter circuit 41 that controls the rotation of the rotor 22, and an inverter case 42 that houses the inverter circuit 41. The inverter 4 supplies power to the motor 2. The inverter circuit 41, which is indicated by a dashed line in FIG. 1 , is composed of a power module and the like, and performs DC / AC conversion between a DC power source (not shown) and the multi-phase coils 21 a. The inverter 4 is fixed to the motor 2, for example. The inverter 4 may also be fixed to the reducer 3 arranged adjacent to it. In the configuration shown in FIG. 1 , the inverter 4 is arranged on one side of the motor 2 in the X direction. The inverter 4 may have a water channel for cooling the power module and the like, which are heat-generating components.

[0016] When power is supplied to the coil 21a, a magnetic field is generated that generates a rotational force in the rotor 22, and the coil 21a generates heat due to Joule heat, causing the temperature of the coil 21a to rise. To suppress the heat generation of the coil 21a, a refrigerant such as ATF (automatic transmission fluid) is applied directly to the portion of the coil 21a that protrudes axially from the stator core 21b (coil end 52, described below). As a result, the portion of the coil 21a around the axial center inside the slot 21b3 in which the coil 21a is provided, which is not directly exposed to the refrigerant, becomes a hot spot with a rise in temperature.

[0017] <Stator 21> The stator 21 will now be described in detail. As shown in Fig. 8, the stator core 21b is formed in a cylindrical shape. The stator core 21b is formed by stacking a plurality of steel plates in the axial direction. As shown in Fig. 9, the stator core 21b has an annular yoke 21b1, a plurality of teeth 21b2 that protrude radially inward from the inner circumferential surface of the yoke 21b1 and are spaced apart in the circumferential direction, and slots 21b3 formed between each of the teeth 21b2. The slots 21b3 are open radially inward.

[0018] Each of the multiple coils 21a is formed from multiple segment conductors 5. As shown in FIG. 5 , each segment conductor 5 has a segment conductor main body 51 extending in the axial direction and disposed in a slot 21b3 of the stator core 21b, and coil ends 52 protruding on both sides from the slot 21b3, each having a connection portion 53 electrically connected to an end of another segment conductor protruding on the same side. In this embodiment, the coil end 52 has a portion extending between the connection portion 53 and the segment conductor main body 51, the portion being inclined toward one or the other circumferential side with respect to the axial direction. This configuration makes it possible to easily connect the connection portion 53 of a segment conductor 5 to the connection portion 53a of another segment conductor 5a without using any additional components, as shown in FIG. 7 .

[0019] A method for forming the coil 21a will now be described. The segment conductor 5 is made of an insulating-coated conductor and is formed in an I-shape. The conductor portion of the segment conductor 5 is made of, for example, copper. The insulating coating is removed from the connection portion 53. Each segment conductor 5 is inserted into a slot 21b3 of the stator core 21b. In this embodiment, as described above, the coil end 52 has an inclined extending portion between the connection portion 53 and the segment conductor body 51. Therefore, the I-shaped segment conductor 5 shown by the dashed line in FIG. 5 is bent after insertion into the slot 21b3 to form the inclined extending portion shown by the solid line. Then, by connecting the connection portions 53 of the multiple segment conductors 5, the configuration shown in FIG. 7 is formed continuously in the circumferential direction, thereby forming the coil 21a. The connection portion 53 and another connection portion 53a are connected by, for example, welding or crimping, but are not limited thereto. The other segment conductor 5a to which the segment conductor 5 is connected is the segment conductor 5 provided several slots ahead, as shown in FIG. 6. The connection between the connection portion 53 and the connection portion 53a is not limited to this, and the connection portion 53 and the connection portion 53a may be connected via an additional member.

[0020] In this embodiment, the segment conductors 5 are made of rectangular wire. As shown in FIG. 6, rectangular wire is a conductor with a rectangular cross section. Because rectangular wire has a larger surface area than round wire, which has a circular cross section, it can improve the heat dissipation effect of the coil 21a. Because the heat dissipation effect of the coil 21a is improved, it is possible to suppress an increase in the temperature of the coil 21a. Multiple segment conductors 5 are provided inside one slot 21b3. The multiple segment conductors 5 are arranged inside the slot 21b3 so that the longitudinal portions of the rectangular cross sections of each segment conductor 5 face each other.

[0021] The multiple coils 21a are, for example, three-phase coils 21a, i.e., U-phase, V-phase, and W-phase. In this embodiment, the slots 21b3 are configured such that two coils of the same phase, such as U-phase, V-phase, and W-phase, are adjacent to each other in the circumferential direction, and the three phases are arranged in order. As shown in FIG. 6 , three power supply parts 21c are provided to connect each of the three-phase coils 21a to the inverter 4. The portion of the power supply part 21c connected to the coil 21a is connected to the ends of the two coils 21a of the same phase, forming a bifurcated portion. The power supply part 21c and the ends of the coils 21a are connected by, for example, welding. The end of the coil 21a opposite to the end connected to the power supply part 21c is connected to a neutral point, but the arrangement of the neutral point is not limited thereto.

[0022] The power supply unit 21c is connected to a connection unit 53 located on one side or the other of the axial direction. In this embodiment, as shown in FIG. 3, the power supply unit 21c is connected to a connection unit 53 located on one side of the axial direction. The connection unit 53 to which the power supply unit 21c is connected is the connection unit 53 at the end of the coil 21a located in a portion of the circumferential direction. The power supply unit 21c is provided on the side where the inverter 4 is provided. By providing the power supply unit 21c on the side where the inverter 4 is provided, the inverter 4 and the power supply unit 21c can be easily connected. Furthermore, since the distance connecting the inverter 4 and the power supply unit 21c is shortened, loss occurring depending on the connection distance can be suppressed. When the power supply unit 21c is provided at the position shown in FIG. 3, the inverter 4 is provided on one side of the motor 2 in the X direction or one side of the motor 2 in the Y direction. In this embodiment, as shown in FIG. 6, each power supply unit 21c has a through hole 21c1. An end of a bus bar (not shown) of inverter 4, to which power is supplied from inverter circuit 41, is connected to through-hole 21c1 of power supply portion 21c by screwing. The connection between the end of the bus bar and power supply portion 21c is not limited to screwing, and other methods such as welding may also be used.

[0023] The coil ends 52 of the segment conductors 5 protrude from the slots 21b3 on both sides, and each of the protruding ends has a connection portion 53 electrically connected to the end of another segment conductor 5a protruding on the same side. Therefore, the power supply portion 21c can be connected to the connection portion 53 located on one or the other axial side. This allows the inverter 4 to be connected to the three-phase power supply portion 21c from either one or the other axial side. Since the inverter 4 can be located on either one or the other axial side, the mounting position of the inverter 4 relative to the motor 2 can be freely set. This allows for the electric vehicle drive device 1 to have improved layout flexibility. Furthermore, since the mounting position of the inverter 4 relative to the motor 2 can be freely set, the mounting position of a resolver (not shown), which detects the rotation of the motor 2 and outputs the signal to the inverter 4, relative to the motor 2 can also be freely set.

[0024] <Temperature Sensor 6> A configuration in which a temperature sensor 6 is provided will be described. As shown in FIG. 2, the axial length of the first coil end 52a, which is the coil end 52 protruding from the slot 21b3 (not shown in FIG. 2) on one side in the axial direction, is equal to the axial length of the second coil end 52b, which is the coil end 52 protruding from the slot 21b3 on the other side in the axial direction. "Equal" means that the lengths are the same in design, and the difference in length is within the tolerance range, within the range of manufacturing error. A temperature sensor 6 is provided in the first coil end 52a or the second coil end 52b. In this embodiment, the temperature sensor 6 is provided in the first coil end 52a.

[0025] The temperature sensor 6 detects the temperature of the coil 21a. The temperature sensor 6 has a temperature detection element (not shown) and outputs temperature information to the outside via a lead wire 6a connected to the temperature detection element. The temperature detection element is, for example, a thermistor whose resistance value changes with temperature. The lead wire 6a of the temperature sensor 6 is connected to an inverter circuit 41 of the inverter 4, which controls the power supplied to the motor 2. The inverter circuit 41 controls the current flowing to the coil 21a based on the temperature detected by the temperature sensor 6, thereby preventing damage to the coil 21a or components disposed around the coil 21a due to an excessive temperature rise in the coil 21a.

[0026] Because the axial length of the first coil end 52a and the axial length of the second coil end 52b are equal, the temperature distribution of the first coil end 52a and the second coil end 52b are the same, allowing for free setting of the mounting position of the temperature sensor 6. Furthermore, because the temperature distribution of the first coil end 52a and the second coil end 52b is the same, it is easy to predict the temperature of the coil end 52.

[0027] The inverter 4 is provided on one or the other axial side of the motor 2, and the temperature sensor 6 is provided on a coil end 52 adjacent to the inverter 4. In this embodiment, as shown in FIG. 2 , the inverter 4 is provided on one axial side of the motor 2, and the temperature sensor 6 is provided on a first coil end 52a adjacent to the inverter 4. With this configuration, it is possible to shorten the lead wire 6a of the temperature sensor 6. Because the lead wire 6a is shortened, the productivity of the electric vehicle driving device 1 is improved, and the cost of the electric vehicle driving device 1 can be reduced.

[0028] <Arrangement of inverter 4> In Fig. 1, the inverter 4 is provided on one axial side of the motor 2, but the arrangement of the inverter 4 is not limited to one or the other axial side of the motor 2. In the configuration of the electric vehicle driving device 1 shown in Fig. 10, the inverter 4 is provided adjacent to the outer side of the motor 2 in the radial direction. With this configuration, the inverter 4 can receive heat from the motor 2 uniformly. Because the inverter 4 receives heat uniformly, excessive temperature rise in the inverter 4 can be suppressed. Because excessive temperature rise in the inverter 4 is suppressed, the inverter 4 can operate stably.

[0029] The arrangement of the inverter 4 including the reducer 3 will be described. As shown in FIG. 1 , at least a portion of the inverter 4 is provided in a region that overlaps with the motor 2 when viewed in the axial direction and also overlaps with the reducer 3 when viewed in the radial direction of the axial center of the motor 2. Alternatively, as shown in FIG. 10 , at least a portion of the inverter 4 is provided in a region that overlaps with the reducer 3 when viewed in the axial direction and also overlaps with the motor 2 when viewed in the radial direction. With this configuration, the motor 2, the reducer 3, and the inverter 4 are arranged adjacent to each other, which allows the electric vehicle drive device 1 to be made more compact. Note that in the configuration of the electric vehicle drive device 1 shown in FIG. 10 , the output rotating shaft 33 is arranged in a position that does not overlap with the inverter 4 when viewed in the axial direction.

[0030] As described above, in the electric vehicle drive device 1 according to embodiment 1, the coil ends 52 of the segment conductors 5 protrude on both sides from the slots 21b3, and each of the protruding ends has a connection portion 53 electrically connected to an end of another segment conductor protruding on the same side. Therefore, the power supply portion 21c can be connected to the connection portion 53 located on one or the other axial side. This allows the inverter 4 and the three-phase power supply portion 21c to be connected from either one or the other axial side. Because the inverter 4 can be located on either one or the other axial side, the mounting position of the inverter 4 relative to the motor 2 can be freely set. Because the mounting position of the inverter 4 relative to the motor 2 can be freely set, an electric vehicle drive device 1 with improved layout flexibility can be obtained.

[0031] The axial length of the first coil end 52a, which is the coil end 52 protruding from the slot 21b3 to one side in the axial direction, is equal to the axial length of the second coil end 52b, which is the coil end 52 protruding from the slot 21b3 to the other side in the axial direction. If a temperature sensor 6 is provided in the first coil end 52a or the second coil end 52b, the axial length of the first coil end 52a and the axial length of the second coil end 52b are equal, and the temperature distributions of the first coil end 52a and the second coil end 52b are the same, allowing for flexible setting of the mounting position of the temperature sensor 6. Furthermore, because the temperature distributions of the first coil end 52a and the second coil end 52b are the same, it is easy to predict the temperature of the coil end 52.

[0032] When the coil end 52 has a portion extending at an angle to one side or the other circumferentially with respect to the axial direction between the connection portion 53 and the segment conductor main body portion 51, the connection portion 53 of the segment conductor 5 and the connection portion 53a of another segment conductor 5a can be easily made without using any additional components.

[0033] When the inverter 4 is provided on one or the other axial side of the motor 2 and the temperature sensor 6 is provided on the coil end 52 adjacent to the inverter 4, it is possible to shorten the lead wire 6a of the temperature sensor 6. Because the lead wire 6a is shortened, the productivity of the electric vehicle driving device 1 is improved, and the cost of the electric vehicle driving device 1 can be reduced.

[0034] When the inverter 4 is provided adjacent to the motor 2 on the radially outer side, it is possible to uniformly receive heat from the motor 2 in the inverter 4. Since the inverter 4 receives heat uniformly, it is possible to suppress an excessive temperature rise in the inverter 4. Since an excessive temperature rise in the inverter 4 is suppressed, it is possible to operate the inverter 4 stably.

[0035] When at least a portion of the inverter 4 is arranged in an area that overlaps with the motor 2 when viewed in the axial direction and overlaps with the reducer 3 when viewed radially of the axis of the motor 2, or when at least a portion of the inverter 4 is arranged in an area that overlaps with the reducer 3 when viewed axially and overlaps with the motor 2 when viewed radially, the motor 2, the reducer 3, and the inverter 4 are arranged adjacent to each other, so the electric vehicle drive device 1 can be made smaller.

[0036] When the segment conductor 5 is made of a rectangular wire, the rectangular wire has a larger surface area than a round wire, which has a circular cross section, and therefore the heat dissipation effect of the coil 21 a can be improved. Because the heat dissipation effect of the coil 21 a is improved, the temperature rise of the coil 21 a can be suppressed.

[0037] Furthermore, although various exemplary embodiments and examples are described in this disclosure, the various features, aspects, and functions described in one or more embodiments are not limited to the application of a particular embodiment, but may be applied to the embodiments alone or in various combinations. Therefore, countless modifications not illustrated are contemplated within the scope of the technology disclosed in this specification. For example, this includes cases where at least one component is modified, added, or omitted, or where at least one component is extracted and combined with components of another embodiment.

[0038] REFERENCE SIGNS LIST 1 Electric vehicle drive device, 2 Motor, 21 Stator, 21a Coil, 21b Stator core, 21b1 Yoke, 21b2 Teeth, 21b3 Slot, 21c Power supply portion, 21c1 Through hole, 22 Rotor, 22a Rotating shaft, 23 Housing, 3 Reducer, 31 Reducer case, 32 Input rotating shaft, 33 Output rotating shaft, 4 Inverter, 41 Inverter circuit, 42 Inverter case, 5 Segment conductor, 51 Segment conductor main body, 52 Coil end, 52a First coil end, 52b Second coil end, 53 Connection portion, 5a Other segment conductor, 53a Connection portion, 6 Temperature sensor, 6a Lead wire

Claims

1. A motor having a rotor that rotates integrally with the rotating shaft, and a stator positioned radially outward from the rotor, The motor is electrically connected to an inverter that controls the rotation of the rotor, The stator comprises a plurality of coils, a power supply unit connecting the plurality of coils to the inverter, and a stator core around which each of the plurality of coils is wound. Each of the multiple coils is formed from multiple segment conductors, Each of the segment conductors has a segment conductor body that extends axially and is positioned in a slot of the stator core, and a coil end that protrudes from the slot on both sides, with each of the protruding ends electrically connected to the end of another segment conductor protruding on the same side. The power supply unit is a drive unit for an electric vehicle that is connected to the connection unit located on one or the other side in the axial direction.

2. The axial length of the first coil end, which is the coil end that protrudes from the slot to one side in the axial direction, and the axial length of the second coil end, which is the coil end that protrudes from the slot to the other side in the axial direction, are equal. The drive device for an electric vehicle according to claim 1, wherein a temperature sensor is provided at the first coil end or the second coil end.

3. The electric vehicle drive device according to claim 1 or 2, wherein the coil end has a portion that extends inclined to one side or the other side in the circumferential direction with respect to the axial direction in the portion between the connecting portion and the segment conductor body portion.

4. The inverter is provided on one or the other side in the axial direction of the motor. The electric vehicle drive device according to claim 1, wherein a temperature sensor is provided at the coil end adjacent to the inverter.

5. The electric vehicle drive device according to claim 1 or 2, wherein the inverter is provided adjacent to the radially outer side of the motor.

6. A reduction gear is connected to the aforementioned rotating shaft and reduces the rotational speed of the rotating shaft and converts torque, The electric vehicle drive device according to claim 1 or 2, wherein at least a portion of the inverter is provided in a region that overlaps with the motor when viewed in the axial direction and overlaps with the reduction gear when viewed in the radial direction of the axis of the motor, or, wherein at least a portion of the inverter is provided in a region that overlaps with the reduction gear when viewed in the axial direction and overlaps with the motor when viewed in the radial direction.

7. The electric vehicle drive device according to claim 1 or 2, wherein the segment conductor is made of a flat rectangular wire.