JP2014117033A - Electric vehicle drive device - Google Patents

Abstract

An electric vehicle drive device capable of improving the sealing performance of a casing is provided.
An electric vehicle driving apparatus includes a motor including a rotor and a stator, and a casing that houses the motor. In addition, the electric vehicle drive device 10 includes a motor cooling structure 18 that cools the motor 13 by circulating the cooling oil through a cooling oil passage 182 formed of an oil groove formed in the casing body 111. In addition, the electric vehicle drive device 10 causes the relative displacement of the stator 13a relative to the casing 11 by interposing an engagement member 191 between a through hole 192 that penetrates the casing body 111 and an engagement hole 193 provided in the stator 13a. A motor fixing structure 19 for restraining is provided. The casing body 111 has the groove opening of the cooling oil passage 182 and the opening of the through hole 192 on the same plane, and seal member 194 that seals the gap between the engaging member 191 and the through hole 192. Have
[Selection] Figure 5

Description

  The present invention relates to an electric vehicle drive device, and more particularly to an electric vehicle drive device capable of improving the sealing performance of a casing.

  In the conventional electric vehicle drive device used for the in-wheel motor of an electric vehicle, the structure which fixes and installs the stator of a motor on the internal peripheral surface of a casing is employ | adopted. As such a conventional electric vehicle drive device, a technique described in Patent Document 1 is known.

JP 2012-006580 A

  Here, in an electric vehicle drive device, in order to protect a motor, there exists a request | requirement which should improve the sealing performance of a casing.

  Therefore, the present invention has been made in view of the above, and an object of the present invention is to provide an electric vehicle drive device capable of improving the sealing performance of the casing.

  To achieve the above object, an electric vehicle driving apparatus according to the present invention is an electric vehicle driving apparatus including a motor including a rotor and a stator, and a casing for housing the motor, and an oil groove formed in the casing. An engagement member is interposed between a motor cooling structure that circulates cooling oil through the cooling oil flow path and that cools the motor, and a through hole that penetrates the casing and an engagement hole provided in the stator. A motor fixing structure that restrains relative displacement of the stator with respect to the casing, and the casing has a groove opening of the cooling oil passage and an opening of the through hole on the same plane. And a sealing member for sealing a gap between the engagement member and the through hole.

  In the electric vehicle drive device according to the present invention, since the seal member seals the gap between the engagement member and the through hole, the cooling oil in the second cooling oil flow path is the gap in the joint surface between the casing body and the outer shell. This prevents the cooling oil from passing through the through hole and entering the inside of the casing body when it enters the through hole. Accordingly, there is an advantage that the cooling oil is prevented from entering the casing from the through hole, and the sealing performance of the casing is improved.

FIG. 1 is a perspective view showing an electric vehicle drive unit. FIG. 2 is a rear view showing the electric vehicle drive unit shown in FIG. FIG. 3 is a cross-sectional view taken along line AA of the electric vehicle drive unit illustrated in FIG. 2. FIG. 4 is an explanatory diagram showing a motor cooling structure of the electric vehicle driving apparatus shown in FIG. FIG. 5 is an explanatory view showing the motor fixing structure shown in FIG. FIG. 6 is an enlarged view showing a seal structure of a through hole in the motor fixing structure shown in FIG. FIG. 7 is an explanatory view showing the engaging member described in FIG. 5. FIG. 8 is an explanatory view showing the engaging member described in FIG. 5.

  Hereinafter, the present invention will be described in detail with reference to the drawings. Note that the present invention is not limited to the embodiments. Further, the constituent elements of this embodiment include those that can be replaced while maintaining the identity of the invention and that are obvious for replacement. In addition, a plurality of modifications described in this embodiment can be arbitrarily combined within a range obvious to those skilled in the art.

[Electric vehicle drive unit]
FIG. 1 is a perspective view showing an electric vehicle drive unit. FIG. 2 is a rear view showing the electric vehicle drive unit shown in FIG. FIG. 3 is a cross-sectional view taken along line AA of the electric vehicle drive unit illustrated in FIG. 2. FIG. 1 shows a state where one of the pair of terminal boxes 113 and 114 (terminal box 113) is removed from the electric vehicle drive device 10.

  The electric vehicle drive unit 100 is mounted on a wheel (not shown) of an electric vehicle such as an electric vehicle, a hybrid vehicle, and an electric four-wheel drive vehicle, and constitutes a braking / driving system for the wheel. As shown in FIGS. 1 and 2, the electric vehicle drive unit 100 includes an electric vehicle drive device 10 that is an in-wheel motor, a suspension unit 20, and a brake 30.

  The electric vehicle driving device 10 is connected to a wheel of the electric vehicle by a rotor so as to be able to transmit power, and rotates the rotor to apply a driving force to the wheel. The electric vehicle drive device 10 may adopt, for example, a method having a speed reduction mechanism or a direct drive method not having a speed reduction mechanism. The configuration of the electric vehicle drive device 10 will be described later.

  The suspension unit 20 is a buffer mechanism that connects the electric vehicle drive device 10 and a vehicle body (not shown), and is fixed to the casing 11 of the electric vehicle drive device 10. In the configuration of FIGS. 1 and 2, the suspension unit 20 is configured by, for example, a double wishbone suspension.

  The brake 30 includes a brake disc 31 and a brake caliper 32. The brake disk 31 is fixed to the rotor of the electric vehicle drive device 10 and rotates together with the rotor. The brake caliper 32 is fixed to the stator of the electric vehicle drive device 10 and is disposed at a position where the brake disc 31 is sandwiched. The brake caliper 32 holds the brake disc 31 and makes frictional contact, thereby applying a braking force to the rotor (wheel of the electric vehicle) of the electric vehicle drive device 10 and releasing the brake disc 31. Release the braking force on the rotor.

[Electric vehicle drive device]
The electric vehicle drive device 10 is applied to the in-wheel motor of the electric vehicle drive unit 100 as described above. As shown in FIG. 3, the electric vehicle drive device 10 includes a casing 11, a first motor 12 and a second motor 13, a speed change mechanism 14, a speed reduction mechanism 15, a wheel bearing 16, and a control device 17. Prepare.

  The casing 11 includes a casing body 111 and an outer shell 112 (see FIGS. 1 and 3). The casing body 111 is a bottomed cylindrical member and houses the first motor 12, the second motor 13, and the speed change mechanism 14. The outer shell 112 is a cylindrical member that is fitted to the outer periphery of the body portion of the casing main body 111, and forms cooling oil passages 181 to 183 described later between the outer shell 112 and the side surface of the casing main body 111.

  The casing 11 has a pair of terminal boxes (power supply terminal boxes) 113 and 114. These terminal boxes 113 and 114 are boxes that house connection terminals for the internal wiring of the electric vehicle drive device 10 and external wiring such as external power supply and signal wiring, and are arranged on the outer surface of the casing 11. Note that the internal wiring of the electric vehicle drive device 10 is connected to the terminals of the terminal boxes 113 and 114 via the openings 115 provided in the casing main body 111 and the outer shell 112.

  The first motor 12 and the second motor 13 are arranged adjacent to each other on the same axis and with a partition wall in the casing 11. The first motor 12 is configured with a first stator 12a and a first rotor 12b as a set, and the second motor 13 is configured with a second stator 13a and a second rotor 13b as a set. Further, the first stator 12a and the second stator 13a are fixed to and supported by the inner wall of the casing body 111. Moreover, the 1st rotor 12b and the 2nd rotor 13b are each assembled | attached and arrange | positioned at the 1st stator 12a and the 2nd stator 13a. The first motor 12 and the second motor 13 are connected to the external power source and the control device 17 through wiring and terminals of the terminal boxes 113 and 114.

  The speed change mechanism 14 is a mechanism that outputs by changing the reduction ratio (the rotational speed of the input shaft / the rotational speed of the output shaft), and is connected to the first motor 12 and the second motor 13. For example, in the configuration of FIG. 3, the speed change mechanism 14 is a two-stage transmission that can continuously switch between a first speed change state that is a low gear and a second speed change state that is a high gear, and the first motor 12 and the second motor 13 includes a pair of planetary gear mechanisms, a clutch device that realizes a one-way clutch, and the like. The clutch device is connected to the external power source and the control device 17 via the wiring and terminals of the terminal boxes 113 and 114.

  The speed reduction mechanism 15 is a mechanism that reduces the rotational speed and outputs it, and is connected to the speed change mechanism 14. For example, in the configuration of FIG. 3, the speed reduction mechanism 15 is a gear mechanism including a sun gear, a pinion gear, a carrier, and a ring gear, and is installed at the end of the casing 11 and connected to the speed change mechanism 14.

  The wheel bearing 16 is a bearing for mounting the wheel of the electric vehicle, and is attached to the rotating shaft of the speed reduction mechanism 15.

  The control device 17 is a device that controls the operation of the electric vehicle drive device 10, and is composed of, for example, a microcomputer. For example, in the configuration of FIG. 3, the control device 17 can drive and control the first motor 12 and the second motor 13 to control the rotation speed, rotation direction, and output of the first motor 12 and the second motor 13.

  In this electric vehicle drive device 10, when the control device 17 drives the first motor 12 and the second motor 13 by supplying power from an external power source, the power of the first motor 12 and the second motor 13 is reduced by the speed change mechanism 14 and the deceleration. It is transmitted to the wheel bearing 16 through the mechanism 15. Thereby, the wheel (not shown) attached to the wheel bearing 16 rotates and the electric vehicle travels.

  Further, the control device 17 can realize the first shift state and the second shift state by controlling the drive states of the first motor 12 and the second motor 13.

  In the first speed change state, the speed change mechanism 14 is in a low gear state, and the output torque can be increased by increasing the speed reduction ratio of the speed change mechanism 14. Specifically, the control device 17 drives both the first motor 12 and the second motor 13. At this time, the first motor 12 and the second motor 13 generate reverse torque. This first shift state is used, for example, when the electric vehicle requires a large driving force when starting up a slope or climbing a hill.

  In the second speed change state, the speed change mechanism 14 is in a high gear state, and the reduction ratio of the speed change mechanism 14 can be reduced to increase the rotation speed of the output shaft. Specifically, the control device 17 drives both the first motor 12 and the second motor 13. At this time, the first motor 12 and the second motor 13 generate torque in the same direction. This second shift state is used, for example, when the electric vehicle is traveling at high speed.

  Further, when the electric vehicle is decelerating or inertially traveling, the control device 17 drives the first motor 12 and the second motor 13 by using the external force from the front wheels (kinetic energy of the electric vehicle) as an input. The motor 12 and the second motor 13 function as a generator. Thereby, regenerative electric power is acquired and external power supply is charged (regenerative operation state).

[Motor cooling structure]
FIG. 4 is an explanatory diagram showing a motor cooling structure of the electric vehicle driving apparatus shown in FIG. The figure shows a state in which the outer shell 112 of the casing 11 and the one terminal box 113 of the electric vehicle drive device 10, the suspension unit 20, the brake disk 31 of the brake 30, etc. are removed from the electric vehicle drive unit 100 of FIG. 1. ing.

  As shown in FIG. 4, the electric vehicle drive device 10 has a motor cooling structure 18 for cooling the first motor 12 and the second motor 13.

  The motor cooling structure 18 includes a plurality of cooling oil passages 181 to 183 formed on the outer peripheral surface of the casing body 111, and a cooling oil supply port 184 and a discharge port 185 provided in the outer shell 112. .

  The plurality of cooling oil passages 181 to 183 includes a first cooling oil passage 181, a second cooling oil passage 182, and a connection passage 183. These cooling oil flow paths 181 to 183 are grooves formed on the outer peripheral surface of the casing main body 111, and in the assembled state of the casing main body 111 and the outer shell 112 (see FIG. 3), the casing main body 111 and the outer shell. A sealed oil passage is formed between the two and 112. For example, in the configuration of FIG. 4, the first cooling oil passage 181 and the second cooling oil passage 182 are spiral grooves that circulate around the outer peripheral surface of the casing body 111, and the first motor 12 (first stator 12 a) and It arrange | positions in the position surrounding the 2nd motor 13 (2nd stator 13a), respectively. In addition, a buffer region 186 that does not have an oil groove is formed between the first cooling oil passage 181 and the second cooling oil passage 182. Further, in the buffer region 186, the wiring opening 115 described above is arranged. In addition, the connection flow path 183 connects the first cooling oil flow path 181 and the second cooling oil flow path 182 across the buffer region 186. Thus, one oil passage composed of the first cooling oil passage 181, the second cooling oil passage 182 and the connection passage 183 is formed on the outer peripheral surface of the casing body 111.

  The supply port 184 and the discharge port 185 are cooling oil inlets and outlets for the cooling oil passages 181 to 183, and are arranged on the side surface of the casing 11 as shown in FIG. 1. Further, as shown in FIG. 4, the supply port 184 opens to the first cooling oil channel 181, and the discharge port 185 opens to the second cooling oil channel 182. At this time, the supply port 184 and the discharge port 185 are opened at the start and end of one communicating cooling oil channel 181 to 183, respectively, so that the entrance and exit of the one cooling oil channel 181 to 183 is opened. Configure.

  In addition, the electric vehicle drive unit 100 includes a cooling oil circulation device 40. The cooling oil circulation device 40 is a device that circulates the cooling oil through the motor cooling structure 18 and is installed, for example, in a vehicle body of an electric vehicle. The cooling oil circulation device 40 includes an oil pump for supplying cooling oil (not shown). Further, the cooling oil circulation device 40 is connected to the supply port 184 of the motor cooling structure 18 via the pipe 41 and is connected to the discharge port 185 via the pipe 42.

  In the above configuration, the cooling oil circulation device 40 supplies the cooling oil to the supply port 184 of the motor cooling structure 18 via the piping 41 and the motor via the piping 42 when the electric vehicle driving device 10 is in operation. Cooling oil is recovered from the outlet 185 of the cooling structure 18. Then, the cooling oil is supplied from the supply port 184 to the first cooling oil channel 181 and is discharged from the discharge port 185 through the connection channel 183 and the second cooling oil channel 182. Thereby, cooling oil circulates and the 1st motor 12 and the 2nd motor 13 are cooled.

  Further, as described above, the first cooling oil passage 181 and the second cooling oil passage 182 are formed of spiral grooves that circulate around the outer peripheral surface of the casing body 111, and the first cooling oil passage 181 is connected to the supply port 184. One cooling oil passage that reaches the discharge port 185 through the passage 183 and the second cooling oil passage 182 is formed. With such a configuration, the flow rate of the cooling oil can be reduced, and the stirring resistance of the cooling oil can be reduced. Thereby, the cooling characteristics of the first motor 12 and the second motor 13 are improved.

[Motor fixing structure]
FIG. 5 is an explanatory view showing the motor fixing structure shown in FIG. The figure has shown the enlarged view of the motor fixing structure 19 of the 2nd motor 13 as an example.

  Since the motor fixing structure of the first motor 12 is the same as the motor fixing structure 19 of the second motor 13, the description thereof is omitted. Therefore, in the following description, the second motor 13, the second stator 13a, and the second rotor 13b are generalized and simply referred to as the motor 13, the stator 13a, and the rotor 13b.

  The motor fixing structure 19 is a structure that restrains relative displacement of the stator 13 a with respect to the casing 11. Examples of the relative displacement between the casing 11 and the stator 13a include a circumferential displacement of the stator 13a in the rotation direction of the rotor 13b and an axial displacement of the stator 13a in the rotation axis direction of the rotor 13b. The motor fixing structure 19 is configured by disposing an engaging member 191 between a through hole 192 penetrating the casing 11 and an engaging hole 193 provided in the stator 13a.

  For example, in the configuration of FIG. 5, the engagement member 191 is a short and columnar pin, and is formed of, for example, a metal column member that is difficult to break (see FIG. 6 described later). Further, the engaging member 191 is inserted and disposed in the through hole 192 opened in the casing main body 111. The through-hole 192 is a hole that penetrates the casing body 111 in the radial direction of the stator 13a (a direction orthogonal to the rotation axis of the motor 13). For example, the through-hole 192 is opened by drilling the cast casing body 111. Yes. Further, the engagement hole 193 is a recess formed on the outer peripheral surface of the stator 13a, and is integrally formed when the stator 13a is molded.

  Further, in a state where the motor 13 is assembled to the casing 11, the through hole 192 of the casing body 111 and the engagement hole 193 of the stator 13 a are at the same position. Further, the engaging member 191 is inserted into the through-hole 192 and fitted therein, and the top portion protrudes from the inner peripheral surface of the casing body 111 and is fitted into the engaging hole 193 of the stator 13a. Further, the outer shell 112 of the casing 11 is disposed so as to cover the outer peripheral surface of the casing body 111, and one opening of the through hole 192 is closed by the outer shell 112. Thereby, the engagement member 191 is prevented from coming off from the through hole 192.

  In the assembly process of the electric vehicle drive device 10, first, the stator 13 a is fixed to the casing body 111. Next, the engaging member 191 is inserted into the through hole 192 from the outer peripheral surface side of the casing body 111 and fitted into the engaging hole 193 of the stator 13a. Thereafter, the outer shell 112 is attached to the casing body 111, and the through hole 192 is closed.

  In the motor fixing structure 19, when the motor 13 is operating, reaction force acts in the circumferential direction and the axial direction of the stator 13 a due to rotation of the rotor 13 b and external force acting on the rotor 13 b. At this time, by disposing the engaging member 191 between the through hole 192 of the casing body 111 and the engaging hole 193 of the stator 13a, the displacement of the stator 13a with respect to the casing body 111 is prevented.

  In general, when the stator is fixed to the casing body, shrink fitting (shrinkage fastening) is used. However, in the configuration in which the casing body is made of an aluminum material, shrinkage fastening may be loosened due to the difference in expansion rate between the stator and the casing body. At this time, the stator 13a can be appropriately fixed to the casing body 111 by employing the motor fixing structure 19 described above.

[Through-hole seal structure]
As described above, in the motor cooling structure 18 of the electric vehicle driving apparatus 10, the casing 11 has a plurality of cooling oil passages 181 to 183 including oil grooves on the outer peripheral surface of the casing body 111 (FIG. 4). reference). The cooling oil is circulated through these cooling oil passages 181 to 183, whereby the motors 12 and 13 are cooled.

  Here, in the configuration in which the motor cooling structure 18 and the motor fixing structure 19 are used in combination, as shown in FIG. 5, the groove openings of the cooling oil passages 181 to 183 and the openings of the through holes 192 are casings. The main body 111 may be disposed on the same surface. For example, in the configuration of FIG. 5, the second cooling oil passage 182 for cooling the second motor 13 extends spirally along the outer peripheral surface of the casing body 111, and the through hole 192 of the motor fixing structure 19. However, it arrange | positions between the 2nd cooling oil flow paths 182 to circulate, and has penetrated the casing main body 111. FIG. The outer shell 112 is disposed so as to cover the outer peripheral surface of the casing main body 111 so as to close the groove opening of the second cooling oil passage 182 and the opening of the through hole 192.

  In such a configuration, the cooling oil in the second cooling oil passage 182 may enter the through hole 192 from the gap between the joint surfaces of the casing body 111 and the outer shell 112 (see FIG. 6 described later).

  Therefore, in the electric vehicle drive device 10, the following seal structure is employed in order to prevent the cooling oil from entering the casing body 111 through the through hole 192.

  FIG. 6 is an enlarged view showing a seal structure of a through hole in the motor fixing structure shown in FIG. 7 and 8 are explanatory views showing the engaging member shown in FIG. In these drawings, FIG. 6 shows a state in which the cooling oil in the second cooling oil passage 182 enters the through hole 192. FIG. 7 shows a single engagement member 191, and FIG. 8 shows the engagement member 191 fitted with the seal member 194.

  In this electric vehicle drive device 10, as shown in FIG. 6, the motor fixing structure 19 includes a seal member 194 that seals a gap between the engagement member 191 and the through hole 192. In this configuration, when the cooling oil in the second cooling oil flow path 182 enters the through hole 192 from the gap between the joint surfaces of the casing main body 111 and the outer shell 112, the cooling oil passes through the through hole 192 and the casing main body. The situation of flowing into the inside of the 111 is prevented.

  For example, in the configurations of FIGS. 6 to 8, as shown in FIG. 7, the engaging member 191 is a short cylindrical pin, and has a circumferential groove 1911 on its side surface. Further, as shown in FIG. 8, the seal member 194 is a rubber O-ring, and is fitted into the circumferential groove 1911 of the engagement member 191. Further, as shown in FIG. 6, an engaging member 191 having a seal member 194 is inserted and disposed in the through hole 192. At this time, the seal member 194 is sandwiched between the outer peripheral surface (circumferential groove 1911) of the engaging member 191 and the inner peripheral surface of the through hole 192, thereby sealing the gap between the engaging member 191 and the through hole 192. Has been.

  In the configuration of FIG. 6, the casing 11 is a pair of peripheral grooves 195 and 195 formed on the outer peripheral surface of the casing body 111 and sandwiching the second cooling oil passage 182 from the motor axial direction. And a seal member 196 fitted in the circumferential grooves 195 and 195. In the assembled state of the casing 11, the seal member 196 is sandwiched between the joint surfaces of the casing main body 111 and the outer shell 112, thereby sealing the gap between the joint surfaces of the casing main body 111 and the outer shell 112. Yes. This prevents the cooling oil in the second cooling oil passage 182 from leaking out of the casing 11 through the gap between the joint surfaces of the casing body 111 and the outer shell 112.

  6 to 8, the engaging member 191 has the circumferential groove 1911 as described above, and the sealing member 194 is fitted into the circumferential groove 1911. However, the present invention is not limited thereto, and a circumferential groove may be formed on the inner circumferential surface of the through hole 192, and the sealing member 194 may be fitted into the circumferential groove (not shown). Therefore, the seal member 194 may be installed in the engagement member 191 or in the through hole 192.

  Moreover, it is preferable to use a rubber O-ring as the seal member 194. In such a configuration, the sealing member 194 is elastically deformed and biased to the peripheral surfaces of the engaging member 191 and the through hole 192 in the installed state of the engaging member 191. Thereby, the durability of the sealing performance against vibration or the like is appropriately ensured.

[effect]
As described above, the electric vehicle drive device 10 includes the motors 12 and 13 including the rotors 12b and 13b and the stators 12a and 13a, and the casing 11 that houses the motors 12 and 13 (see FIG. 3). In addition, the electric vehicle driving apparatus 10 includes a motor cooling structure 18 that cools the motors 12 and 13 by circulating the cooling oil through cooling oil passages 181 to 183 formed of oil grooves formed in the casing 11 (casing body 111). Provide (see FIG. 4). In addition, the electric vehicle driving apparatus 10 includes an engaging member 191 interposed between a through hole 192 that penetrates the casing 11 (casing body 111) and an engaging hole 193 provided in the stator 13a (12a). And a motor fixing structure 19 that restrains relative displacement of the stator 13a (12a) with respect to the motor 13 (see FIG. 5). Further, the casing 11 (casing body 111) has the groove opening of the cooling oil passage 182 (181) and the opening of the through hole 192 on the same plane, and the gap between the engagement member 191 and the through hole 192. A seal member 194 for sealing is provided.

  In such a configuration, the seal member 194 seals the gap between the engagement member 191 and the through-hole 192, so that the cooling oil in the second cooling oil flow path 182 has a gap at the joint surface between the casing body 111 and the outer shell 112. This prevents the cooling oil from passing through the through-hole 192 and entering the inside of the casing body 111 (see FIG. 6). Thereby, intrusion of the cooling oil into the casing 11 from the through hole 192 is prevented, and there is an advantage that the sealing performance of the casing 11 is improved.

  Moreover, in this electric vehicle drive device 10, the seal member 194 is an O-ring disposed between the engagement member 191 and the through hole 192 (see FIG. 6). Such a configuration has an advantage that damage to the seal member 194 due to vibration or the like is suppressed as compared with a configuration (not shown) in which an adhesive is used as a seal member to fill the through-hole. In particular, since the electric vehicle drive device 10 is disposed on the wheels of the vehicle, there is a strict requirement for durability of the sealing performance against vibration and the like.

  Further, in the electric vehicle driving apparatus 10, the casing 11 includes a casing body 111 having a cooling oil passage 182 and a through hole 192, and a groove opening portion of the cooling oil passage 182 and the through holes 192 that cover the casing body 111. And an outer shell 112 that closes the opening (see FIG. 6). In such a configuration, the cooling oil in the second cooling oil passage 182 easily enters the through hole 192 from the gap between the joint surfaces of the casing body 111 and the outer shell 112. Therefore, by adopting the configuration having the seal member 194 in the above configuration, there is an advantage that the effect of preventing the cooling oil from entering the casing 11 is remarkably obtained.

  DESCRIPTION OF SYMBOLS 10: Electric vehicle drive device, 11: Casing, 111: Casing main body, 112: Outer shell, 113, 114: Terminal box, 115: Opening part, 12: 1st motor, 12a: 1st stator, 12b: 1st rotor , 13: second motor, 13a: second stator, 13b: second rotor, 14: speed change mechanism, 15: speed reduction mechanism, 16: wheel bearing, 17: control device, 18: motor cooling structure, 181: first cooling Oil flow path, 182: second cooling oil flow path, 183: connection flow path, 184: supply port, 185: discharge port, 186: buffer region, 19: motor fixing structure, 191: engagement member, 1911: circumferential groove , 192: through hole, 193: engagement hole, 194: seal member, 195: circumferential groove, 196: seal member, 20: suspension part, 30: brake, 31: brake disc, 32: brake Yaripa, 40: cooling oil circulation device, 41: piping, 100: electric vehicle drive unit

Claims (4)

An electric vehicle drive device comprising a motor composed of a rotor and a stator, and a casing for housing the motor,
A motor cooling structure for cooling the motor by circulating cooling oil through a cooling oil passage formed of an oil groove formed in the casing;
A motor fixing structure that restrains relative displacement of the stator with respect to the casing by interposing an engagement member between a through-hole penetrating the casing and an engagement hole provided in the stator; and
The casing has a groove opening portion of the cooling oil passage and an opening portion of the through hole on the same plane, and a seal member that seals a gap between the engagement member and the through hole. The electric vehicle drive device characterized by the above.   The electric vehicle drive device according to claim 1, wherein the seal member is an O-ring disposed between the engagement member and the through hole.   The said casing is provided with the casing main body which has the said cooling oil flow path and the said through-hole, and the outer shell which covers the said casing main body and plugs up the groove opening part of the said cooling oil flow path, and the opening part of the said through-hole. Item 3. The electric vehicle drive device according to Item 1 or 2.   The electric vehicle drive device according to claim 1, wherein the electric vehicle drive device is used as an in-wheel motor of the electric vehicle drive unit.

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