JP5946653B2 - Motor unit for hybrid system - Google Patents

Description

  The present invention relates to a hybrid system motor unit applied to a hybrid system using an engine and a motor as a driving power source.

  Conventionally, hybrid vehicles are increasing as vehicles equipped with a hybrid system using an engine and a motor as a driving power source. In a power transmission device for a hybrid vehicle, for example, a motor is disposed between an engine and a transmission, and a rotation shaft connected to a crankshaft of the engine via a clutch serves as an output shaft of the motor. When the motor is driven, the engine output is supplemented when starting, accelerating, or climbing, or the vehicle runs only with the motor output.

  Further, since a large-sized hybrid vehicle requires a large-sized motor as compared with a general passenger car, the amount of heat generated by the motor during driving increases. For this reason, the motor cooling device that cools the motor is a system that has a higher cooling efficiency than the air-cooled system, as described in Patent Document 1, for example, and is an oil-cooled system that uses insulating oil as a cooling medium. The formula is adopted.

JP 2011-91956 A

  By the way, a large hybrid vehicle such as a truck is required to have high durability and reliability for each component so that it can withstand a longer travel distance than a general passenger car. Therefore, a mechanical oil pump in which a drive gear is connected to a rotating shaft is preferable to an oil pump that pumps oil as a cooling medium, rather than an electric oil pump. And in the motor unit mounted in a large-sized hybrid vehicle, since the emitted-heat amount of a motor is large, the structure which can raise the cooling efficiency of a motor is strongly desired. Such requests are not limited to vehicles such as hybrid vehicles, but are common to construction machines and ships equipped with a hybrid system.

  The present invention has been made in view of the above circumstances, and an object thereof is to provide a motor unit for a hybrid system in which the cooling efficiency of a motor cooled by oil pumped by a mechanical oil pump is increased. is there.

One aspect of the present invention is a motor chamber in which the motor is housed by a motor having an output shaft as a rotation shaft to which the output of the engine is transmitted, and a shaft support wall that rotatably supports the rotation shaft. A partitioned housing, an oil pump having a drive gear coupled to the rotating shaft, a supply passage for supplying oil discharged from the oil pump from the top of the housing toward the motor, and the oil pump And a pressure regulating valve that adjusts the oil pressure in the supply passage by discharging excess oil discharged from the supply passage, and the supply passage includes the shaft support wall. has formed inside the internal passage of the pressure regulating valve is located in the motor chamber is fixed to the shaft support wall so as to be opposed to the motor in the axial direction of the rotary shaft And which, jet path a surplus of the oil is formed extending toward the motor has a tip portion of spout for ejecting toward the motor with the excess is discharged from the internal passage of the oil Have

  Since the mechanical oil pump increases the discharge amount as the rotational speed of the rotary shaft increases, the oil pressure in the supply passage increases accordingly. Therefore, when the motor is cooled using a mechanical oil pump, in order to prevent the oil pressure in the supply passage from becoming excessively high, the oil pressure is discharged by discharging the excess oil from the supply passage. A pressure regulating valve that suppresses the rise is provided.

  According to one aspect of the present invention, surplus oil out of the oil discharged from the oil pump to the supply passage is ejected from the outlet of the pressure regulating valve toward the motor. Therefore, in addition to the oil supplied toward the motor from the top of the housing, it is possible to cool the motor with extra oil in the supply passage. Moreover, the amount of oil discharged from the pressure regulating valve increases as the rotational speed of the rotating shaft increases. In other words, as the rotational speed of the rotating shaft increases and the amount of heat generated by the motor increases, the amount of oil ejected toward the motor increases and the initial speed of the oil ejected from the ejection port also increases. Underneath the excess oil can reach the motor. Therefore, in addition to the oil supplied toward the motor from the top of the housing, the cooling efficiency of the motor can be increased by the amount that the motor is cooled by the excess oil.

In one aspect of the present invention, the pressure regulating valve faces the motor on the top side of the housing with respect to the rotating shaft , and the ejection passage is at the top of the housing with respect to the rotating shaft in the motor. It is extended and formed toward the site | part of the side.
According to one aspect of the present invention, oil ejected from the ejection port of the pressure regulating valve is sprayed with a high probability to a portion of the motor located on the top side of the housing. Therefore, compared with the case where the pressure regulating valve faces the motor on the bottom side of the housing, it is possible to complicate the path until the oil ejected from the pressure regulating valve returns to the oil pan. As a result, the motor can be efficiently cooled by the oil ejected from the pressure regulating valve.

In one aspect of the present invention, the motor has an annular rotor coupled to the rotating shaft and having a permanent magnet, and an annular stator fixed to the housing and surrounding the outer periphery of the rotor, The pressure regulating valve is disposed at a position facing the rotor, and the ejection passage
Is formed extending toward the rotor.

  Here, since the magnetic force generated by the permanent magnet becomes weaker as the temperature of the permanent magnet becomes higher, the rotor is preferentially cooled over the stator in order to provide a stable rotational torque from the motor to the rotating shaft. It is preferable. In this regard, according to one of the above-described aspects, the pressure regulating valve is fixed at a position facing the rotor and the excess oil is ejected toward the rotor, so that the excess oil is directed toward the stator. Therefore, the rotor can be efficiently cooled as compared with the case where it is ejected. As a result, since the magnetic force generated from the permanent magnet embedded in the rotor can be stabilized, it becomes possible to give a stable rotational torque from the motor to the rotating shaft.

In one aspect of the present invention, the pressure regulating valve faces an area of the rotor that rotates from the bottom side to the top side of the housing, and the ejection passage extends toward the area. Has been formed.
Here, since the external force based on the rotation of the rotor acts on the oil sprayed on the rotor, the oil is likely to be scattered in a direction corresponding to the rotation direction. In this regard, according to one of the above-described aspects, the oil ejected from the ejection port is sprayed to a portion of the rotor that rotates from the bottom side of the motor chamber to the adjustment side, so that the top side of the motor chamber is reached. Easy to be scattered. That is, the scattered oil can cool the rotor and the stator again with a higher probability than when the rotor is scattered toward the bottom of the motor chamber.

1 is a cross-sectional view of a cross-sectional structure of an embodiment embodying a motor unit for a hybrid system according to the present invention, showing a cross-sectional structure near a motor. FIG. 4 is a cross-sectional view showing a cross-sectional structure of a hybrid system motor unit in the vicinity of a thick portion of a shaft support wall, and showing a state in which a pressure regulating valve is in a closed state. FIG. 5 is a cross-sectional view showing a cross-sectional structure of a hybrid system motor unit in the vicinity of a thick portion of a shaft support wall, showing a state in which a pressure regulating valve is in an open state.

Hereinafter, an embodiment in which a motor unit for a hybrid system according to the present invention is embodied will be described with reference to FIGS.
As shown in FIG. 1, in a hybrid system power transmission device 10 (hereinafter simply referred to as a power transmission device 10), a flywheel 13 to which a crankshaft 12 of an engine 11 is connected is connected to a rotating shaft on the engine 11 side. The ends of 15 are detachably connected by a clutch 17. The rotating shaft 15 is an output shaft of an oil-cooled motor 19 that constitutes a hybrid system motor unit 18 (hereinafter simply referred to as a motor unit 18), and is provided at the end of the rotating shaft 15 on the opposite side of the engine 11. The input shaft 20 of the transmission 21 is connected. The power transmission device 10 transmits to the transmission 21 the rotational torque that at least one of the engine 11 and the motor 19 applies to the rotation shaft 15.

  Of the case body 23 that houses the clutch 17, the motor 19, and the transmission 21, the clutch 17 and the motor 19 are housed in the motor housing 24 that forms the housing of the motor unit 18. The motor housing 24 has a substantially cylindrical shape in which a clutch chamber 25 in which the clutch 17 is accommodated and a motor chamber 26 in which the motor 19 is accommodated are arranged in parallel in the axial direction of the rotary shaft 15. 26 is partitioned by a partition wall 29 into which the rotary shaft 15 is inserted.

  The partition wall 29 has a multi-stage disk shape having a recess 30 that is recessed from the flywheel 13 toward the transmission 21, and supports the rotary shaft 15 via a bearing 31 on the inner peripheral surface of the recess 30. . A front retainer 35 that covers the opening of the recess 30 is fixed to the partition wall 29 on the flywheel 13 side. The front retainer 35 includes an annular flange 35a connected to the partition wall 29 and partially cut away, and a cylindrical portion 35b extending from the center of the flange 35a toward the flywheel 13 and includes a cylindrical portion 35b. The rotary shaft 15 is loosely inserted in the interior of the.

  The clutch 17 accommodated in the clutch chamber 25 is, for example, a friction clutch, and the clutch body 36 constituting the clutch 17 includes a clutch disk, a pressure plate, and the like in a space formed by the flywheel 13 and the clutch cover 37. Is housed.

  The clutch 17 normally maintains the crankshaft 12 and the rotary shaft 15 in a connected state. When the clutch is operated to be disconnected by the driver, the release fork 38 moves the slider 39 from the connected position to the disconnected position. The crankshaft 12 and the rotating shaft 15 that have been in the connected state are shifted to the disconnected state. Further, when the clutch pedal disengagement operation by the driver is released, the release fork 38 moves the slider 39 from the disengagement position to the connection position, and the crankshaft 12 and the rotary shaft 15 that have been in the disengagement state are returned to the connection state. And shift.

  Further, a transmission housing 40 in which the transmission 21 is housed and a cylindrical rear retainer 41 interposed between the motor housing 24 and the end portion of the motor housing 24 on the transmission 21 side are connected via a gasket. The rear retainer 41 constituting the housing of the motor unit 18 is provided so as to face the partition wall 29 of the motor housing 24, and partitions the transmission chamber 43 in which the transmission 21 is disposed and the motor chamber 26.

  The rear retainer 41 has a multistage disk shape having a recess 46 that is recessed from the transmission 21 toward the flywheel 13, and supports the rotary shaft 15 via a bearing 47 on the inner peripheral surface of the recess 46. An oil seal retainer 48 that covers the opening of the recess 46 is fixed to the rear retainer 41 via a gasket. The oil seal retainer 48 has an annular shape surrounding the end of the rotary shaft 15, and the outer peripheral surface of the rotary shaft 15 is freely rotatable via an annular oil seal 49 disposed on the inner peripheral surface of the oil seal retainer 48. It is pivotally supported.

  The motor 19 accommodated in the motor chamber 26 uses the rotating shaft 15 connected to the crankshaft 12 of the engine 11 via the clutch 17 as an output shaft. The rotor 51 constituting the motor 19 has a permanent magnet (not shown) embedded therein, and is connected to the rotary shaft 15 so as to rotate along the rotation direction R along with the rotation of the rotary shaft 15. Further, a stator 53 that constitutes the motor 19 is wound with a coil (not shown), and is fixed to the motor housing 24 so as to surround the outer periphery of the rotor 51.

  When the motor 19 functions as an electric motor, the electric power stored in a battery (not shown) is converted into a three-phase alternating current by an inverter, and the three-phase alternating current is supplied to the stator 53 to rotate through the rotor 51. A rotational torque is applied to the shaft 15. Further, when the motor 19 functions as a generator, the three-phase alternating current generated in the stator 53 by the rotation of the rotor 51 accompanying the rotation of the rotating shaft 15 is converted into a direct current by an inverter and supplied to the battery.

  Next, the motor cooling unit 54 that cools the motor 19 will be described. The oil used for cooling the motor 19 is stored in an oil pan 55 which is a bottom portion of the motor housing 24 and is a part of the motor chamber 26. The oil in the oil pan 55 is pumped by an oil pump 57 disposed in a recess 30 formed by the partition wall 29, and is fed to the top of the motor housing 24 through an external pipe 59 provided with an oil filter and an oil cooler. It is dropped toward the motor 19 from the supply port 61 of the formed supply tank 60. Then, the oil supplied to the motor chamber 26 cools the rotor 51 and the stator 53 constituting the motor 19 and supplies the bearings 31 and 47 with oil in the course of returning to the oil pan 55 again.

  The oil pump 57 is fixed to the bottom of the recess 30 by a fastening member (not shown). The oil pump 57 is a gear pump having a drive gear that is splined to the rotary shaft 15 inserted in the oil pump 57 and a driven gear that is driven by the drive gear. The drive gear and the driven gear are accommodated in a pump body 63 having a multistage cylindrical shape.

  The small-diameter portion of the pump body 63 is fitted in the space between the rotary shaft 15 and the partition wall 29 with the rotary shaft 15 loosely inserted, and oil leaks into the clutch chamber 25 from the gap with the partition wall 29. To prevent this, an O-ring (not shown) is mounted on the outer surface.

  The large-diameter portion of the pump body 63 is disposed so as to face the bottom portion of the recess 30, and a lid member 64 that covers the space in which the drive gear and the driven gear are accommodated is not shown in the large-diameter portion. It is connected via a ring. An annular oil seal 65 is disposed in the gap between the lid member 64 and the rotary shaft 15 so that oil in the pump main body 63 does not leak into the clutch chamber 25.

  A suction port 67 that opens to face the partition wall 29 is formed in the large-diameter portion of the pump body 63, and oil leaks into the clutch chamber 25 from the gap between the large-diameter portion and the partition wall 29. An O-ring (not shown) is provided so as to surround the suction port 67 so as not to be damaged.

  The suction port 67 is formed on the bottom side of the motor housing 24 with respect to the rotary shaft 15 and communicates with the suction passage 72 of the suction pipe 71 through a communication passage 69 formed in the partition wall 29. The suction pipe 71 has a base end fixed to the partition wall 29 and extends toward the bottom of the motor housing 24, that is, toward the oil pan 55. A strainer 73 that is immersed in oil stored in the oil pan 55 and removes relatively large foreign substances contained in the oil flowing into the suction pipe 71 is disposed at the tip of the suction pipe 71.

  On the other hand, the lid member 64 of the oil pump 57 is formed with a discharge port 75 that opens on the top side of the motor housing 24 relative to the rotating shaft 15 and opens on the side opposite to the partition wall 29. Further, the partition wall 29 faces the rotor 51 on the top side of the motor housing 24 from the oil pump 57 and rotates from the bottom to the top of the motor housing 24 in the axial direction A of the rotary shaft 15. A thick portion 29A is formed at the position. An internal passage 77 communicating with the external pipe 59 is formed in the thick portion 29A. The internal passage 77 is connected to the discharge port 75 of the oil pump 57 by an oil pipe 79 provided in the clutch chamber 25 through a notch provided in the flange portion 35 a of the front retainer 35.

  The oil pipe 79 includes a bent steel pipe 80, a flange 81 welded to one end of the steel pipe 80, and a flange 82 welded to the other end of the steel pipe 80. The release fork 38 is disposed on the top side of the motor housing 24.

  When the rotary shaft 15 is rotated by the engine 11 or the motor 19, the oil pump 57 drives the drive gear to suck the oil in the oil pan 55 through the suction passage 72, the communication passage 69, and the suction port 67. The sucked oil is pumped through a discharge port 75, an oil pipe 79, an internal passage 77, and an external pipe 59 to a supply tank 60 formed at the top of the motor housing 24.

  On the other hand, a pressure regulating valve 90 for adjusting the pressure of oil discharged from the oil pump 57 is fixed to the motor chamber 26 side in the thick portion 29A. The pressure regulating valve 90 adjusts the oil pressure in the internal passage 77 by discharging part of the oil discharged from the oil pump 57 when the oil pressure in the internal passage 77 exceeds a predetermined value. .

  As shown in FIG. 2, the internal passage 77 is formed by drilling the motor housing 24. The internal passage 77 is perforated from the outer surface of the motor housing 24 and has a first internal passage 85 that communicates with the external pipe 59 at one end thereof, and communicates with the other end of the first internal passage 85 and the clutch chamber 25. The second internal passage 86 is open to the motor chamber 26.

  Further, the case body 91 of the pressure regulating valve 90 is fixed to the thick portion 29A. In the case body 91, a substantially cylindrical valve body 92 is slidable along the axial direction of the valve body 92, and has a smaller diameter than the valve body housing chamber 93. A pressure chamber 94 communicating with the passage 86 and the valve body accommodating chamber 93 is formed. The valve body 92 is urged toward the pressure chamber 94 by a coil spring 95 disposed in the valve body housing chamber 93, and a valve seat based on a diameter difference between the valve body housing chamber 93 and the pressure chamber 94. The displacement toward the pressure chamber 94 is regulated by 96. Further, the case body 91 is formed with an ejection passage 97 having an opening near the center of the valve body housing chamber 93 in the axial direction of the valve body 92 and communicating with the motor chamber 26.

  That is, in the pressure regulating valve 90, the valve body 92 is based on the urging force based on the contraction amount of the coil spring 95 and the pressing force based on the oil pressure in the pressure chamber 94, which is a resistance against the urging force. The body accommodating chamber 93 is displaced along the axial direction. As shown in FIG. 3, the valve body 92 resists the biasing force of the coil spring 95 when the oil pressure in the second internal passage 86, that is, the oil pressure in the pressure chamber 94 becomes excessively high. The second internal passage 86 and the ejection passage 97 are communicated with each other by displacing the valve body housing chamber 93 so as to be separated from the valve seat 96 while sliding. As a result, excess oil flows into the ejection passage 97 via the second internal passage 86, the pressure chamber 94, and the valve body storage chamber 93. The ejection passage 97 is formed to extend toward the rotor 51, and at the tip portion thereof, the oil that has flowed into the ejection passage 97 is ejected toward the rotor 51 along the axial direction A of the rotary shaft 15. An outlet 98 is formed.

  Next, the operation of the motor cooling unit 54 including the pressure regulating valve 90 described above will be described with reference to FIG. As shown in FIG. 3, when the rotational speed of the rotating shaft 15 increases and excessive oil is discharged from the oil pump 57, the pressure regulating valve 90 is opened, so that excess oil is ejected from the ejection passage. 97 is discharged to the motor chamber 26. The oil discharged at this time is ejected from the ejection port 98 toward the rotor 51 and sprayed onto the rotor 51. That is, in addition to the oil dripped toward the motor 19 from the supply port 61, the rotor 51 is cooled by oil that is excessive when the oil is pumped to the supply port 61.

  Moreover, since the amount of oil discharged from the oil pump 57 increases as the rotational speed of the rotating shaft 15 increases, the amount of oil ejected from the outlet 98 of the pressure regulating valve 90 increases accordingly. That is, as the rotational speed of the rotary shaft 15 increases and the amount of heat generated by the motor 19 increases, the amount of oil ejected toward the rotor 51 increases. Therefore, the initial speed of the oil ejected from the ejection port 98 is increased, and the oil is sprayed to the rotor 51 with a higher probability.

As described above, according to the motor unit 18 according to the present embodiment, the effects listed below can be obtained.
(1) The oil discharged from the pressure regulating valve 90 is blown toward the rotor 51 by being ejected from the ejection port 98 toward the rotor 51. As a result, in addition to the oil supplied from the supply port 61 to the motor 19, it is possible to cool the rotor 51 with oil that is excessive when the oil is pumped to the supply port 61. Cooling efficiency can be increased.

  (2) As the rotational speed of the rotating shaft 15 increases and the amount of heat generated by the motor 19 increases, the amount of oil ejected toward the rotor 51 increases. As a result, since the initial speed of the oil ejected from the ejection port 98 is increased, the oil can be sprayed to the rotor 51 with a higher probability.

  (3) Since the pressure regulating valve 90 is disposed on the top side of the motor housing 24 relative to the rotating shaft 15, the path until the oil ejected from the pressure regulating valve 90 returns to the oil pan 55 is complicated. be able to. As a result, the motor 19 can be cooled more efficiently by the oil ejected from the pressure regulating valve 90.

  (4) The magnetic force generated by the permanent magnet becomes weaker as the temperature of the permanent magnet increases. Therefore, in order to efficiently apply rotational torque from the motor 19 to the rotary shaft 15 from the viewpoint of power consumption of the motor 19, cooling of the rotor 51 in which permanent magnets are embedded is preferred over the stator 53. . In this regard, in the above embodiment, since the oil ejected from the ejection port 98 of the pressure regulating valve 90 is sprayed on the rotor 51, the magnetic force generated from the permanent magnet embedded in the rotor 51 is easily maintained. As a result, it is possible to give a stable rotational torque from the motor 19 to the rotating shaft 15, and to suppress the power consumption of the battery when the same rotational torque is applied.

  (5) Since the oil sprayed on the rotor 51 receives an external force based on the rotation of the rotor 51, it is likely to be scattered in a direction corresponding to the rotation direction. In the above-described embodiment, the oil ejected from the ejection port 98 is sprayed to a portion of the rotor 51 that rotates from the bottom portion to the top portion of the motor housing 24, so that it is easily scattered to the top portion side of the motor housing 24. As a result, the path to return to the oil pan 55 is likely to be more complicated than when oil is likely to be scattered toward the bottom of the motor housing 24 due to the rotation of the rotor 51. As a result, the rotor 51 and the stator 53 can be cooled again by the scattered oil, and the bearings 31 and 47 can be refueled.

In addition, the said embodiment can also be suitably changed and implemented as follows.
The pressure regulating valve 90 may be disposed so as to face a region where the rotor 51 rotates from the top side to the bottom side of the motor housing 24.

The pressure regulating valve 90 may be disposed on the bottom side of the motor housing 24 with respect to the rotating shaft 15.
The position where the pressure regulating valve 90 is disposed is not limited to the position facing the rotor 51, but may be a position facing the stator 53 or a position facing both the rotor 51 and the stator 53.

  The ejection passage 97 and the ejection port 98 may be formed so that the oil ejected from the ejection port 98 is sprayed not only on the rotor 51 but also on the rotor 51 and the stator 53. Further, the ejection passage 97 and the ejection port 98 may be formed so as to be sprayed to the stator 53.

The pressure regulating valve 90 may have a plurality of jet outlets, for example, jet outlets that blow oil to the stator 53 and jet outlets that blow oil to the rotor 51.
The oil pump is not limited to a gear pump as long as it has a drive gear fixed to the partition wall 29 of the motor housing 24 and connected to the rotary shaft 15, for example, a trochoid pump Also good.

  -The motor unit of the said embodiment is applicable not only to a hybrid vehicle but to a construction machine and a ship provided with the hybrid system which uses an engine and a motor as a drive power source.

  A ... axial direction, R ... rotational direction, 10 ... power transmission device, 11 ... engine, 12 ... crankshaft, 13 ... flywheel, 15 ... rotary shaft, 17 ... clutch, 18 ... motor unit for hybrid system, 19 ... motor , 20 ... Input shaft, 21 ... Transmission, 23 ... Case body, 24 ... Motor housing, 25 ... Clutch chamber, 26 ... Motor chamber, 29 ... Partition wall, 29A ... Thick part, 30 ... Recess, 31 ... Bearing, 35 ... Front retainer, 35a ... collar, 35b ... cylinder, 36 ... clutch body, 37 ... clutch cover, 38 ... release fork, 39 ... slider, 40 ... transmission housing, 41 ... rear retainer, 43 ... transmission chamber, 46 ... recess 47 ... Bearings, 48 ... Oil seal retainers, 49 ... Oil seals, 51 ... , 53 ... stator, 54 ... motor cooling section, 55 ... oil pan, 57 ... oil pump, 59 ... external piping, 60 ... supply tank, 61 ... supply port, 63 ... pump body, 64 ... lid member, 65 ... Oil seal, 67 ... suction port, 69 ... communication passage, 71 ... suction pipe, 72 ... suction passage, 73 ... strainer, 75 ... discharge port, 77 ... internal passage, 79 ... oil pipe, 80 ... steel pipe, 81, 82 ... Flange, 85 ... first internal passage, 86 ... second internal passage, 90 ... pressure regulating valve, 91 ... case body, 92 ... valve body, 93 ... valve body accommodating chamber, 94 ... pressure chamber, 95 ... coil spring, 96 ... Valve seat, 97 ... ejection passage, 98 ... ejection port.

Claims (4)

A motor whose output shaft is a rotating shaft to which engine output is transmitted;
A housing in which a motor chamber in which the motor is accommodated is defined by a shaft support wall that rotatably supports the rotation shaft;
An oil pump having a drive gear coupled to the rotating shaft;
A supply passage for supplying oil discharged from the oil pump from the top of the housing toward the motor;
A hybrid system motor unit comprising: a pressure regulating valve that discharges excess oil discharged from the oil pump from the supply passage and adjusts the oil pressure in the supply passage;
The supply passage has an internal passage formed in the shaft support wall;
The pressure regulating valve is fixed to the shaft support wall and positioned in the motor chamber so as to face the motor in the axial direction of the rotating shaft, and discharges excess oil from the internal passage and A motor unit for a hybrid system, characterized in that it has a jet passage that extends toward the motor and has a jet outlet at the tip for jetting excess oil toward the motor. The pressure regulating valve is
The motor is opposed to the motor on the top side of the housing from the rotating shaft ,
The ejection passage is
2. The motor unit for a hybrid system according to claim 1, wherein the motor unit for the hybrid system is formed so as to extend toward a top side of the housing with respect to the rotating shaft . The motor is
An annular rotor connected to the rotating shaft and having a permanent magnet; and an annular stator fixed to the housing and surrounding an outer periphery of the rotor;
The pressure regulating valve is
Disposed at a position facing the rotor ,
The ejection passage is
The motor unit for a hybrid system according to claim 2, wherein the motor unit is extended toward the rotor . The pressure regulating valve is
Of the rotor, facing the region rotating from the bottom side to the top side of the housing ,
The ejection passage is
The motor unit for a hybrid system according to claim 3, wherein the motor unit is extended toward the region .

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