CN117028539A - Motor unit - Google Patents

Motor unit Download PDF

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Publication number
CN117028539A
CN117028539A CN202311000204.0A CN202311000204A CN117028539A CN 117028539 A CN117028539 A CN 117028539A CN 202311000204 A CN202311000204 A CN 202311000204A CN 117028539 A CN117028539 A CN 117028539A
Authority
CN
China
Prior art keywords
oil
axis
gear
motor
differential
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202311000204.0A
Other languages
Chinese (zh)
Inventor
山口康夫
石川勇树
福永庆介
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nidec Corp
Original Assignee
Nidec Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nidec Corp filed Critical Nidec Corp
Publication of CN117028539A publication Critical patent/CN117028539A/en
Pending legal-status Critical Current

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Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H57/00General details of gearing
    • F16H57/04Features relating to lubrication or cooling or heating
    • F16H57/042Guidance of lubricant
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H57/00General details of gearing
    • F16H57/04Features relating to lubrication or cooling or heating
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H57/00General details of gearing
    • F16H57/04Features relating to lubrication or cooling or heating
    • F16H57/0467Elements of gearings to be lubricated, cooled or heated
    • F16H57/0476Electric machines and gearing, i.e. joint lubrication or cooling or heating thereof
    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02KDYNAMO-ELECTRIC MACHINES
    • H02K5/00Casings; Enclosures; Supports
    • H02K5/04Casings or enclosures characterised by the shape, form or construction thereof
    • H02K5/20Casings or enclosures characterised by the shape, form or construction thereof with channels or ducts for flow of cooling medium
    • H02K5/203Casings or enclosures characterised by the shape, form or construction thereof with channels or ducts for flow of cooling medium specially adapted for liquids, e.g. cooling jackets
    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02KDYNAMO-ELECTRIC MACHINES
    • H02K7/00Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02KDYNAMO-ELECTRIC MACHINES
    • H02K9/00Arrangements for cooling or ventilating
    • H02K9/19Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/64Electric machine technologies in electromobility

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
  • General Details Of Gearings (AREA)

Abstract

The motor unit has: a motor having a shaft that rotates around a motor axis; a speed reduction device connected to the shaft and having an intermediate gear that rotates about an intermediate axis; a differential device connected to the reduction gear and having a ring gear that rotates about a differential axis; and a housing provided with a gear chamber accommodating the reduction gear and the differential gear, the motor axis, the intermediate axis, and the differential axis extending parallel to each other in a horizontal direction, the intermediate axis and the differential axis being located on a lower side with respect to the motor axis, the housing having: the 1 st oil receiving part is positioned at the lower side of the intermediate gear and extends along the top circle of the intermediate gear; a 2 nd oil receiving portion located above the intermediate axis and the differential axis in the vertical direction and located between the intermediate axis and the differential axis in the horizontal direction; and a 2 nd oil guide portion which is located on the differential axis line side in the horizontal direction with respect to the intermediate gear and extends in the up-down direction along the addendum circle of the intermediate gear.

Description

Motor unit
The application is a divisional application of an application patent application with the application number of 201880070916.0, the application date of 2018, 11, 13 and the name of 'motor unit'.
Technical Field
The present invention relates to a motor unit.
Background
Patent document 1 describes a structure in which oil accumulated at the bottom of a casing is stirred up by rotation of a gear.
Prior art literature
Patent literature
Patent document 1: japanese laid-open publication: japanese patent laid-open publication No. 2014-20450
Disclosure of Invention
Problems to be solved by the invention
In the motor unit, it is preferable that the oil is stirred up to spread the oil over the gears regardless of the rotation direction of the motor. By configuring the motor unit in this manner, oil can be distributed to the gears not only when the vehicle is traveling forward but also when the vehicle is traveling backward. Further, since there is no limitation on the rotation direction of the motor when the vehicle is advanced, the degree of freedom in arrangement of the motor unit with respect to the vehicle can be improved, and the common motor unit can be mounted on various vehicles. On the other hand, from the viewpoints of safety, gear ratio setting, and the like, there are various restrictions on the arrangement of the gears in the motor unit. Therefore, in the conventional motor unit, when the motor rotates in the reverse direction, the oil cannot be spread over the gears by stirring up the gears.
In view of the above-described problems, an object of one embodiment of the present invention is to provide a motor unit capable of stirring up oil in a gear chamber and spreading over gears regardless of the rotation direction of an axle.
Means for solving the problems
One embodiment of the motor unit of the present invention includes: a motor having a shaft that rotates around a motor axis; a speed reduction device connected to the shaft and having an intermediate gear that rotates about an intermediate axis; a differential device connected to the reduction gear and having a ring gear that rotates about a differential axis; a housing provided with a gear chamber accommodating the reduction gear and the differential gear; and oil accumulated in a lower region of the gear chamber. The motor axis, the intermediate axis, and the differential axis extend parallel to each other in a horizontal direction. The intermediate axis and the differential axis are located on the lower side with respect to the motor axis. At least a part of the ring gear is immersed in the oil accumulated in a lower region of the gear chamber. The housing has a 1 st oil receiving portion located at a lower side of the intermediate gear and extending along a tip circle of the intermediate gear. The 1 st oil receiving portion is configured to accumulate the oil stirred up from a lower region of the gear chamber by rotation of the ring gear. The oil accumulated in the 1 st oil receiving portion is stirred up by the intermediate gear.
Effects of the invention
According to one aspect of the present invention, for example, a motor unit capable of stirring up oil in a gear chamber regardless of the rotation direction of an axle is provided.
Drawings
Fig. 1 is a conceptual diagram of a motor unit according to embodiment 1.
Fig. 2 is a side view of the motor unit of embodiment 1.
Fig. 3 is a conceptual diagram showing a part of a motor unit according to a modification.
Fig. 4 is a side view of the motor unit of embodiment 2.
Fig. 5 is a sectional view of the motor unit taken along the line V-V of fig. 4.
Detailed Description
Hereinafter, a motor according to an embodiment of the present invention will be described with reference to the drawings. The scope of the present invention is not limited to the following embodiments, and can be arbitrarily changed within the scope of the technical idea of the present invention. In the drawings below, in order to facilitate understanding of the respective structures, the actual structures may be different from the scales, the numbers, and the like in the respective structures.
In the following description, the direction of gravity is defined based on the positional relationship in the case where the motor unit 1 is mounted on a vehicle that is located on a horizontal road surface, and the description will be made. In the drawings, an XYZ coordinate system is appropriately shown as a three-dimensional rectangular coordinate system. In the XYZ coordinate system, the Z-axis direction indicates the vertical direction (i.e., the up-down direction), the +z direction is the upper side (the opposite side to the gravity direction), and the Z direction is the lower side (the gravity direction). The X-axis direction is a direction perpendicular to the Z-axis direction, and indicates a front-rear direction of a vehicle on which the motor unit 1 is mounted, the +x direction is a vehicle front direction, and the-X direction is a vehicle rear direction. The +X direction may be the rear of the vehicle, and the-X direction may be the front of the vehicle. The Y-axis direction is a direction perpendicular to both the X-axis direction and the Z-axis direction, and is a width direction (left-right direction) of the vehicle.
In the following description, unless otherwise specified, a direction (Z-axis direction) parallel to the motor axis J2 of the motor 2 is simply referred to as an "axial direction", a radial direction centered on the motor axis J2 is simply referred to as a "radial direction", and a circumferential direction centered on the motor axis J2, that is, a direction of the shaft around the motor axis J2 is simply referred to as a "circumferential direction". In the following description, "planar view" refers to a state as viewed from the axial direction. The term "parallel direction" also includes a substantially parallel direction. The term "vertical direction" also includes a substantially vertical direction.
(embodiment 1)
A motor unit (electric drive device) 1 according to an exemplary embodiment 1 of the present invention will be described below with reference to the drawings. Fig. 1 is a conceptual diagram of a motor unit 1 according to an embodiment. Fig. 2 is a side view of the motor unit 1.
The motor unit 1 is mounted on a vehicle using a motor as a power source, such as a Hybrid Electric Vehicle (HEV), a plug-in hybrid electric vehicle (PHV), or an Electric Vehicle (EV), and is used as a power source thereof.
As shown in fig. 1, the motor unit 1 has a motor (main motor) 2, a reduction gear 4, a differential gear 5, a housing 6, and oil O. The housing 6 has a housing space 80 for housing the motor 2, the reduction gear 4, and the differential gear 5. The housing space 80 is divided into a motor chamber 81 housing the motor 2 and a gear chamber 82 housing the reduction gear 4 and the differential gear 5.
Motor >
The motor 2 is accommodated in a motor chamber 81 of the housing 6. The motor 2 has a rotor 20 and a stator 30 located radially outward of the rotor 20. The motor 2 is an inner rotor type motor having a stator 30 and a rotor 20 rotatably disposed inside the stator 30.
The rotor 20 is rotated by supplying power to the stator 30 from a battery, not shown. The rotor 20 includes a shaft (motor shaft) 21, a rotor core 24, and rotor magnets (not shown). That is, the motor 2 includes the shaft 21, the rotor core 24, and the rotor magnet. The rotor 20 rotates about a motor axis J2 extending in the horizontal direction. The torque of the rotor 20 is transmitted to the differential 5 via the reduction gear 4.
The shaft 21 extends around a motor axis J2 extending in the horizontal direction and the width direction of the vehicle. The shaft 21 rotates around the motor axis J2. The shaft 21 is a hollow shaft having a hollow portion 22 provided therein, and the hollow portion 22 has an inner peripheral surface extending along the motor axis J2.
The shaft 21 extends across the motor chamber 81 and the gear chamber 82 of the housing 6. One end of the shaft 21 protrudes toward the gear chamber 82 side. A pinion 41 is fixed to an end of the shaft 21 protruding toward the gear chamber 82.
The rotor core 24 is formed by laminating silicon steel plates. The rotor core 24 is a cylindrical body extending in the axial direction. A plurality of rotor magnets, not shown, are fixed to the rotor core 24. The plurality of rotor magnets are arranged in a circumferential direction in an alternating manner of magnetic poles.
The stator 30 surrounds the rotor 20 from the radially outer side. The stator 30 includes a stator core 32, a coil 31, and an insulator (not shown) interposed between the stator core 32 and the coil 31. The stator 30 is held by the housing 6. The stator core 32 has a plurality of magnetic pole teeth (not shown) radially inward from an inner peripheral surface of the annular yoke. A coil wire is wound between the pole teeth. The coil wire wound around the pole teeth constitutes the coil 31. The coil 31 has coil ends 31a protruding from an axial end face of the stator core 32. The coil ends 31a protrude in the axial direction from the end portions of the rotor core 24 of the rotor 20. The coil ends 31a protrude axially to both sides with respect to the rotor core 24.
< speed reducer >)
The reduction gear 4 has the following functions: the rotational speed of the motor 2 is reduced, and the torque output from the motor 2 is increased according to the reduction ratio. The reduction gear 4 is connected to a shaft 21 of the motor 2. The reduction gear 4 transmits the torque output from the motor 2 to the differential gear 5.
The reduction gear 4 includes a pinion gear 41, an intermediate shaft 45, and a pair of intermediate gears 42 and 43 fixed to the intermediate shaft 45. The torque output from the motor 2 is transmitted to the ring gear 51 of the differential device 5 via the shaft 21 of the motor 2, the pinion gear 41, and the pair of intermediate gears 42, 43. The gear ratio of each gear, the number of gears, and the like may be variously changed according to the reduction ratio required. The reduction gear 4 is a parallel axis gear type reduction gear in which the axes of the gears are arranged in parallel.
The pinion 41 is fixed to the outer peripheral surface of the shaft 21 of the motor 2. The pinion 41 rotates together with the shaft 21 about the motor axis J2.
The intermediate shaft 45 extends along an intermediate axis J4 parallel to the motor axis J2. The intermediate shaft 45 rotates about the intermediate axis J4.
The intermediate gears 42, 43 have a large diameter gear (intermediate gear) 42 and a small diameter gear (intermediate gear) 43 arranged in the axial direction. The large diameter gear 42 and the small diameter gear 43 are provided on the outer peripheral surface of the intermediate shaft 45. The large diameter gear 42 and the small diameter gear 43 are connected via an intermediate shaft 45. The large diameter gear 42 and the small diameter gear 43 rotate about the intermediate axis J4. At least two of the large diameter gear 42, the small diameter gear 43, and the intermediate shaft 45 may be formed of a single member. The large diameter gear 42 is meshed with the pinion gear 41. The small diameter gear 43 meshes with the ring gear 51 of the differential device 5.
Differential device
The differential device 5 is connected to the motor 2 via the reduction gear 4. The differential device 5 is a device for transmitting torque output from the motor 2 to wheels of the vehicle. The differential device 5 has the following functions: when the vehicle turns, the speed difference between the left and right wheels is absorbed, and the same torque is transmitted to the axles 55 of the left and right wheels.
The differential device 5 has a ring gear 51, 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). The ring gear 51 rotates about a differential axis J5 parallel to the motor axis J2. The torque output from the motor 2 is transmitted to the ring gear 51 via the reduction gear 4.
< Shell >
The housing 6 holds the motor 2, the reduction gear 4, and the differential gear 5 in the housing space 80. The housing 6 has a partition wall 61c. The partition wall 61c divides the housing space 80 of the housing 6 into a motor chamber 81 and a gear chamber 82. That is, the housing 6 is provided with a motor chamber 81 and a gear chamber 82. The motor 2 is accommodated in the motor chamber 81. The reduction gear unit 4 and the differential gear unit 5 are accommodated in the gear chamber 82.
The partition wall 61c is provided with a shaft passage hole 61f and a partition wall opening 68. The shaft passing hole 61f and the partition wall opening 68 communicate the motor chamber 81 with the gear chamber 82. The shaft 21 passes through the shaft passing hole 61 f. The partition wall opening 68 is located at the lower side of the shaft passing hole 61 f. The partition wall opening 68 is provided in the vicinity of the bottom 81a of the motor chamber 81. The bottom 81a of the motor chamber 81 is located above the bottom 82a of the gear chamber 82. Therefore, the oil O cooling the motor 2 moves from the motor chamber 81 to the gear chamber 82 through the partition wall opening 68.
An oil reservoir P for storing oil O is provided in a lower region in the gear chamber 82. In the following description, the lower region in the gear chamber 82 is referred to as an oil reservoir P. A part of the differential device 5 is immersed in the oil reservoir P. That is, at least a part of the ring gear 51 is immersed in the oil O stored in the oil reservoir P.
The oil O accumulated in the oil reservoir P is stirred up by the operations of the reduction gear 4 and the differential gear 5, and a part thereof is supplied to the 1 st oil passage 91 and a part thereof is diffused into the gear chamber 82. The oil O diffused into the gear chamber 82 is supplied to each gear of the reduction gear 4 and the differential gear 5 in the gear chamber 82 so that the oil O spreads over the tooth surfaces of the gears. The oil O supplied to the reduction gear unit 4 and the differential gear unit 5 for lubrication is dropped and collected in the oil reservoir P located on the lower side of the gear chamber 82. The capacity of the oil O in the storage space 80 is set to a level at which a part of the bearings of the differential device 5 is immersed in the oil O when the motor unit 1 is stopped.
The housing 6 has a 1 st oil receiving portion 69, a 2 nd oil receiving portion 93, and an oil introduction passage 94. The 1 st oil receiving portion 69, the 2 nd oil receiving portion 93, and the oil introduction passage 94 are disposed in the gear chamber 82 of the gear housing portion 62. The 1 st oil receiving portion 69 and the 2 nd oil receiving portion 93 are opened upward. The 1 st oil receiving portion 69 and the 2 nd oil receiving portion 93 function as reservoirs for temporarily storing oil. The oil introduction passage 94 connects the 2 nd oil receiving portion 93 and the inside of the shaft 21.
As shown in fig. 2, the 1 st oil receiving portion 69 is located below the intermediate gears 42, 43. The 1 st oil receiving portion 69 extends along the addendum circle of the intermediate gears 42 and 43. More specifically, the 1 st oil receiving portion 69 is located below the large diameter gear 42 of the pair of intermediate gears 42, 73, and extends along the tip circle of the large diameter gear 42. The 1 st oil receiving portion 69 stores the oil O stirred up by the differential device 5.
The oil O accumulated in the 1 st oil receiving portion 69 is stirred up by the rotation of the large diameter gear 42. Since the 1 st oil receiving portion 69 extends along the addendum circle of the large diameter gear 42, the oil O accumulated in the 1 st oil receiving portion 69 is effectively stirred up to the upper side.
The 1 st oil receiving portion 69 is provided below the intermediate gears 42, 43 within a range of an angle θ centered on the intermediate axis J4 when viewed in the axial direction of the motor axis J2. The angle θ is preferably 120 ° or more and 140 ° or less. By setting the angle θ to 120 ° or more, the oil O can be sufficiently accumulated below the intermediate gears 42 and 43. By setting the angle θ to 140 ° or less, the amount of oil O stored in the 1 st oil receiving portion 69 is not excessive. Therefore, the reduction in the rotation efficiency of the large diameter gear 42 due to the oil O accumulated in the 1 st oil receiving portion 69 can be suppressed.
In the present embodiment, the 1 st oil receiving portion 69 extends along the tip circle of the large diameter gear 42 of the pair of intermediate gears 42, 43. However, the 1 st oil receiving portion 69 may extend along the tip circle of the small diameter gear 43. The small diameter gear 43 meshes with a ring gear 51 disposed adjacently in the horizontal direction. Therefore, in the case where the 1 st oil receiving portion 69 is provided along the tip circle of the small diameter gear 43, it is difficult to enlarge the 1 st oil receiving portion 69 in order to prevent interference between the 1 st oil receiving portion 69 and the ring gear 51. In contrast, when the 1 st oil receiving portion 69 is provided along the tip circle of the large diameter gear 42, interference can be easily suppressed by axially shifting the 1 st oil receiving portion 69 and the ring gear 51. The diameter of the large diameter gear 42 is larger than the diameter of the small diameter gear 43. Therefore, the oil O accumulated in the 1 st oil receiving portion 69 can be efficiently stirred up. For the above reasons, the 1 st oil receiving portion 69 preferably extends along the addendum circle of the large diameter gear 42.
The 2 nd oil receiving portion 93 is located above the intermediate axis J4 and the differential axis J5 in the vertical direction. The 2 nd oil receiving portion 93 is located between the intermediate axis J4 and the differential axis J5 in the vehicle front-rear direction (i.e., the horizontal direction). The 2 nd oil receiving portion 93 is disposed on a side portion of the pinion 41 in the horizontal direction. That is, the 2 nd oil receiving portion 93 and the shaft 21 are arranged in the horizontal direction. The 2 nd oil receiving portion 93 opens upward. The 2 nd oil receiving portion 93 stores the oil O stirred up by the ring gear 51 from the oil reservoir P. The 2 nd oil receiving portion 93 is filled with oil O stirred up from the 1 st oil receiving portion 69 by the large diameter gear (intermediate gear) 42.
The opening of the 2 nd oil receiving portion 93 overlaps the ring gear 51, the large diameter gear 42, and the small diameter gear 43 when viewed in the vertical direction. Most of the oil stirred up by the gears is scattered directly above the stirred up gears. By disposing the 2 nd oil receiving portion 93 directly above the ring gear 51, the large diameter gear 42, and the small diameter gear 43, the oil O stirred up by each gear can be effectively received.
The 2 nd oil receiving portion 93 has a bottom portion 93a, a 1 st side wall portion 93b, and a 2 nd side wall portion 93c. The 1 st side wall portion 93b and the 2 nd side wall portion 93c extend upward from the bottom portion 93 a. The 1 st side wall portion 93b forms a wall surface of the 2 nd oil receiving portion 93 on the differential device 5 side. The 2 nd side wall portion 93c forms a wall surface of the 2 nd oil receiving portion 93 on the reduction gear unit 4 side. That is, the 1 st side wall portion 93b extends upward from the differential axis J5 side end of the bottom portion 93a, and the 2 nd side wall portion 93c extends upward from the motor axis J2 side end of the bottom portion 93 a. The 2 nd oil receiving portion 93 temporarily stores the oil O in a region surrounded by wall surfaces of the bottom portion 93a, the 1 st side wall portion 93b, the 2 nd side wall portion 93c, the gear housing portion 62, and the protruding plate portion 61d of the motor housing portion.
The height of the upper end of the 1 st side wall 93b is lower than the upper end of the 2 nd side wall 93c. The oil O is stirred up by the differential device 5 and scattered from the opposite side of the reduction gear 4 toward the 2 nd oil receiving portion 93. By lowering the height of the upper end portion of the 1 st side wall portion 93b, the oil O stirred up by the differential device 5 can be effectively stored in the 2 nd oil receiving portion 93. Further, the oil O beyond the 1 st side wall portion 93b out of the oil O stirred up and scattered by the ring gear 51 and the large diameter gear 42 can be brought into contact with the 2 nd side wall portion 93c and guided to the 2 nd oil receiving portion 93.
The 2 nd side wall portion 93c extends obliquely upward along the circumferential direction of the pinion 41. That is, the 2 nd side wall portion 93c is inclined toward the motor axis J2 as it goes upward. Thus, the 2 nd side wall portion 93c can receive the oil O stirred up by the differential device 5 in a wide range. The 2 nd side wall portion 93c can also receive droplets of the oil O along the ceiling of the storage space 80 in a wide range.
At the boundary between the bottom 93a and the 2 nd side wall 93c, the oil introduction passage 94 opens into the 2 nd oil receiving portion 93. The bottom 93a is slightly inclined downward as it goes toward the motor axis J2 side in plan view. That is, the bottom portion 93a is slightly inclined so as to be the lower end of the 2 nd side wall portion 93c side. Therefore, by providing the opening of the oil introduction path 94 between the bottom portion 93a and the 2 nd side wall portion 93c, the oil O in the 2 nd oil receiving portion 93 can be effectively supplied to the oil introduction path 94.
The oil introduction passage 94 extends from the bottom of the 2 nd oil receiving portion 93 toward the shaft 21. The oil introduction passage 94 guides the oil O stored in the 2 nd oil receiving portion 93 from the end portion of the shaft 21 to the hollow portion 22. The oil introduction path 94 extends linearly. The oil introduction path 94 is inclined downward from the 2 nd oil receiving portion 93 toward the end of the shaft 21. The oil introduction passage 94 is formed by forming a hole extending in a straight line in a wall surface of the housing 6 to which the 2 nd oil receiving portion 93 is connected.
The housing 6 has a gear chamber ceiling portion (ceiling portion) 64 constituting the upper wall of the gear chamber 82. The gear chamber ceiling 64 is located on the upper side of the reduction gear unit 4 and the differential gear unit 5. Here, when viewed from the axial direction of the motor axis J2, an imaginary line (a 3 rd line segment described later) L3 that virtually connects the motor axis J2 and the differential axis J5 is defined. The gear chamber top plate 64 is substantially parallel to the virtual line L3. By making the gear chamber ceiling 64 substantially parallel to the virtual line L3, a region through which the oil O stirred up by the ring gear 51 and the large diameter gear 42 and scattered in the direction in which the virtual line L3 extends passes can be sufficiently secured, and the oil O can be effectively brought into contact with the pinion gear 41 rotating around the motor axis J2. Further, by making the gear chamber ceiling portion 64 substantially parallel to the virtual line L3, the housing 6 can be prevented from being enlarged in the vertical direction.
Here, the phrase "substantially parallel to" the gear chamber ceiling 64 and the virtual line L3 means that the angle formed by the gear chamber ceiling 64 and the virtual line L3 is within 10 °. When the gear chamber top plate 64 is bent, the angle between the tangent line at all points of the bending line and the virtual line L3 is within 10 °.
Further, if the gear chamber top plate 64 is within a range of 10 °, the gear chamber top plate 64 preferably approaches the virtual line L3 as going from the differential axis J5 side toward the motor axis J2 side. This can miniaturize the housing 6.
The gear chamber top plate 64 is a curved surface that is slightly curved in a direction approaching the virtual line L3 from the differential axis J5 side toward the motor axis J2 side. The curved shape of the gear chamber ceiling portion 64 is a curved surface which is substantially the same as or slightly away from the ring gear 51 as the parabola described by the oil O stirred up by the ring gear 51. A part of the oil O stirred up by the ring gear 51 directly reaches the 2 nd oil receiving portion 93. The other part of the oil O stirred up by the ring gear 51 reaches the 2 nd oil receiving portion 93 along the gear chamber ceiling portion 64 of the housing 6. That is, the gear chamber top plate 64 plays a role of guiding the oil O to the 2 nd oil receiving portion 93.
The gear chamber top plate 64 has a convex portion 65 protruding downward. The convex portion 65 is located above the 2 nd oil receiving portion 93. The oil O along the gear chamber ceiling 64 is formed into larger droplets at the lower end of the convex portion 65, and falls downward to be accumulated in the 2 nd oil receiving portion 93. That is, the convex portion 65 guides the oil O along the gear chamber ceiling portion 64 to the 2 nd oil receiving portion 93.
In the present embodiment, the motor housing 61 and the gear housing 62 are fixed to each other by bolts 67. The protruding portion 65 is provided in the gear chamber top plate 64 by a thick portion around a screw hole into which the bolt 67 is inserted. In fig. 2, other bolts for fixing the motor housing 61 and the gear housing 62 and other thick portions around the screw holes are omitted.
The gear chamber top plate 64 has a plate-like eave 66 extending in the axial direction. The eaves 66 protrude downward. The lower end of the eave 66 is located above the 2 nd oil receiving portion 93. A part of the oil O scattered by being stirred up by the ring gear 51 contacts the eave 66 and follows the surface of the eave 66. Similarly, the oil O scattered by being stirred up by the large diameter gear 42 is caught by the eave 66 and follows the surface of the eave 66. The oil O drops downward at the lower end of the brim 66 into larger droplets, and is accumulated in the 2 nd oil receiving portion 93. That is, the eave portion 66 guides the stirred oil O to the 2 nd oil receiving portion 93.
The eave 66 is inclined from the differential axis J5 side toward the motor axis J2 side as going from the upper side toward the lower side. Since the ring gear 51 has a larger diameter than the large diameter gear 42 and the small diameter gear 43, the scattering angle of the scattered oil O is nearly horizontal. By disposing the eave 66 so as to incline in the above direction, the oil O scattered from the ring gear 51 can be smoothly attached to the surface of the eave 66 and can be dropped downward.
(arrangement of axes)
The motor axis J2, the intermediate axis J4, and the differential axis J5 extend parallel to each other in the horizontal direction. The intermediate axis J4 and the differential axis J5 are located on the lower side with respect to the motor axis J2. Therefore, the reduction gear 4 and the differential gear 5 are located below the motor 2.
When viewed in the axial direction of the motor axis J2, a segment that virtually connects the motor axis J2 and the intermediate axis J4 is the 1 st segment L1, a segment that virtually connects the intermediate axis J4 and the differential axis J5 is the 2 nd segment L2, and a segment that virtually connects the motor axis J2 and the differential axis J5 is the 3 rd segment L3.
According to the present embodiment, the 2 nd line segment L2 extends in a substantially horizontal direction. That is, the intermediate axis J4 and the differential axis J5 are aligned in a substantially horizontal direction. Therefore, the reduction gear 4 and the differential gear 5 can be arranged in the horizontal direction, and the vertical dimension of the motor unit 1 can be reduced. The oil O stirred up by the differential device 5 can be brought into effective contact with the reduction gear 4. Thereby, the oil O can be supplied to the tooth surfaces of the gears constituting the reduction gear 4 to improve the transmission efficiency of the gears. The diameter of the gears (the large diameter gear 42 and the small diameter gear 43) that rotate about the intermediate axis J4 is smaller than the diameter of the ring gear 51 that rotates about the differential axis J5. According to the present embodiment, since the 2 nd line segment L2 extends in the substantially horizontal direction, the intermediate axis J4 and the differential axis J5 are arranged in the substantially horizontal direction. Therefore, the following state is established according to the height of the liquid surface of the oil reservoir P: only the ring gear 51 is immersed in the oil reservoir P, and the large diameter gear 42 and the small diameter gear 43 are not immersed in the oil reservoir P. Therefore, the oil O in the oil reservoir P can be stirred up by the ring gear 51, and a decrease in rotation efficiency of the large diameter gear 42 and the small diameter gear 43 can be suppressed.
In the present embodiment, the 2 nd line L2 is a substantially horizontal direction and means a direction within ±10° of the horizontal direction.
According to the present embodiment, the angle α formed by the 2 nd line segment L2 and the 3 rd line segment L3 is 30 ° ± 5 °. Thereby, the oil O stirred up by the differential device 5 can improve the transmission efficiency of the pinion gear 41 and the large diameter gear 42, and can realize a desired gear ratio.
When the angle α exceeds 35 °, it is difficult to supply the oil stirred up by the differential device to a gear (pinion) that rotates centering on the motor axis. Thereby, there is a possibility that the transmission efficiency between the pinion gear and the large diameter gear is lowered. On the other hand, when the angle α is smaller than 25 °, the gear on the output side during transmission cannot be sufficiently increased, and it is difficult to achieve a desired gear ratio on the 3-axis (motor axis, intermediate axis, and differential axis) line.
According to the present embodiment, the 1 st line L1 extends in the substantially vertical direction. That is, the motor axis J2 and the intermediate axis J4 are arranged along the substantially vertical direction. Therefore, the motor 2 and the reduction gear 4 can be aligned in the vertical direction, and the horizontal dimension of the motor unit 1 can be reduced. Further, by setting the 1 st line segment L1 to be substantially vertical, the motor axis J2 can be arranged close to the differential axis J5, and the oil O stirred up by the differential device 5 can be supplied to the pinion 41 rotating around the motor axis J2. This can improve the transmission efficiency between the pinion gear 41 and the large diameter gear 42.
In the present embodiment, the 1 st line L1 is a substantially vertical direction and means a direction within ±10° of the vertical direction.
The length L1 of the 1 st line segment, the length L2 of the 2 nd line segment, and the length L3 of the 3 rd line segment satisfy the following relationship.
L1:L2:L3=1:1.4~1.7:1.8~2.0
The reduction ratio in the reduction mechanism from the motor 2 to the differential device 5 is 8 or more and 11 or less.
According to the present embodiment, the desired gear ratio (8 or more and 11 or less) can be achieved while maintaining the positional relationship of the motor axis J2, the intermediate axis J4, and the differential axis J5 described above.
< oil >)
The oil O is used for lubrication of the reduction gear 4 and the differential gear 5. The oil O is used for cooling the motor 2. The oil O is accumulated in a lower region (i.e., an oil reservoir P) within the gear chamber 82. In order to realize the functions of lubricating oil and cooling oil, it is preferable to use oil O having a low viscosity equivalent to that of lubricating oil for automatic transmission (ATF: automatic Transmission Fluid).
As shown in fig. 1, in the motor unit 1, oil O circulates in an oil passage 90. The oil passage 90 is a path for supplying the oil O from the oil reservoir P to the motor 2.
In the present specification, the "oil passage" refers to a path of the oil O circulating in the storage space 80. Therefore, the concept of the "oil passage" includes not only a "flow passage" that forms a flow of oil that stably flows oil in one direction, but also a path (e.g., a reservoir) that temporarily retains oil and a path that drops oil.
The oil passage 90 is located in the housing space 80, which is the interior of the casing 6. The oil passage 90 is formed across the motor chamber 81 and the gear chamber 82 of the housing space 80. The oil passage 90 is a path of the oil O that redirects the oil O from the oil reservoir P to the oil reservoir P via the motor 2. The oil passage 90 has a 1 st oil passage (oil passage) 91 passing through the inside of the motor 2 and a 2 nd oil passage (oil passage) 92 passing through the outside of the motor 2. The oil O cools the motor 2 from the inside and the outside in the 1 st oil passage 91 and the 2 nd oil passage 92.
The 1 st oil passage 91 and the 2 nd oil passage 92 are both paths for supplying the oil O from the oil reservoir P to the motor 2 and recovering the oil again from the oil reservoir P. In the 1 st oil passage 91 and the 2 nd oil passage 92, the oil O drops from the motor 2 and is accumulated in a lower region in the motor chamber 81. The oil O accumulated in the lower region in the motor chamber 81 moves to the lower region (i.e., the oil reservoir P) in the gear chamber 82 via the partition wall opening 68.
A cooler 97 for cooling the oil O is provided in the path of the 1 st oil passage 91. The oil O passing through the 1 st oil passage 91 and cooled by the cooler 97 merges with the oil O passing through the 2 nd oil passage 92 in the oil reservoir P. In the oil reservoir P, the oil O passing through the 1 st oil passage 91 and the 2 nd oil passage 92 is mixed with each other to exchange heat. Therefore, the cooler 97 can be disposed in the path of the 1 st oil passage 91, and the cooling effect of the cooler 97 can be also imparted to the oil O passing through the 2 nd oil passage 92. According to the present embodiment, the oil O in one of the 1 st oil passage 91 and the 2 nd oil passage 92 is cooled by using 1 cooler 97 provided in both of the oil passages.
In general, a cooler is disposed in a flow path through which a liquid stably flows. In order to cool the two oil passages, a configuration is considered in which coolers are disposed in the flow passages included in the two oil passages, respectively. In this case, two coolers are required, and the cost increases. In order to cool the two oil passages, a configuration is considered in which a flow passage is provided in a region where the two oil passages merge, and a cooler is provided in the flow passage. In this case, since the flow path needs to be provided in the region where the flow paths merge, the structure of the flow path in the oil passage needs to be complicated, and as a result, the cost increases.
According to the present embodiment, the 2 nd oil passage 92 can be cooled indirectly by providing the cooler only in the 1 st oil passage 91 and mixing the oil O passing through the 1 st oil passage 91 and the 2 nd oil passage 92 in the oil reservoir P. Thus, the oil O in the 1 st oil passage 91 and the 2 nd oil passage 92 can be cooled by the 1 st cooler 97 without complicating the structure of the flow passage in the oil passage 90.
Further, such effects are effects that can be achieved when: the cooler 97 for cooling the oil O is provided in either the 1 st oil passage 91 or the 2 nd oil passage 92, and the oil O flowing through the 1 st oil passage 91 and the 2 nd oil passage 92 merges into the oil reservoir P.
The heat of the oil O is mainly dissipated through the cooler 97. Further, since the oil O is in contact with the inner surface of the housing 6, a part of the heat of the oil O is also emitted through the housing 6. As shown in fig. 1, an uneven heat dissipation portion 6b may be provided on the outer surface of the case 6. The heat dissipation portion 6b promotes cooling of the motor 2 via the housing 6.
(No. 1 oil passage)
In the 1 st oil passage 91, the oil O is stirred up from the oil reservoir P by the differential device 5 and guided to the inside of the rotor 20. Inside the rotor 20, centrifugal force accompanied by rotation of the rotor 20 is applied to the oil O. Thereby, the oil O uniformly spreads toward the stator 30 surrounding the rotor 20 from the radially outer side, and cools the stator 30.
The 1 st oil passage 91 has a stirring path 91a, an oil supply path 91b, an in-shaft path 91c, and an in-rotor path 91d. The 2 nd oil receiving portion 93 is provided in the path of the 1 st oil passage 91. The 2 nd oil receiving portion 93 is provided in the housing space 80 (in particular, the gear chamber 82).
The stirring path 91a is a path for stirring up the oil O from the oil reservoir P by rotation of the ring gear 51 and the large diameter gear 42 and receiving the oil O by the 2 nd oil receiving portion 93 (see fig. 2). The stirring path 91a has a 1 st stirring path 91aa and a 2 nd stirring path 91ab. Which of the 1 st stirring path 91aa and the 2 nd stirring path 91ab the oil O passes through depends on the rotation direction of the motor 2.
As shown in fig. 2, the motor 2 rotates in the 1 st rotation direction T1 and the 2 nd rotation direction T2. In fig. 2, the rotation direction of each gear in the case where the motor 2 rotates in the 1 st rotation direction T1 is indicated by a solid line, and the rotation direction of each gear in the case where the motor 2 rotates in the 2 nd rotation direction T2 is indicated by a one-dot chain line.
In the present embodiment, a case will be described in which the motor unit 1 advances the vehicle when the motor 2 rotates in the 1 st rotation direction T1 and retreats the vehicle when the motor 2 rotates in the 2 nd rotation direction T2. However, the motor unit 1 may be configured to retract the vehicle when the motor 2 rotates in the 1 st rotation direction T1 and to advance the vehicle when the motor 2 rotates in the 2 nd rotation direction T2.
In the case where the motor 2 rotates in the 1 st rotation direction T1, the oil O is supplied to the 2 nd oil receiving portion 93 through the 1 st stirring path 91 aa. When the motor 2 rotates in the 2 nd rotation direction T2, the oil O is supplied to the 2 nd oil receiving portion 93 through the 2 nd stirring path 91 ab.
First, a case will be described in which the motor 2 rotates in the 1 st rotation direction T1 and the oil O is supplied to the 2 nd oil receiving portion 93 through the 1 st stirring path 91 aa.
In the present embodiment, the differential axis J5, which is the rotation center of the ring gear 51, is arranged on the vehicle rear side with respect to the reduction gear unit 4. In the case where the motor 2 rotates in the 1 st rotation direction T1, the ring gear 51 rotates toward the upper side in the region on the opposite side from the reduction gear 4. The ring gear 51 stirs up the oil O accumulated in the lower side of the gear chamber 82 to the upper side in the vertical direction.
The oil O stirred up from the oil reservoir P by the rotation of the ring gear 51 falls from the upper side of each gear (the pinion 41, the large diameter gear 42, and the small diameter gear 43) in the gear chamber 82 and is supplied to the tooth surface of each gear. This can improve the power transmission efficiency of each gear.
The oil O stirred up by the rotation of the ring gear 51 falls down to the upper side of the 2 nd oil receiving portion 93 around the side opposite to the reduction gear 4, and is accumulated in the 2 nd oil receiving portion 93. That is, when the motor 2 rotates in the 1 st rotation direction T1, the 2 nd oil receiving portion 93 receives the oil O stirred up from the oil reservoir P by the rotation of the ring gear 51. When the liquid level in the oil reservoir P is high immediately after the motor 2 is driven, the pair of intermediate gears (the large diameter gear 42 and the small diameter gear 43) come into contact with the oil O in the oil reservoir P to stir up the oil O. In this case, the 2 nd oil receiving portion 93 receives the oil O stirred up by the large diameter gear 42 and the small diameter gear 43 in addition to the oil O stirred up by the ring gear 51.
Next, a case will be described in which the motor 2 rotates in the 2 nd rotation direction T2 and the oil O is supplied to the 2 nd oil receiving portion 93 through the 2 nd stirring-up path 91 ab.
When the motor 2 rotates in the 2 nd rotation direction T2, the ring gear 51 of the differential device 5 rotates toward the upper side in the region on the reduction gear device 4 side. The ring gear 51 stirs up the oil O stored in the oil reservoir P upward in the vertical direction. The oil O stirred up by the rotation of the ring gear 51 is accumulated in the 1 st oil receiving portion 69 located on the lower side of the intermediate gears 42, 43.
When the motor 2 rotates in the 2 nd rotation direction T2, the intermediate gears 42 and 43 of the reduction gear unit 4 rotate upward in the region on the differential unit 5 side. The large diameter gear 42, which is one of the pair of intermediate gears 42 and 43, stirs up the oil O accumulated in the 1 st oil receiving portion 69 to the upper side in the vertical direction.
The oil O stirred up by the rotation of the large diameter gear 42 falls from the upper side of each gear (the pinion 41 and the small diameter gear 43) in the gear chamber 82 and is supplied to the tooth surface of each gear. This can improve the power transmission efficiency of each gear.
The oil O stirred up by the rotation of the large diameter gear 42 passes between the reduction gear 4 and the differential gear 5, falls down to the upper side of the 2 nd oil receiving portion 93, and is accumulated in the 2 nd oil receiving portion 93. That is, when the motor 2 rotates in the 2 nd rotation direction T2, the 2 nd oil receiving portion 93 receives the oil O stirred up from the 1 st oil receiving portion 69 by the large diameter gear 42.
According to the present embodiment, the oil O can be stirred up by the gear no matter in which direction the motor 2 rotates. Therefore, the oil O can be spread over the tooth surfaces of the gears, regardless of whether the vehicle is traveling forward or traveling backward. Further, the oil O can be spread over the tooth surfaces of the gears in either the 1 st rotation direction T1 or the 2 nd rotation direction T2 of the motor 2 for advancing the vehicle. Therefore, the degree of freedom in the posture of the motor unit 1 with respect to the vehicle can be improved. Further, according to the present embodiment, no matter in which direction the motor 2 rotates, the oil O can be stored in the 2 nd oil receiving portion 93 by stirring up the oil O by the gear. As will be described later, the oil O stored in the 2 nd oil receiving portion 93 is supplied to the motor 2 and cools the motor 2. That is, the motor 2 can be cooled effectively regardless of the rotation direction of the motor 2.
In the present embodiment, the 2 nd oil receiving portion 93 and the shaft 21 are arranged in the horizontal direction. Therefore, the 2 nd oil receiving portion 93 and the pinion 41 are disposed at the same level. Therefore, the stirring height of the oil O for accumulating the oil O in the 2 nd oil receiving portion 93 is substantially uniform with the stirring height of the oil O for supplying the oil O to the tooth surface of the pinion 41. Therefore, the oil O can be supplied to the 2 nd oil receiving portion 93 by stirring up the oil O by each gear, and the oil O can be effectively supplied to the tooth surface of the pinion 41.
The 2 nd oil receiving portion 93 of the present embodiment is located between the intermediate axis J4 and the differential axis J5 in the horizontal direction. That is, the 2 nd oil receiving portion 93 is disposed at a position where the oil O is easily received with respect to the stirring up of the oil O by both the large diameter gear 42 and the ring gear 51. Therefore, the oil O can be efficiently received in the 2 nd oil receiving portion 93 with respect to the stirring up of the oil O by the large diameter gear 42 and the ring gear 51.
As shown in fig. 1, the oil supply flow path 91b guides the oil O from the 2 nd oil receiving portion 93 to the motor 2. The oil supply passage 91b is constituted by an oil introduction passage 94.
The in-shaft path 91c is a path through which the oil O passes in the hollow portion 22 of the shaft 21. The in-rotor path 91d is a path through which the oil O passes from the communication hole 23 of the shaft 21 to fly toward the stator 30 inside the rotor core 24.
In the in-shaft path 91c, centrifugal force is applied to the oil O in the rotor 20, which accompanies the rotation of the rotor 20. Thereby, the oil O continuously flies from the end plate 26 to the radially outer side. Then, as the oil O is scattered, the path inside the rotor 20 is negative pressure, the oil O stored in the 2 nd oil receiving portion 93 is sucked into the rotor 20, and the path inside the rotor 20 is filled with the oil O.
The oil O reaching the stator 30 takes heat from the stator 30. The oil O that cools the stator 30 drops downward and is accumulated in a lower region in the motor chamber 81. The oil O stored in the lower region of the motor chamber 81 moves to the gear chamber 82 through the partition wall opening 68 provided in the partition wall 61 c.
According to the present embodiment, the 1 st oil passage 91 includes the stirring path 91a and the in-rotor path 91d. The stirring path 91a causes the oil O to move from the gear chamber 82 to the motor chamber 81 by stirring up the oil O by the differential device 5. The amount of oil O stirred up by the differential 5 depends on the rotational speed of the differential 5. Therefore, the stirring path 91a increases or decreases the amount of movement of the oil O to the motor chamber 81 according to the vehicle speed. The in-rotor path 91d sucks the oil O from the gear chamber 82 side to the motor chamber 81 side by the centrifugal force of the rotor 20. The centrifugal force depends on the rotational speed of the rotor 20. Therefore, the in-rotor path 91d increases or decreases the amount of movement of the oil O to the motor chamber 81 according to the vehicle speed. That is, the 1 st oil passage 91 increases or decreases the amount of movement of the oil O to the motor chamber 81 according to the vehicle speed.
(No. 2 oil passage)
As shown in fig. 1, in the 2 nd oil passage 92, the oil O is lifted from the oil reservoir P to the upper side of the motor 2 and supplied to the motor 2. The oil O supplied to the motor 2 extracts heat from the stator 30 while being transmitted to the outer peripheral surface of the stator 30, thereby cooling the motor 2. The oil O along the outer peripheral surface of the stator 30 drops downward and is accumulated in the lower region of the motor chamber 81. The oil O of the 2 nd oil passage 92 merges with the oil O of the 1 st oil passage 91 in a lower region within the motor chamber 81. The oil O accumulated in the lower region in the motor chamber 81 moves to the lower region (i.e., the oil reservoir P) in the gear chamber 82 via the partition wall opening 68.
The 2 nd oil passage 92 has a 1 st flow passage 92a, a 2 nd flow passage 92b, and a 3 rd flow passage 92c. A pump 96, a cooler 97, and a reservoir 98 are provided in the path of the 2 nd oil passage 92. In the 2 nd oil passage 92, the oil O is supplied to the motor 2 through the 1 st flow passage 92a, the pump 96, the 2 nd flow passage 92b, the cooler 97, the 3 rd flow passage 92c, and the reservoir 98 in this order.
The 1 st flow path 92a, the 2 nd flow path 92b, and the 3 rd flow path 92c pass through the inside of the wall portion 6a of the housing 6 surrounding the storage space 80. The 1 st flow path 92a connects the oil reservoir P and the pump 96. The 2 nd flow path 92b connects the pump 96 and the cooler 97. The 3 rd flow path 92c connects the cooler 97 and the storage space 80.
Pump 96 is an electrically driven, electric pump. The pump 96 sucks the oil O from the oil reservoir P through the 1 st flow path 92a, and supplies the oil O to the motor 2 through the 2 nd flow path 92b, the cooler 97, the 3 rd flow path 92c, and the reservoir 98.
The supply amount of the oil O to the motor 2 by the pump 96 is appropriately controlled according to the driving state of the motor 2. Therefore, in the case where long-time driving or high output is required, etc., the driving output of the pump 96 increases due to the temperature increase of the motor 2, and the supply amount of the oil O to the motor 2 increases.
The cooler 97 is connected to the 1 st flow path 92a and the 2 nd flow path 92 b. The 1 st flow path 92a and the 2 nd flow path 92b are connected via an internal flow path of the cooler 97. A cooling water pipe (not shown) through which cooling water supplied from the radiator passes is provided inside the cooler 97. The oil O passing through the inside of the cooler 97 is cooled by heat exchange with cooling water.
The reservoir 98 is located in the motor chamber 81 of the housing space 80. The reservoir 98 is located on the upper side of the motor. The reservoir 98 stores the oil O supplied to the motor chamber 81 via the 3 rd flow path 92 c. The reservoir 98 has a plurality of outflow openings 98a. The oil O stored in the reservoir 98 is supplied from each outflow port 98a to the motor 2. The oil O flowing out from the outflow port 98a of the reservoir 98 flows along the outer peripheral surface of the motor 2 from the upper side toward the lower side, and deprives the motor 2 of heat. This allows the entire motor 2 to be cooled.
The reservoir 98 extends in an axial direction. The outflow ports 98a of the reservoir 98 are provided at both axial ends of the reservoir 98. The outflow port 98a is located on the upper side of the coil end 31 a. Thereby, the coil ends 31a located at both axial ends of the stator 30 can be directly cooled by applying the oil O.
The oil O that cools the coil 31 drops downward and is accumulated in a lower region in the motor chamber 81. The oil O accumulated in the lower region of the motor chamber 81 moves to the gear chamber 82 through the partition opening 68 provided in the partition 61 c.
According to the present embodiment, the 2 nd oil passage 92 moves the oil O from the gear chamber 82 to the motor chamber 81 by a pump (electric pump) 96. The supply amount of the oil O by the pump 96 is controlled based on, for example, the temperature measurement result of the motor 2. Therefore, in the 2 nd oil passage 92, the amount of movement of the oil O to the motor chamber 81 increases and decreases independently of the vehicle speed. When the motor 2 is stationary, the 2 nd oil passage 92 stops the supply of the oil O to the motor 2. The 2 nd oil passage 92 starts the movement of the oil O to the motor chamber 81 at the start of the motor 2. Therefore, the liquid level of the oil reservoir P in the gear chamber 82 can be raised at the time of stop. As a result, by the rotation of the motor 2 immediately after the start, the large diameter gear 42, the small diameter gear 43, and the ring gear 51 can be rotated in the oil reservoir P, so that the oil O spreads over the tooth surfaces.
(modification)
As a modification, a description will be given of a structure of introducing the oil O into the shaft 121, which can be used in the above embodiment. Fig. 3 is a conceptual diagram illustrating the tip of the shaft 121 and the 2 nd oil receiving portion 193 in the motor unit according to the modification.
The same reference numerals are given to the same constituent elements as those of the above embodiment, and the description thereof will be omitted.
As in the above embodiment, the oil O is supplied to the 2 nd oil receiving portion 193 through the 1 st stirring path 91aa and the 2 nd stirring path 91 ab. More specifically, the oil O stirred up by the rotation of the ring gear 51 from the oil reservoir P and the oil stirred up by the rotation of the large diameter gear 42 from the 1 st oil receiving portion 69 are stored in the 2 nd oil receiving portion 193 (see fig. 1).
The shaft 121 rotating about the motor axis J2 is a hollow shaft. That is, the shaft 121 is provided with a hollow portion 122 extending along the motor axis J2. The front end of the shaft 121 is closed. The tip end of the shaft 121 is accommodated in the 2 nd oil receiving portion 193. That is, at least a part of the 2 nd oil receiving portion 193 surrounds a part of the outer periphery of the shaft 121.
In the shaft 121, a through hole 121a connecting the outside of the shaft 121 and the hollow portion 122 is provided in a region surrounded by the 2 nd oil receiving portion 193. The through hole 121a extends in the radial direction. The through hole 121a introduces the oil O accumulated in the 2 nd oil receiving portion 193 into the shaft 121 (hollow portion 122).
According to this modification, even when a flow path (corresponding to the oil introduction path 94 shown in fig. 1) connecting the 2 nd oil receiving portion 193 and the inside of the shaft 121 is not provided in the housing, the oil O can be introduced into the inside of the shaft 121.
(embodiment 2)
Next, the motor unit 201 of embodiment 2 will be described.
Fig. 4 is a side view of the motor unit 201. Fig. 5 is a sectional view of the motor unit 201 taken along the line V-V of fig. 4. The motor unit 201 of embodiment 2 is different from the above embodiment mainly in the structure of the housing 206.
The same reference numerals are given to the same constituent elements as those of the above embodiment, and the description thereof will be omitted.
As in the above embodiment, the motor unit 201 includes the motor 2 (omitted in fig. 4 and 5), the reduction gear 204, the differential 5, the housing 206, and the oil O. The motor unit 201 of the present embodiment includes an inverter 203.
As in the above embodiment, the reduction gear 204 includes the pinion gear 41, the intermediate shaft 45, and a pair of intermediate gears 42 and 43 fixed to the intermediate shaft 45. A pair of intermediate gears 42, 43 are classified into a large diameter gear 42 and a small diameter gear 43. The torque output from the motor 2 is transmitted to the ring gear 51 of the differential device 5 via the shaft 21 of the motor 2, the pinion gear 41, and the pair of intermediate gears 42, 43.
The housing 206 has a housing space 80 for housing the motor 2, the reduction gear 204, and the differential device 5. The housing space 80 is divided into a motor chamber 81 (omitted in fig. 4 and 5) housing the motor 2 and a gear chamber 82 housing the reduction gear 204 and the differential 5.
An oil reservoir P for storing oil O is provided in a lower region in the gear chamber 82. A part of the differential device 5 is immersed in the oil reservoir P. That is, at least a part of the ring gear 51 is immersed in the oil O stored in the oil reservoir P.
As shown in fig. 5, the housing 206 has a 1 st part 206A and a 2 nd part 206B. The 1 st member 206A and the 2 nd member 206B are arranged in the axial direction. The 1 st member 206A has a concave shape that opens to the 2 nd member 206B side in the axial direction. Similarly, the 2 nd member 206B has a concave shape that opens to the 1 st member 206A side in the axial direction. The 1 st member 206A and the 2 nd member 206B are opposed to each other to constitute the gear chamber 82. That is, the 1 st and 2 nd members 206A, 206B enclose the gear chamber 82. The 1 st member 206A has a 1 st facing surface (facing surface) 206Aa constituting an axially facing inner wall surface of the gear chamber 82. Similarly, the 2 nd member 206B has a 2 nd facing surface (facing surface) 206Ba constituting an axially facing inner wall surface of the gear chamber 82. The 1 st facing surface 206Aa and the 2 nd facing surface 206Ba are axially opposed to each other.
As shown in fig. 4, the housing 206 includes the 1 st oil receiving portion 269, the 2 nd oil receiving portion 293, the 1 st oil guiding portion 265, the 2 nd oil guiding portion 266, and the oil introducing passage 94. The 1 st oil receiving portion 269, the 2 nd oil receiving portion 293, the 1 st oil guiding portion 265, the 2 nd oil guiding portion 266, and the oil introducing passage 94 are disposed in the gear chamber 82. The 1 st oil receiving portion 269 and the 2 nd oil receiving portion 293 are opened upward. The 1 st oil receiving portion 269 and the 2 nd oil receiving portion 293 function as reservoirs for temporarily storing oil. The 1 st oil guide 265 and the 2 nd oil guide 266 guide the oil O in the gear chamber 82. The oil introduction passage 94 connects the 2 nd oil receiving portion 293 and the inside of the shaft 21.
The 1 st oil receiving portion 269 is located below the large diameter gear 42, and extends in an arc shape along the tip circle of the large diameter gear 42. The oil O stirred up by the ring gear 51 is accumulated in the 1 st oil receiving portion 269.
The 1 st oil receiving portion 269 axially overlaps with the large diameter gear 42. A part of the large diameter gear 42 is immersed in the oil O accumulated in the 1 st oil receiving portion 269. The oil O accumulated in the 1 st oil receiving portion 269 is stirred up by the rotation of the large diameter gear 42. Since the 1 st oil receiving portion 269 extends along the tip circle of the large diameter gear 42, the oil O accumulated in the 1 st oil receiving portion 269 is effectively stirred up to the upper side.
As shown in fig. 5, the 1 st oil receiving portion 269 is constituted by a 1 st rib (rib) 269a and a 2 nd rib (rib) 269b. The 1 st rib 269a is provided to the 1 st member 206A, and the 2 nd rib 269B is provided to the 2 nd member 206B. That is, the 1 st member 206A has the 1 st rib 269a, and the 2 nd member 206B has the 2 nd rib 269B.
The 1 st rib 269a protrudes from the 1 st opposing surface 206Aa of the 1 st member 206A in the axial direction in substantially the same cross-sectional shape. The 2 nd rib 269B axially protrudes from the 2 nd facing surface 206Ba of the 2 nd member 206B. The 1 st rib 269a and the 2 nd rib 269b are butted against each other. Thus, the 1 st rib 269a and the 2 nd rib 269b constitute the 1 st oil-receiving portion 269.
According to the present embodiment, the 1 st oil receiving portion 269 is constituted by the 1 st rib 269a and the 2 nd rib 269b. The 1 st oil receiving portion 269 is surrounded by the 1 st facing surface 206Aa of the 1 st member 206A and the 2 nd facing surface 206Ba of the 2 nd member 206B from both axial sides. As a result, the oil O can be reliably accumulated in the 1 st oil receiving portion 269.
According to the present embodiment, the 1 st oil receiving portion 269 extends in the axial direction from the 1 st facing surface 206Aa to the 2 nd facing surface 206Ba. That is, the 1 st oil receiving portion 269 is disposed over the entire length of the gear chamber 82 in the axial direction. Therefore, the 1 st oil receiving portion 269 overlaps not only the large diameter gear 42 but also the ring gear 51 in the axial direction. Therefore, the 1 st oil receiving portion 269 can effectively receive the oil O stirred up by the ring gear 51.
In the present embodiment, the 1 st oil receiving portion 269 is configured as a part of the 1 st member 206A and the 2 nd member 206B. However, the 1 st oil receiving portion 269 may be another member fixed to the 1 st member 206A or the 2 nd member 206B.
As shown in fig. 4, the 1 st oil guide 265 extends in a rib shape in the up-down direction. The 1 st oil guide 265 extends in an arc shape along the tooth tip of the small diameter gear 43. As shown in fig. 5, the 1 st oil guide 265 protrudes in the axial direction from the 1 st facing surface 206Aa of the 1 st member 206A. The 1 st oil guide 265 is located directly above the 1 st oil receiving 269. That is, the 1 st oil guide portion 265 is located above the 1 st oil receiving portion 269, and at least a portion thereof overlaps the 1 st oil receiving portion 269 when viewed in the vertical direction.
According to the present embodiment, the 1 st oil guide 265 overlaps the ring gear 51 in the axial direction. Therefore, the oil O stirred up by the ring gear 51 contacts the 1 st oil guide 265. Since the 1 st oil guide 265 is located directly above the 1 st oil receiving portion 269, the oil O in contact with the 1 st oil guide 265 drops down toward the 1 st oil receiving portion 269.
As shown in fig. 4, the 2 nd oil guide 266 extends in a rib shape in the up-down direction. The 2 nd oil guide 266 extends in an arc shape along the addendum circle of the large diameter gear 42. The 2 nd oil guide 266 is located on the differential axis J5 side in the horizontal direction with respect to the large diameter gear 42. The 2 nd oil guide 266 overlaps the large diameter gear 42 in the axial direction. The 2 nd oil guide 266 overlaps with a 2 nd oil receiving portion 293 described later in the axial direction.
According to the present embodiment, the 2 nd oil guide 266 overlaps the large diameter gear 42 in the axial direction. Therefore, the oil O stirred up by the large diameter gear 42 contacts the 2 nd oil guide 266. The 2 nd oil guide portion 266 guides the oil O stirred up by the large diameter gear 42 to the 2 nd oil receiving portion 293.
As shown in fig. 5, the 2 nd oil guide 266 protrudes in the axial direction from the 2 nd facing surface 206Ba of the 2 nd member 206B. The 2 nd oil guide 266 does not overlap the ring gear 51 in the axial direction. Therefore, the 2 nd oil guide portion 266 does not obstruct the path of the oil O stirred up by the ring gear 51 and received by the 1 st oil receiving portion 269.
As shown in fig. 4, the 2 nd oil receiving portion 293 is located above the intermediate axis J4 and the differential axis J5 in the vertical direction. The 2 nd oil receiving portion 293 is located between the intermediate axis J4 and the differential axis J5 in the vehicle front-rear direction (i.e., the horizontal direction). The 2 nd oil receiving portion 293 is disposed at a side portion of the pinion 41 in the horizontal direction. That is, the 2 nd oil receiving portion 293 and the shaft 21 are arranged in the horizontal direction. The 2 nd oil receiving portion 293 is opened upward.
The oil O stirred up by the ring gear 51 from the oil reservoir P is stored in the 2 nd oil receiving portion 293. The oil O stirred up from the 1 st oil receiving portion 269 by the large diameter gear (intermediate gear) 42 is accumulated in the 2 nd oil receiving portion 293.
As shown in fig. 5, the 2 nd oil receiving portion 293 is configured by abutting a pair of ribs 293c, 293d protruding from the 1 st facing surface 206Aa and the 2 nd facing surface 206Ba in the axial direction, respectively. Therefore, the 2 nd oil receiving portion 293 is disposed over the entire length of the gear chamber 82 in the axial direction. The 2 nd oil receiving portion 293 overlaps the large diameter gear 42 and the ring gear 51 in the axial direction. Therefore, the 2 nd oil receiving portion 293 can effectively receive the oil O stirred up by the large diameter gear 42 and the ring gear 51.
As shown in fig. 4, the 2 nd oil receiving portion 293 includes a bottom portion 293a and a side wall portion 293b extending upward from the bottom portion 293 a. The 2 nd oil receiving portion 293 temporarily stores the oil O in a region surrounded by the bottom portion 293a and the side wall portion 293b.
The side wall portion 293b includes a 1 st wall portion 293ba and a 2 nd wall portion 293bb. The 1 st wall portion 293ba and the 2 nd wall portion 293bb extend upward from the bottom portion 293a, respectively. The 1 st wall 293ba forms a wall surface of the 2 nd oil receiving portion 293 on the differential device 5 side. The 2 nd wall 293bb forms a wall surface of the 2 nd oil receiving portion 293 on the reduction gear 204 side. That is, the 1 st wall portion 293ba extends upward from the differential axis J5 side end of the bottom portion 293a, and the 2 nd wall portion 293bb extends upward from the motor axis J2 side end of the bottom portion 293 a. The upper end of the 1 st wall 293ba is located below the upper end of the 2 nd wall 293bb.
The 1 st wall 293ba horizontally faces the 2 nd oil guide 266. The upper end of the 1 st wall 293ba is located below the upper end of the 2 nd oil guide 266. That is, the upper end of the 2 nd oil guide portion 266 extends upward from the 1 st wall portion 293 ba. Therefore, the oil O stirred up by the large diameter gear 42 and in contact with the 2 nd oil guide portion 266 is smoothly guided to the 2 nd oil receiving portion 293.
The 2 nd wall portion 293bb extends obliquely upward along the circumferential direction of the pinion 41. That is, the 2 nd wall 293bb is inclined toward the motor axis J2 as it goes upward. Thus, the 2 nd wall portion 293bb can receive the oil O stirred up by the ring gear 51 and the large diameter gear 42 in a wide range.
As shown in fig. 2, the pinion 41 (i.e., the motor 2) is rotatable in the 1 st rotation direction T1 and the 2 nd rotation direction T2. The motor unit 201 considers the case of driving the front wheels of the vehicle and the case of driving the rear wheels of the vehicle. From the viewpoint of protecting the inverter 203, the motor unit 201 disposes the inverter 203 toward the inside of the vehicle. Therefore, the motor unit 201 contemplates a case where the pinion 41 rotates in the 1 st rotation direction T1 and a case where the pinion 41 rotates in the 2 nd rotation direction T2 when the vehicle advances.
In the case where the pinion 41 rotates in the 1 st rotation direction T1, the ring gear 51 rotates toward the upper side in the region on the opposite side from the reduction gear 204. The ring gear 51 stirs up the oil O accumulated in the lower side of the gear chamber 82 to the upper side in the vertical direction.
The oil O stirred up from the oil reservoir P by the rotation of the ring gear 51 falls from the upper side of each gear (the pinion 41, the large diameter gear 42, and the small diameter gear 43) in the gear chamber 82 and is supplied to the tooth surface of each gear. This can improve the power transmission efficiency of each gear.
The oil O stirred up by the rotation of the ring gear 51 falls down to the upper side of the 2 nd oil receiving portion 293 around the side opposite to the reduction gear 204, and is accumulated in the 2 nd oil receiving portion 293. That is, when the pinion 41 rotates in the 1 st rotation direction T1, the 2 nd oil receiving portion 293 receives the oil O stirred up from the oil reservoir P by the rotation of the ring gear 51.
In the case where the pinion 41 rotates in the 2 nd rotation direction T2, the ring gear 51 rotates toward the upper side in the region on the reduction gear 204 side. The ring gear 51 stirs up the oil O stored in the oil reservoir P upward in the vertical direction. The oil O stirred up by the rotation of the ring gear 51 is dropped and accumulated in the 1 st oil receiving portion 269 located on the lower side of the large diameter gear 42 by being brought into contact with the 1 st oil guide portion 265.
In the case where the pinion 41 rotates in the 2 nd rotation direction T2, the large diameter gear 42 rotates toward the upper side in the region on the differential device 5 side. The large diameter gear 42 stirs up the oil O accumulated in the 1 st oil receiving portion 269 upward in the vertical direction.
The oil O stirred up by the rotation of the large diameter gear 42 falls from the upper side of each gear (the pinion 41 and the small diameter gear 43) in the gear chamber 82 and is supplied to the tooth surface of each gear. This can improve the power transmission efficiency of each gear.
The oil O stirred up by the rotation of the large diameter gear 42 is guided to the 2 nd oil guide 266, falls down to the upper side of the 2 nd oil receiving portion 293, and is accumulated in the 2 nd oil receiving portion 293. That is, when the pinion 41 rotates in the 2 nd rotation direction T2, the 2 nd oil receiving portion 293 receives the oil O stirred up from the 1 st oil receiving portion 269 by the large diameter gear 42.
According to the present embodiment, the oil O can be stirred up by the gears no matter in which direction the pinion 41 rotates. Therefore, the oil O can be spread over the tooth surfaces of the gears, regardless of whether the vehicle is traveling forward or traveling backward. Further, the oil O can be spread over the tooth surfaces of the gears in the rotation direction of the pinion 41 for advancing the vehicle, regardless of the 1 st rotation direction T1 or the 2 nd rotation direction T2. Therefore, the degree of freedom in the posture of the motor unit 201 with respect to the vehicle can be improved. That is, the common motor unit 201 can be employed for both front-wheel drive vehicles and rear-wheel drive vehicles.
Further, according to the present embodiment, the oil O can be accumulated in the 2 nd oil receiving portion 293 by stirring up the oil O by the gear, regardless of the direction in which the pinion 41 rotates. The oil O stored in the 2 nd oil receiving portion 293 is supplied to the motor 2 to cool the motor 2. That is, the motor 2 can be cooled effectively regardless of the rotation direction of the motor 2.
The motor axis J2, the intermediate axis J4, and the differential axis J5 extend parallel to each other in the horizontal direction. The intermediate axis J4 and the differential axis J5 are located on the lower side with respect to the motor axis J2. Therefore, the reduction gear 204 and the differential gear 5 are located below the motor 2.
As shown in fig. 4, when viewed in the axial direction of the motor axis J2, a line segment that virtually connects the motor axis J2 and the intermediate axis J4 is the 1 st line segment L1, a line segment that virtually connects the intermediate axis J4 and the differential axis J5 is the 2 nd line segment L2, and a line segment that virtually connects the motor axis J2 and the differential axis J5 is the 3 rd line segment L3.
The 2 nd line segment L2 extends substantially in a direction within ±30° with respect to the horizontal direction. According to the present embodiment, the reduction gear 204 and the differential gear 5 can be arranged in the horizontal direction, and the vertical dimension of the motor unit 201 can be reduced. Further, according to the present embodiment, the oil O stirred up by the differential device 5 can be effectively brought into contact with the reduction gear 204. This can provide oil O to the tooth surfaces of the gears constituting the reduction gear 204, thereby improving the transmission efficiency of the gears.
The 1 st line L1 extends in a direction within ±30° of the vertical direction. According to the present embodiment, the motor 2 and the reduction gear 204 can be aligned in the vertical direction, and the size of the motor unit 201 in the horizontal direction can be reduced. Further, according to the present embodiment, the motor axis J2 can be disposed close to the differential axis J5, and the oil O stirred up by the differential device 5 can be supplied to the pinion 41 rotating around the motor axis J2. This can improve the transmission efficiency between the pinion gear 41 and the large diameter gear 42.
In the present embodiment, the length L1 of the 1 st line segment, the length L2 of the 2 nd line segment, and the length L3 of the 3 rd line segment satisfy the following relationship.
L1:L2:L3=1:1.4~1.7:1.8~2.0
The reduction ratio in the reduction mechanism from the motor 2 to the differential device 5 is 8 or more and 11 or less.
According to the present embodiment, the desired gear ratio (8 or more and 11 or less) can be achieved while maintaining the positional relationship of the motor axis J2, the intermediate axis J4, and the differential axis J5 described above.
While the embodiments and modifications of the present invention have been described above, the respective structures and combinations thereof are examples, and other modifications can be made without departing from the spirit of the present invention. The present invention is not limited to the embodiments.
Description of the reference numerals
1. 201: a motor unit; 2: a motor; 4. 204: a speed reducing device; 5: a differential device; 6. 206: a housing; 21. 121: a shaft; 41: a pinion gear; 42: large diameter gears (intermediate gears); 43: small diameter gears (intermediate gears); 51: a gear ring; 69. 269: the 1 st oil receiving part; 80: a storage space; 81: a motor chamber; 82: a gear chamber; 93. 193, 293: a 2 nd oil receiving part; 94: an oil introduction path; 121a: a through hole; 206A: 1 st part; 206Aa: a 1 st opposing surface (opposing surface); 206B: a 2 nd component; 206Ba: a 2 nd facing surface (facing surface); 265: a 1 st oil guide portion; 266: a 2 nd oil guide portion; 293a: a bottom; 293b: a side wall portion; 293ba: 1 st wall portion; 293bb: a 2 nd wall portion; 296a: 1 st rib (rib); 296b: rib 2 (rib); j2: a motor axis; j4: a middle axis; j5: a differential axis; l1: line 1; l2: line segment 2; l3: line 3; o: an oil; p: an oil reservoir.

Claims (15)

1. A motor unit, comprising:
a motor having a shaft that rotates around a motor axis;
a speed reduction device connected to the shaft and having an intermediate gear that rotates about an intermediate axis;
a differential device connected to the reduction gear and having a ring gear that rotates about a differential axis; and
A housing provided with a gear chamber accommodating the reduction gear and the differential gear,
the motor axis, the intermediate axis and the differential axis extend parallel to each other in the horizontal direction,
the intermediate axis and the differential axis are located on the lower side with respect to the motor axis,
the housing has:
the 1 st oil receiving part is positioned at the lower side of the intermediate gear and extends along the top circle of the intermediate gear;
a 2 nd oil receiving unit located above the intermediate axis and the differential axis in the vertical direction and located between the intermediate axis and the differential axis in the horizontal direction; and
a 2 nd oil guide portion which is positioned on the differential axis line side in a horizontal direction with respect to the intermediate gear, extends in an up-down direction along a tip circle of the intermediate gear,
the 2 nd oil receiving part is provided with a bottom part and a side wall part extending upwards from the bottom part,
the side wall portion includes a 1 st wall portion facing the 2 nd oil guide portion in a horizontal direction,
the upper end of the 2 nd oil guide portion extends further upward than the 1 st wall portion.
2. A motor unit, comprising:
a motor having a shaft that rotates around a motor axis;
A speed reduction device connected to the shaft and having an intermediate gear that rotates about an intermediate axis;
a differential device connected to the reduction gear and having a ring gear that rotates about a differential axis; and
a housing provided with a gear chamber accommodating the reduction gear and the differential gear,
the motor axis, the intermediate axis and the differential axis extend parallel to each other in the horizontal direction,
the intermediate axis and the differential axis are located on the lower side with respect to the motor axis,
the shell is provided with a 1 st oil receiving part, the 1 st oil receiving part is positioned at the lower side of the intermediate gear and extends along the addendum circle of the intermediate gear,
the intermediate gear has a large diameter gear and a small diameter gear arranged in the axial direction,
the large diameter gear is meshed with a pinion fixed to the shaft,
the small diameter gear is meshed with the gear ring,
the 1 st oil receiving portion extends along a tip circle of the large diameter gear.
3. A motor unit, comprising:
a motor having a shaft that rotates around a motor axis;
a speed reduction device connected to the shaft and having an intermediate gear that rotates about an intermediate axis;
A differential device connected to the reduction gear and having a ring gear that rotates about a differential axis; and
a housing provided with a gear chamber accommodating the reduction gear and the differential gear,
the motor axis, the intermediate axis and the differential axis extend parallel to each other in the horizontal direction,
the intermediate axis and the differential axis are located on the lower side with respect to the motor axis,
the shell is provided with a 1 st oil receiving part, the 1 st oil receiving part is positioned at the lower side of the intermediate gear and extends along the addendum circle of the intermediate gear,
when a line segment virtually connecting the motor axis and the intermediate axis is a 1 st line segment, a line segment virtually connecting the intermediate axis and the differential axis is a 2 nd line segment, and a line segment virtually connecting the motor axis and the differential axis is a 3 rd line segment when viewed from the axial direction of the motor axis,
the 1 st line segment extends in a substantially vertical direction,
the 2 nd line segment extends in a substantially horizontal direction.
4. A motor unit according to any one of claims 1 to 3, wherein,
the housing has a 1 st part and a 2 nd part arranged in an axial direction and surrounding the gear chamber,
The 1 st member and the 2 nd member have opposing faces that are axially opposed to each other and ribs that protrude from the opposing faces in the axial direction, respectively,
the rib of the 1 st member and the rib of the 2 nd member are butted against each other to constitute the 1 st oil receiving portion.
5. A motor unit according to any one of claims 1 to 3, wherein,
the 1 st oil receiving portion overlaps with the ring gear in the axial direction.
6. A motor unit according to any one of claims 1 to 3, wherein,
the shell is provided with a 1 st oil guiding part which is positioned right above the 1 st oil receiving part and extends along the up-down direction,
the 1 st oil guide overlaps the ring gear in the axial direction.
7. The motor unit according to claim 1, wherein,
the shaft is a hollow shaft and is provided with a hollow shaft,
the shell is provided with
And an oil introduction path connecting the inside of the shaft and the 2 nd oil receiving portion.
8. A motor unit according to claim 2 or 3, wherein,
the shaft is a hollow shaft and is provided with a hollow shaft,
the housing has:
a 2 nd oil receiving unit located above the intermediate axis and the differential axis in the vertical direction and located between the intermediate axis and the differential axis in the horizontal direction; and
And an oil introduction path connecting the inside of the shaft and the 2 nd oil receiving portion.
9. The motor unit according to claim 1, wherein,
the shaft is a hollow shaft and is provided with a hollow shaft,
at least a portion of the 2 nd oil receiving portion of the housing surrounds a portion of an outer periphery of the shaft,
the shaft surrounded by the 2 nd oil receiving portion is provided with a through hole penetrating in the radial direction.
10. A motor unit according to claim 2 or 3, wherein,
the shaft is a hollow shaft and is provided with a hollow shaft,
the housing has a 2 nd oil receiving portion located above the intermediate axis and the differential axis, the 2 nd oil receiving portion being located between the intermediate axis and the differential axis in a horizontal direction,
at least a portion of the 2 nd oil receiving portion surrounds a portion of the outer periphery of the shaft,
the shaft surrounded by the 2 nd oil receiving portion is provided with a through hole penetrating in the radial direction.
11. A motor unit according to claim 2 or 3, wherein,
the housing has:
a 2 nd oil receiving unit located above the intermediate axis and the differential axis in the vertical direction and located between the intermediate axis and the differential axis in the horizontal direction; and
A 2 nd oil guide portion which is positioned on the differential axis line side in a horizontal direction with respect to the intermediate gear, extends in an up-down direction along a tip circle of the intermediate gear,
the 2 nd oil receiving part is provided with a bottom part and a side wall part extending upwards from the bottom part,
the side wall portion includes a 1 st wall portion facing the 2 nd oil guide portion in a horizontal direction,
the upper end of the 2 nd oil guide portion extends upward from the 1 st wall portion.
12. The motor unit according to claim 1, wherein,
the 2 nd oil receiving part and the shaft are arranged in a horizontal direction.
13. A motor unit according to any one of claims 1 to 3, wherein,
the 1 st oil receiving portion is provided in a range of 120 DEG to 140 DEG inclusive with respect to the intermediate axis line at a lower side of the intermediate gear when viewed in an axial direction of the motor axis line.
14. A motor unit according to claim 1 or 3, wherein,
the intermediate gear has a large diameter gear and a small diameter gear arranged in the axial direction,
the large diameter gear is meshed with a pinion fixed to the shaft,
the small diameter gear is meshed with the gear ring,
The 1 st oil receiving portion extends along a tip circle of the large diameter gear.
15. The motor unit according to claim 1 or 2, wherein,
when a line segment virtually connecting the motor axis and the intermediate axis is a 1 st line segment, a line segment virtually connecting the intermediate axis and the differential axis is a 2 nd line segment, and a line segment virtually connecting the motor axis and the differential axis is a 3 rd line segment when viewed from the axial direction of the motor axis,
the 1 st line segment extends in a substantially vertical direction,
the 2 nd line segment extends in a substantially horizontal direction.
CN202311000204.0A 2017-11-14 2018-11-13 Motor unit Pending CN117028539A (en)

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WO2021100257A1 (en) * 2019-11-20 2021-05-27 三菱電機株式会社 Rotating electric machine
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DE102022202447A1 (en) 2022-03-11 2023-09-14 Zf Friedrichshafen Ag Transmission device for a motor vehicle and vehicle with the transmission device
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