JP2006233919A - Drive device for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve energy efficiency of a hybrid vehicle by effectively using engine power. <P>SOLUTION: A drive device 10 for the hybrid vehicle is provided with a pump unit 43 for lubrication oil. The pump unit 43 is provided with a main oil pump 41 directly connected to a crank shaft 20 and a sub oil pump 42 connected to the crank shaft 20 via a clutch mechanism 44. When the engine 17 is operated under a high output condition, the clutch mechanism 44 is engaged and both oil pumps 41, 42 are driven. When the engine 17 is operated under a low output condition or a driven condition such as in vehicle deceleration, the clutch mechanism 44 is disengaged and only the main oil pump 41 is driven. Consequently, mechanical loss at a time of vehicle deceleration can be reduced and engine power and deceleration energy used for power generation drive of a motor generator 18 can be increased. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a drive device for a hybrid vehicle including a generator driven by engine power and a pump unit.

  As a driving method of a hybrid vehicle using an engine and an electric motor as a driving source, a parallel method is used (for example, a patent method) in which an engine is driven as a main power source when the vehicle travels, and an electric motor is auxiliaryly driven when starting or accelerating Document 1), and a series / parallel system including a travel mode in which an electric motor or an engine is driven as a power source during vehicle travel, and a travel mode in which both the electric motor and the engine are driven.

In these hybrid vehicles, in order to improve the energy efficiency by effectively using the engine power, the kinetic energy is electrically generated by driving the generator using surplus power or deceleration energy when the vehicle decelerates. It is converted to energy for recovery. Also proposed is a vehicle that uses hydraulic power when the vehicle decelerates to drive the hydraulic pump and accumulates the generated hydraulic energy in the accumulator, thereby releasing the hydraulic energy from the accumulator as needed. (For example, see Patent Document 2). In this way, in recent vehicles, various measures are taken to effectively use engine power to improve energy efficiency and improve engine fuel efficiency.
JP-A-10-339182 JP-A-5-16771

  By the way, an oil pump that supplies lubricating oil to a sliding portion in the engine and a water pump that supplies cooling water to a water jacket in the engine are assembled on the crankshaft of the engine. Oil pumps and water pumps are driven using engine power, and the amount of lubricating oil and cooling water discharged from these pumps increases in proportion to the engine speed.

  However, the amount of lubricating oil and cooling water required by the engine is not determined according to the engine speed, but is determined according to the combustion pressure and heat value of the engine. And the amount of cooling water was to be supplied to the engine. In other words, even if the engine is driven in a high speed range, if the accelerator pedal is released, the lubricating oil or cooling water will be discharged excessively, and the pump drive will Power and deceleration energy are wasted. As described above, the wasteful consumption of engine power and deceleration energy that should be used for power generation driving of the generator is a factor that reduces the energy efficiency of the hybrid vehicle.

  An object of the present invention is to improve energy efficiency in a hybrid vehicle by effectively using engine power and deceleration energy.

  The hybrid vehicle drive device of the present invention is connected to an engine crankshaft and is driven by engine power or deceleration energy to generate power, and is connected to the engine crankshaft to increase the fluid discharge amount. When the engine is driven in a high output state, the pump unit is switched to a high load state while the engine is in a low output state or a covered state. A pump control means for switching the pump unit to a low load state when driven in a driving state, and when the engine is in a low output state or a driven state, the pump unit is put into a low load state. By switching to reduce mechanical losses, the engine power distributed to the generator or And characterized by increasing the speed energy.

  In the hybrid vehicle drive device of the present invention, the pump unit includes a first pump mechanism coupled to the crankshaft, and a second pump mechanism coupled to the crankshaft via a clutch mechanism. The control means switches the pump unit to a low load state by opening the clutch mechanism.

  In the hybrid vehicle drive device of the present invention, the pump unit includes a first pump mechanism coupled to the crankshaft via a clutch mechanism, and a second pump mechanism coupled to an electric motor, and the pump control. The means is characterized in that the pump unit is switched to a low load state by opening the clutch mechanism and driving the electric motor.

  In the hybrid vehicle drive device according to the present invention, the pump unit includes a pump mechanism coupled to the crankshaft, a bypass passage that connects a suction port and a discharge port of the pump mechanism, and an electromagnetic that opens and closes the bypass passage. And the pump control means switches the pump unit to a low load state by opening the bypass passage using the electromagnetic valve.

  In the hybrid vehicle drive device of the present invention, the pump unit includes a first pump mechanism coupled to the crankshaft and a second pump mechanism coupled to an electric motor, and the pump control means includes the electric drive unit. The pump unit is switched to a low load state by stopping a motor, and the pump unit is switched to a high load state by driving the electric motor.

  According to the present invention, when the engine is driven in a low output state or a driven state, the pump unit is switched to the low load state, so that mechanical loss of engine power and deceleration energy by the pump unit is reduced. be able to. As a result, when the vehicle decelerates, the generator can be driven to generate power with more engine power and deceleration energy, and the engine power and deceleration energy can be used effectively, so that energy efficiency can be improved. As a result, the fuel consumption of the engine can be reduced.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a schematic diagram showing a hybrid vehicle 11 on which a driving device 10 according to an embodiment of the present invention is mounted. FIG. 2 is a skeleton diagram showing an internal structure of the driving device 10.

  As shown in FIG. 1, a hybrid vehicle 11 has a drive device 10 having a plurality of power sources mounted vertically, and power is transmitted from a front differential mechanism 12 incorporated in the drive device 10 to the front wheels 13. Power is transmitted from the propeller shaft 14 connected to the rear end portion of the drive device 10 to the rear wheel 16 via the rear differential mechanism 15 connected thereto. Further, the drive device 10 includes an engine 17 and a motor generator 18 (generator) as power sources. The engine 17 is driven as a main power source when the vehicle is traveling, and the motor generator 18 assists when starting and accelerating. Driven. That is, the illustrated drive device 10 is a drive device for all-wheel drive that is applied to the parallel hybrid vehicle 11.

  As shown in FIG. 2, the motor generator 18 connected to the crankshaft 20 includes a stator 21 and a rotor 22, and a coil 23 is wound around the stator 21 fixed to the housing and is rotatably accommodated. A permanent magnet is embedded in the rotor 22. The rotor 22 of the motor generator 18 has a disk portion 22 a fixed to the crankshaft 20 and a flange portion 22 b fixed to the pump shell 26 of the torque converter 25. The engine 17 and the torque converter 25 are the rotor 22. It is directly connected through. A pump impeller 27 is fixed to the pump shell 26 of the torque converter 25, and a turbine runner 28 is accommodated so as to face the pump impeller 27. A shift input is input to a turbine shaft 29 fixed to the turbine runner 28. The shaft 30 is connected.

  In other words, the engine power output from the crankshaft 20 of the engine 17 rotates the rotor 22 of the motor generator 18 and is input to the transmission input shaft 30 via the torque converter 25. Further, when a large driving torque is required such as when starting or accelerating, it is possible to assist the engine 17 by outputting motor power by performing energization control on the coil 23 of the motor generator 18. It has become. When the vehicle is decelerated, the motor generator 18 is driven as a generator to convert the deceleration energy (kinetic energy) of the vehicle into electric energy and collect it in a battery (not shown). Further, the torque converter 25 is provided with a lockup clutch 31 that directly connects the crankshaft 20 and the turbine shaft 29, and the lockup clutch 31 is engaged during steady running to improve the transmission efficiency of engine power and motor power. I am doing so.

  A speed change mechanism 32 including a planetary gear train, a clutch, a brake, and the like is connected to a speed change input shaft 30 to which engine power and motor power are input. By engaging and controlling the clutch and brake in the speed change mechanism 32, it is possible to change the power transmission path between the speed change input shaft 30 and the speed change output shaft 33 to change the speed. Further, between the transmission output shaft 33 and a rear wheel output shaft 34 provided concentrically therewith, a compound planetary gear type center differential mechanism 35 for distributing driving torque to the front and rear wheels is mounted. The driving torque can be distributed to the front wheel output shaft 36 and the rear wheel output shaft 34 through the differential mechanism 35 at a predetermined distribution ratio. In addition, by engaging the differential limiting clutch 37 provided in the center differential mechanism 35, the differential rotation of the pinion gear 38 can be suppressed and the torque distribution ratio of the front and rear wheels can be fixed to 50:50.

  Next, FIG. 3 is a schematic diagram showing the configuration of the driving apparatus 10 according to an embodiment of the present invention. As shown in FIG. 3, the drive device 10 discharges lubricating oil, which is a fluid, toward the sliding portion of the engine 17, so that a main oil pump 41 as a first pump mechanism and a second pump mechanism The sub-oil pump 42 is provided, and a pump unit 43 for lubricating oil is formed by these two pumps 41 and 42. The main oil pump 41 is directly connected to the crankshaft 20, and the sub oil pump 42 is connected to the crankshaft 20 via a clutch mechanism 44. By engaging the clutch mechanism 44, both oil pumps 41 and 42 are driven by engine power. On the other hand, by releasing the clutch mechanism 44, only the main oil pump 41 is driven by the engine power. That is, when the clutch mechanism 44 is engaged, the pump unit 43 is switched to a high load state, and the amount of lubricating oil discharged from the pump unit 43 is increased. On the other hand, by opening the clutch mechanism 44, the pump unit 43 is The amount of lubricating oil discharged from the pump unit 43 is reduced by switching to the low load state.

  Further, in order to discharge cooling water, which is a fluid, toward the water jacket such as a cylinder block, the driving device 10 includes a main water pump 45 as a first pump mechanism and a sub-water pump 46 as a second pump mechanism. The pump unit 47 for cooling water is formed by these two pumps 45 and 46. Belt pulleys 45 a and 46 a are fixed to the main water pump 45 and the sub water pump 46, respectively, and a belt 48 is wound between the belt pulleys 45 a and 46 a and the crank pulley 20 a of the crankshaft 20. It has been. In addition, a clutch mechanism 49 is provided between the sub-water pump 46 and the belt pulley 46a. By fastening the clutch mechanism 49, both water pumps 45 and 46 are driven using engine power, By releasing the clutch mechanism 49, only the main water pump 45 is driven using engine power. That is, when the clutch mechanism 49 is engaged, the pump unit 47 is switched to a high load state, and the amount of cooling water discharged from the pump unit 47 is increased. On the other hand, by opening the clutch mechanism 49, the pump unit 47 is reduced. The amount of cooling water discharged from the pump unit 47 is reduced by switching to the load state.

  The driving state of the pump units 43 and 47 is switched based on the output state of the engine 17. That is, the amount of lubricating oil and the amount of cooling water required by the engine 17 are set not according to the engine speed but according to the combustion pressure and calorific value associated with the combustion of the air-fuel mixture, so that the combustion pressure and calorific value increase. When the engine 17 is in a high output state, the pump units 43 and 47 are switched to a high load state. On the other hand, when the engine 17 is in a low output state or driven state where the combustion pressure and the heat generation amount are reduced, 43 and 47 are switched to a low load state. The driven state of the engine 17 is a state in which the engine 17 is driven by the deceleration energy (kinetic energy) of the vehicle when the driving torque transmitted from the driving wheel to the engine 17 exceeds the engine torque when the vehicle is decelerated. is there.

  As described above, the drive states of the pump units 43 and 47 are switched according to the engaged state of the clutch mechanisms 44 and 49, and the engaged state of the clutch mechanisms 44 and 49 is controlled by the control unit 50 serving as pump control means. To be controlled. Detection signals are input to the control unit 50 from various sensors (not shown). The control unit 50 determines the engine 17 based on the accelerator pedal depression amount, the throttle opening, the engine speed, the fuel injection amount, the ignition timing, and the like. Determine the output status. When it is determined that the engine 17 is in the high output state, a fastening signal is output to the clutch mechanisms 44 and 49, while when it is determined that the engine 17 is in the low output state, the clutch mechanism 44 is output. 49, an open signal is output. The control unit 50 not only outputs a control signal to the clutch mechanisms 44 and 49 but also outputs a control signal to the engine 17 and the motor generator 18 to thereby control engine power, motor power, power generation amount, and the like. I have control.

  The sensor connected to the control unit 50 includes an accelerator pedal sensor that detects depression of the accelerator pedal, a brake pedal sensor that detects depression of the brake pedal, an inhibitor switch that detects shift range, and a throttle that detects throttle opening. An opening sensor, an engine speed sensor that detects the engine speed, a water temperature sensor that detects the temperature of the cooling water, an oil temperature sensor that detects the temperature of the lubricating oil, and the like are provided. In addition, the control unit 50 incorporates a CPU that calculates control signals, a ROM that stores control data and control programs, a RAM that temporarily stores data, and the like.

  Next, the supply path of the lubricating oil and cooling water discharged from the pump units 43 and 47 will be described. FIG. 4 is a block diagram showing the supply path of the lubricating oil, (A) shows the supply path when the pump unit 43 is driven in a high load state, and (B) shows the drive unit 43 in a low load state. It shows the supply route when FIG. 5 is a block diagram showing a cooling water supply path, where (A) shows the supply path when the pump unit 47 is driven in a high load state, and (B) shows the pump unit 47 in a low load state. The supply path when driven by is shown.

  First, as shown in FIGS. 4A and 4B, the lubricating oil stored in the oil pan 51 at the lower part of the engine is sucked into the pump unit 43 through the oil strainer 52 and then the oil from the pump unit 43. It is discharged toward the cooler 53 and the oil filter 54. Then, the lubricating oil cooled through the oil cooler 53 and filtered through the oil filter 54 is supplied to the cylinder block 55 and the cylinder head 56, and is installed in the cylinder block 55, such as a crank journal, a crankpin, a piston, and a cylinder liner. Etc., and the valve mechanism incorporated in the cylinder head 56 is lubricated. Here, when it is determined that the engine 17 is in the high output state and the clutch mechanism is engaged by the control unit 50, both the main oil pump 41 and the sub oil pump 42 are driven. As shown in A), sufficient lubricating oil is discharged from both the oil pumps 41 and 42 in response to the high output state of the engine 17. On the other hand, when it is determined that the engine 17 is in the low output state or the driven state and the clutch mechanism 44 is released, only the main oil pump 41 is driven, so as shown in FIG. Lubricating oil is discharged only from the main oil pump 41 corresponding to the low output state and driven state of the engine 17.

  Further, as shown in FIGS. 5A and 5B, the cooling water for cooling the engine 17 is sucked into the pump unit 47 through the thermostat 58 from the radiator 57 which is a heat exchanger, and is supplied from the pump unit 47 to the cylinder. It is discharged toward the water jacket of the block 55 and the cylinder head 56. The cooling water discharged in this way absorbs the heat released by the combustion of the air-fuel mixture and releases the absorbed heat to the outside air when passing through the radiator 57. Here, when it is determined that the engine 17 is in the high output state and the clutch mechanism 49 is engaged by the control unit 50, both the main water pump 45 and the sub water pump 46 are driven. As shown to (A), sufficient cooling water is discharged from both the water pumps 45 and 46 corresponding to the high output state of the engine 17. On the other hand, when it is determined that the engine 17 is in the low output state or the driven state and the clutch mechanism 49 is released, only the main water pump 45 is driven, so as shown in FIG. Corresponding to the low output state and driven state of the engine 17, the cooling water is discharged only from the main water pump 45.

  As described above, when the engine 17 is driven in a high output state such as when the hybrid vehicle 11 is accelerated, the pump units 43 and 47 are driven in a high load state. Sufficient lubricating oil and cooling water can be supplied to 56, and the operating state of the engine 17 can be kept normal. On the other hand, when the engine 17 is driven in a low output state or a driven state, such as when the hybrid vehicle 11 decelerates, the pump units 43 and 47 are driven in a low load state. While maintaining the normal state, mechanical loss of engine power and deceleration energy by the pump units 43 and 47 can be reduced. As a result, when the vehicle is decelerated, the motor generator 18 can be driven to generate power with more engine power and deceleration energy, and the engine power and deceleration energy can be used effectively, thereby improving energy efficiency. As a result, the fuel consumption of the engine 17 can be reduced.

  4 and FIG. 5, the main oil pump 41 and the sub oil pump 42 are connected in parallel, and the main water pump 45 and the sub water pump 46 are connected in parallel. The present invention is not limited to this, and as shown in FIGS. 6A and 6B, the main oil pump 41 and the sub oil pump 42 may be connected in series, as shown in FIGS. 7A and 7B. As shown, the main water pump 45 and the sub-water pump 46 may be connected in series. 6 is a block diagram showing a lubricating oil supply path when the oil pumps 41 and 42 are connected in series. FIG. 6A shows a supply path when the pump unit 43 is driven in a high load state. (B) shows the supply path when the pump unit 43 is driven in a low load state. FIG. 7 is a block diagram showing a cooling water supply path when the water pumps 45 and 46 are connected in series. FIG. 7A shows a supply path when the pump unit 47 is driven in a high load state. (B) shows the supply path when the pump unit 47 is driven in a low load state.

  Next, a driving device 60 according to another embodiment of the present invention will be described. FIG. 8 is a schematic diagram showing a configuration of a driving device 60 according to another embodiment of the present invention. In addition, about the member which is common in the member shown in FIG. 3, the same code | symbol is attached | subjected and the description is abbreviate | omitted.

  As shown in FIG. 8, a main oil pump as a first pump mechanism connected to the crankshaft 20 via a clutch mechanism 61 is connected to the drive device 60 in order to supply lubricating oil to the sliding portion or the like of the engine 17. 62 and a sub oil pump 64 as a second pump mechanism driven by the electric motor 63 are provided, and a pump unit 65 for lubricating oil is formed by these two pumps 62 and 64. The amount of lubricating oil discharged from the main oil pump 62 corresponds to the high output state of the engine 17, and the amount of lubricating oil discharged from the sub oil pump 64 depends on the low output state of the engine 17 or It corresponds to the driven state. When driving such a pump unit 65 in a high load state, the clutch mechanism 61 is fastened and the electric motor 63 is stopped, and only the main oil pump 62 is driven, while the pump unit 65 is driven. When driving in a low load state, the clutch mechanism 61 is released and the electric motor 63 is driven, and only the sub oil pump 64 is driven.

  Similarly, a main water pump 67 as a first pump mechanism connected to the crankshaft 20 via a clutch mechanism 66 in order to supply cooling water to the drive device 60 toward a water jacket such as a cylinder block, A sub-water pump 69 as a second pump mechanism driven by the electric motor 68 is provided, and a pump unit 70 for cooling water is formed by these two pumps 67 and 69. The amount of cooling water discharged from the main water pump 67 corresponds to the high output state of the engine 17, and the amount of cooling water discharged from the sub water pump 69 depends on the low output state of the engine 17 and the driven state. It corresponds to the state. When driving such a pump unit 70 in a high load state, the clutch mechanism 66 is fastened and the electric motor 68 is stopped, and only the main water pump 67 is driven. When driving in a low load state, the clutch mechanism 66 is released and the electric motor 68 is driven, and only the sub-water pump 69 is driven.

  In order to switch the pump units 65 and 70 between a high load state and a low load state, the drive device 60 is provided with a control unit 71 as pump control means. Detection signals are input to the control unit 71 from various sensors (not shown). The control unit 71 determines the engine 17 based on the accelerator pedal depression amount, the throttle opening, the engine speed, the fuel injection amount, the ignition timing, and the like. Determine the output status. When it is determined that the engine 17 is in a high output state, a fastening signal is output to the clutch mechanisms 61 and 66 and a stop signal is output to the electric motors 63 and 68, while the engine 17 is low. When it is determined that the output state or the driven state is established, a release signal is output to the clutch mechanisms 61 and 66 and a drive signal is output to the electric motors 63 and 68. The control unit 50 not only outputs control signals to the clutch mechanisms 61 and 66 and the electric motors 63 and 68, but also outputs control signals to the engine 17 and the motor generator 18, thereby Controls motor power and power generation.

  Next, the supply path of the lubricating oil and cooling water discharged from the pump units 65 and 70 will be described. FIG. 9 is a block diagram showing a lubricating oil supply path. FIG. 9A shows a supply path when the pump unit 65 is driven in a high load state, and FIG. 9B shows a drive path when the pump unit 65 is driven in a low load state. It shows the supply route when FIG. 10 is a block diagram showing a cooling water supply path, where (A) shows the supply path when the pump unit 70 is driven in a high load state, and (B) shows the pump unit 70 in a low load state. The supply path when driven by is shown. Note that members that are the same as those shown in FIGS. 4 and 5 are given the same reference numerals, and descriptions thereof are omitted.

  First, when it is determined that the engine 17 is in a high output state, the clutch mechanism 61 is engaged and the electric motor 63 is stopped, the main oil pump 62 is driven, and therefore, as shown in FIG. As described above, the oil amount corresponding to the high output state of the engine 17 is discharged from the main oil pump 62. On the other hand, when it is determined that the engine 17 is in the low output state or the driven state and the clutch mechanism 61 is released and the electric motor 63 is driven, only the sub oil pump 64 is driven. As shown in (B), the oil amount corresponding to the low output state or the driven state of the engine 17 is discharged from the sub oil pump 64.

  Further, when it is determined that the engine 17 is in a high output state, the clutch mechanism 66 is engaged and the electric motor 68 is stopped, the main water pump 67 is driven, and therefore, as shown in FIG. Thus, the amount of water corresponding to the high output state of the engine 17 is discharged from the main water pump 67. On the other hand, when it is determined that the engine 17 is in the low output state or the driven state and the clutch mechanism 66 is released and the electric motor 68 is driven, only the sub-water pump 69 is driven. As shown in (B), the amount of water corresponding to the low output state or driven state of the engine 17 is discharged from the sub-water pump 69.

  Thus, when the engine 17 is driven in a low output state or a driven state, such as when the hybrid vehicle 11 decelerates, the pump units 65 and 70 are driven in a low load state. The main oil pump 62 and the main water pump 67 can be stopped while maintaining the normal operating state, and mechanical loss of engine power and deceleration energy by the pump units 65 and 70 can be reduced. As a result, when the vehicle is decelerated, the motor generator 18 can be driven to generate power with more engine power and deceleration energy, and the engine power and deceleration energy can be used effectively, thereby improving energy efficiency. As a result, the fuel consumption of the engine 17 can be reduced. And since the conventional oil pump and water pump can be utilized, the cost of the pump units 65 and 70 which can switch discharge amount can be suppressed. In addition, by driving the sub oil pump 64 using the electric motor 63, various hydraulic devices such as a variable valve mechanism can be operated immediately after the engine 17 is started.

  9 and FIG. 10, the main oil pump 62 and the sub oil pump 64 are connected in parallel, and the main water pump 67 and the sub water pump 69 are connected in parallel. The present invention is not limited to this, and as shown in FIGS. 11A and 11B, the main oil pump 62 and the sub oil pump 64 may be connected in series, as shown in FIGS. As shown, the main water pump 67 and the sub-water pump 69 may be connected in series. FIG. 11 is a block diagram showing a lubricating oil supply path when oil pumps 62 and 64 are connected in series. FIG. 11A shows a supply path when the pump unit 65 is driven in a high load state. (B) shows the supply path when the pump unit 65 is driven in a low load state. FIG. 12 is a block diagram showing the cooling water supply path when the water pumps 67 and 69 are connected in series. FIG. 12A shows the supply path when the pump unit 70 is driven in a high load state. (B) shows a supply path when the pump unit 70 is driven in a low load state.

  Next, a driving device 80 according to another embodiment of the present invention will be described. FIG. 13 is a schematic diagram showing the configuration of a driving device 80 according to another embodiment of the present invention. In addition, about the member which is common in the member shown in FIG. 3, the same code | symbol is attached | subjected and the description is abbreviate | omitted.

  As shown in FIG. 13, in order to supply lubricating oil to the sliding portion of the engine 17, the drive device 80 is provided with an oil pump 81 as a pump mechanism connected to the crankshaft 20, and this oil pump From 81, the amount of lubricating oil corresponding to the high output state of the engine 17 is discharged. The suction port 81a and the discharge port 81b of the oil pump 81 are connected via a bypass passage 82, and an electromagnetic valve, that is, an electromagnetic switching valve 83 that can be switched between a communication state and a cutoff state is assembled in the bypass passage 82. It has been. When the pump unit 84 is driven in a high load state, the bypass passage 82 is closed by switching the electromagnetic switching valve 83 to a shut-off state, while when the pump unit 84 is driven in a low load state. By switching the electromagnetic switching valve 83 to the open state, the bypass passage 82 is opened.

  Similarly, the drive device 80 is provided with a water pump 85 as a pump mechanism connected to the crankshaft 20 to supply cooling water toward a water jacket such as a cylinder block. The cooling water of the amount corresponding to the high output state of the engine 17 is discharged. The suction port 85a and the discharge port 85b of the water pump 85 are connected via a bypass passage 86, and an electromagnetic valve, that is, an electromagnetic switching valve 87 that is switched between a communication state and a cutoff state is assembled in the bypass passage 86. It has been. When the pump unit 88 is driven in a high load state, the bypass passage 86 is closed by switching the electromagnetic switching valve 87 to the shut-off state, while when the pump unit 88 is driven in a low load state. By switching the electromagnetic switching valve 87 to the open state, the bypass passage 86 is opened.

  In order to switch these pump units 84 and 88 between a high load state and a low load state, the drive unit 80 is provided with a control unit 89 as pump control means. Detection signals are input to the control unit 89 from various sensors (not shown). The control unit 89 determines the engine 17 based on the accelerator pedal depression amount, the throttle opening, the engine speed, the fuel injection amount, the ignition timing, and the like. Determine the output status. When it is determined that the engine 17 is in a high output state, a valve closing signal is output to the electromagnetic switching valves 83 and 87 while it is determined that the engine 17 is in a low output state or a driven state. In this case, a valve opening signal is output to the electromagnetic switching valves 83 and 87. The control unit 89 not only outputs a control signal to the electromagnetic switching valves 83 and 87 but also outputs a control signal to the engine 17 and the motor generator 18, thereby generating engine power, motor power, and power generation amount. Etc. are controlled.

  Next, the supply path of the lubricating oil and cooling water discharged from the pump units 84 and 88 will be described. FIG. 14 is a block diagram showing a lubricating oil supply path. FIG. 14A shows a supply path when the pump unit 84 is driven in a high load state, and FIG. 14B shows a drive path when the pump unit 84 is driven in a low load state. It shows the supply route when FIG. 15 is a block diagram showing a cooling water supply path, where (A) shows the supply path when the pump unit 88 is driven in a high load state, and (B) shows the pump unit 88 in a low load state. The supply path when driven by is shown. Note that members that are the same as those shown in FIGS. 4 and 5 are given the same reference numerals, and descriptions thereof are omitted.

  First, when it is determined that the engine 17 is in a high output state and the electromagnetic switching valve 83 is switched to a shut-off state, the bypass passage 82 is closed by the electromagnetic switching valve 83 as shown in FIG. All the lubricating oil discharged from the oil pump 81 is supplied toward the cylinder block 55 and the like. On the other hand, when it is determined that the engine 17 is in the low output state or the driven state and the electromagnetic switching valve 83 is switched to the open state, as shown in FIG. By opening 82, part of the lubricating oil discharged from the oil pump 81 circulates along the bypass passage 82, and the amount of lubricating oil supplied toward the cylinder block 55 and the like is reduced.

  Similarly, when it is determined that the engine 17 is in the high output state and the electromagnetic switching valve 87 is switched to the cutoff state, the bypass passage 86 is closed by the electromagnetic switching valve 87 as shown in FIG. Thus, all the cooling water discharged from the water pump 85 is supplied toward the cylinder block 55 and the like. On the other hand, when it is determined that the engine 17 is in the low output state or the driven state and the electromagnetic switching valve 87 is switched to the open state, as shown in FIG. By opening 86, a part of the cooling water discharged from the water pump 85 circulates along the bypass passage 86, and the amount of cooling water supplied toward the cylinder block 55 and the like is reduced.

  Thus, when the hybrid vehicle 11 decelerates and the engine 17 is driven in a low output state or a driven state, the electromagnetic switching valves 83 and 87 are opened and the pump units 84 and 88 are in a low load state. Therefore, mechanical loss of engine power and deceleration energy by the pump units 84 and 88 can be reduced. As a result, when the vehicle is decelerated, the motor generator 18 can be driven to generate power with more engine power and deceleration energy, and the engine power and deceleration energy can be used effectively, thereby improving energy efficiency. As a result, the fuel consumption of the engine 17 can be reduced. In addition, a conventional oil pump or water pump can be used, and the pump has a simple structure in which the bypass passages 82 and 86 and the electromagnetic switching valves 83 and 87 are added, so that the discharge amount can be switched. The cost of the units 84 and 88 can be suppressed.

  Next, a driving device 90 according to another embodiment of the present invention will be described. FIG. 16 is a schematic diagram showing a configuration of a driving device 90 according to another embodiment of the present invention. In addition, about the member which is common in the member shown in FIG. 3, the same code | symbol is attached | subjected and the description is abbreviate | omitted.

  As shown in FIG. 16, in order to supply lubricating oil to the sliding portion or the like of the engine 17, the drive device 90 includes a main oil pump 91 as a first pump mechanism directly connected to the crankshaft 20, and an electric motor 92. And a sub-oil pump 93 as a second pump mechanism driven by the two pumps 91 and 93, and a pump unit 94 for lubricating oil is formed by these two pumps 91 and 93. Further, the amount of lubricating oil discharged only from the main oil pump 91 corresponds to the low output state and driven state of the engine 17 and is discharged from both the main oil pump 91 and the sub oil pump 93. The amount of lubricating oil to be supplied corresponds to the high output state of the engine 17. When such a pump unit 94 is driven in a high load state, both the oil pumps 91 and 83 are driven by driving the electric motor 92, while when the pump unit 94 is driven in a low load state. Only the main oil pump 91 is driven by stopping the electric motor 92.

  Similarly, the driving device 90 is driven by a main water pump 95 as a first pump mechanism directly connected to the crankshaft 20 and an electric motor 96 in order to supply cooling water toward a water jacket such as a cylinder block. A sub-water pump 97 as a second pump mechanism is provided, and a pump unit 98 for cooling water is formed by these two pumps 95, 97. The amount of cooling water discharged from the main water pump 95 corresponds to the low output state and driven state of the engine 17, and the cooling water discharged from both the main water pump 95 and the sub water pump 97. The amount of water corresponds to the high output state of the engine 17. When such a pump unit 98 is driven in a high load state, both the water pumps 95 and 97 are driven by driving the electric motor 96, while when the pump unit 98 is driven in a low load state. Only the main water pump 95 is driven by stopping the electric motor 96.

  In order to switch the pump units 94 and 98 between a high load state and a low load state, the drive device 90 is provided with a control unit 99 as pump control means. Detection signals are input to the control unit 99 from various sensors (not shown), and the control unit 99 controls the engine 17 based on the accelerator pedal depression amount, throttle opening, engine speed, fuel injection amount, ignition timing, and the like. Determine the output status. When it is determined that the engine 17 is in a high output state, a drive signal is output to the electric motors 92 and 96, while when it is determined that the engine 17 is in a low output state or a driven state. A stop signal is output to the electric motors 92 and 96. The control unit 99 not only outputs a control signal to the electric motors 92 and 96 but also outputs a control signal to the engine 17 and the motor generator 18, so that the engine power, motor power, power generation amount, etc. Is controlling.

  Next, the supply path of the lubricating oil and cooling water discharged from the pump units 94 and 98 will be described. FIG. 17 is a block diagram showing a lubricating oil supply path. FIG. 17A shows a supply path when the pump unit 94 is driven in a high load state, and FIG. 17B shows a drive path when the pump unit 94 is driven in a low load state. It shows the supply route when FIG. 18 is a block diagram showing a cooling water supply path, where (A) shows the supply path when the pump unit 98 is driven in a high load state, and (B) shows the pump unit 98 in a low load state. The supply path when driven by is shown. Note that members that are the same as those shown in FIGS. 4 and 5 are given the same reference numerals, and descriptions thereof are omitted.

  First, when it is determined that the engine 17 is in the high output state and the electric motor 92 is driven, the oil amount corresponding to the high output state of the engine 17 is the main oil pump as shown in FIG. 91 and the sub oil pump 93 are discharged. On the other hand, when it is determined that the engine 17 is in the low output state or the driven state and the electric motor 92 is stopped, only the main oil pump 91 is driven, as shown in FIG. The oil amount corresponding to the low output state and the driven state of the engine 17 is discharged from the main oil pump 91.

  When it is determined that the engine 17 is in the high output state and the electric motor 96 is driven, the amount of water corresponding to the high output state of the engine 17 is the main water pump 95 as shown in FIG. And the sub-water pump 97 are discharged. On the other hand, when it is determined that the engine 17 is in the low output state or the driven state and the electric motor 96 is stopped, only the main water pump 95 is driven, as shown in FIG. The amount of water corresponding to the low output state or driven state of the engine 17 is discharged from the main water pump 95.

  Thus, when the engine 17 is driven in a high output state, such as when the hybrid vehicle 11 is accelerated, the amount of lubricating oil and the amount of cooling water are compensated by driving the electric motors 92 and 96. The discharge amount of the main oil pump 91 and the main water pump 95 driven by the engine 17 can be reduced in accordance with the low output state and the driven state of the engine 17, and the load on the engine 17 can be kept low. It becomes. As a result, the mechanical loss of the engine power and deceleration energy by the pump units 94 and 98 can be reduced. Therefore, when the vehicle is decelerated, the motor generator 18 can be driven to generate power with more engine power and deceleration energy. Thus, the engine power and deceleration energy can be effectively used. Furthermore, energy efficiency can be improved, and the fuel consumption of the engine 17 can be reduced. And since the conventional oil pump and water pump can be utilized, the cost of the pump units 94 and 98 which can switch discharge amount can be suppressed. In addition, by driving the sub oil pump 93 using the electric motor 92, it is possible to operate various hydraulic devices such as a variable valve mechanism immediately after the engine 17 is started.

  In the block diagrams of FIGS. 17 and 18, the main oil pump 91 and the sub oil pump 93 are connected in parallel, and the main water pump 95 and the sub water pump 97 are connected in parallel. The present invention is not limited to this, and as shown in FIGS. 19A and 19B, a main oil pump 91 and a sub oil pump 93 may be connected in series, as shown in FIGS. 20A and 20B. As shown, the main water pump 95 and the sub-water pump 97 may be connected in series. FIG. 19 is a block diagram showing a lubricating oil supply path when oil pumps 91 and 93 are connected in series. FIG. 19A shows a supply path when the pump unit 94 is driven in a high load state. (B) shows a supply path when the pump unit 94 is driven in a low load state. FIG. 20 is a block diagram showing a cooling water supply path when the water pumps 95 and 97 are connected in series. FIG. 20A shows a supply path when the pump unit 98 is driven in a high load state. (B) shows a supply path when the pump unit 98 is driven in a low load state.

  It goes without saying that the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention. For example, in the illustrated case, the lubricating oil and cooling water pump units are switched between a low load state and a high load state, but only one of the pump units is switched between a low load state and a high load state. You may make it switch to. The illustrated hybrid vehicle 11 is a parallel type hybrid vehicle, but is not limited to this, and the drive device of the present invention may be applied to a series / parallel type hybrid vehicle.

  Further, in the driving device 80 shown in FIG. 13, when the engine 17 is in a high output state, the electromagnetic switching valves 83 and 87 are switched to a shut-off state, while when the engine 17 is in a low output state, Although the switching valves 83 and 87 are switched to the open state, the present invention is not limited to such an electromagnetic switching valve. By adopting a flow control valve as the electromagnetic valve, the bypass passage 82, 86 may be gradually opened and closed.

  Furthermore, an internal gear pump or an external gear pump is adopted as the oil pumps 41, 42, 62, 64, 81, 91, and a spiral pump is adopted as the water pumps 45, 46, 67, 69, 85, 95. Needless to say, the pump type is not limited to these pump types, and the pump type is appropriately set according to the engine specifications.

  Further, in the illustrated case, the crank pulley 20a is provided between the engine 17 and the oil pumps 41, 62, 81, 91. However, the present invention is not limited to this, and the engine 17 and the crank pulley 20a Oil pumps 41, 62, 81, 91 may be provided between them.

  Needless to say, the clutch mechanisms 44, 49, 61, 66 incorporated in the pump units 43, 47, 65, 70 may be friction clutches, mesh clutches, or electromagnetic clutches.

It is the schematic which shows the hybrid vehicle by which the drive device which is one embodiment of this invention is mounted. It is a skeleton figure which shows the internal structure of a drive device. It is the schematic which shows the structure of the drive device which is one embodiment of this invention. It is a block diagram which shows the supply path | route of lubricating oil, (A) shows a supply path | route when driving a pump unit in a high load state, (B) is a supply when driving a pump unit in a low load state The route is shown. It is a block diagram which shows the supply path | route of a cooling water, (A) shows a supply path | route when driving a pump unit in a high load state, (B) is a supply when driving a pump unit in a low load state The route is shown. It is a block diagram which shows the supply path | route of the lubricating oil at the time of connecting an oil pump in series, (A) shows a supply path | route when driving a pump unit in a high load state, (B) is a low load of a pump unit The supply path when driven in a state is shown. It is a block diagram which shows the supply path | route of the cooling water at the time of connecting a water pump in series, (A) shows a supply path | route when driving a pump unit in a high load state, (B) is a low load of a pump unit The supply path when driven in a state is shown. It is the schematic which shows the structure of the drive device which is other embodiment of this invention. It is a block diagram which shows the supply path | route of lubricating oil, (A) shows a supply path | route when driving a pump unit in a high load state, (B) is a supply when driving a pump unit in a low load state The route is shown. It is a block diagram which shows the supply path | route of a cooling water, (A) shows a supply path | route when driving a pump unit in a high load state, (B) is a supply when driving a pump unit in a low load state The route is shown. It is a block diagram which shows the supply path | route of the lubricating oil at the time of connecting an oil pump in series, (A) shows a supply path | route when driving a pump unit in a high load state, (B) is a low load of a pump unit The supply path when driven in a state is shown. It is a block diagram which shows the supply path | route of the cooling water at the time of connecting a water pump in series, (A) shows a supply path | route when driving a pump unit in a high load state, (B) is a low load of a pump unit The supply path when driven in a state is shown. It is the schematic which shows the structure of the drive device which is other embodiment of this invention. It is a block diagram which shows the supply path | route of lubricating oil, (A) shows a supply path | route when driving a pump unit in a high load state, (B) is a supply when driving a pump unit in a low load state The route is shown. It is a block diagram which shows the supply path | route of a cooling water, (A) shows a supply path | route when driving a pump unit in a high load state, (B) is a supply when driving a pump unit in a low load state The route is shown. It is the schematic which shows the structure of the drive device which is other embodiment of this invention. It is a block diagram which shows the supply path | route of lubricating oil, (A) shows a supply path | route when driving a pump unit in a high load state, (B) is a supply when driving a pump unit in a low load state The route is shown. It is a block diagram which shows the supply path | route of a cooling water, (A) shows a supply path | route when driving a pump unit in a high load state, (B) is a supply when driving a pump unit in a low load state The route is shown. It is a block diagram which shows the supply path | route of the lubricating oil at the time of connecting an oil pump in series, (A) shows a supply path | route when driving a pump unit in a high load state, (B) is a low load of a pump unit The supply path when driven in a state is shown. It is a block diagram which shows the supply path | route of the cooling water at the time of connecting a water pump in series, (A) shows a supply path | route when driving a pump unit in a high load state, (B) is a low load of a pump unit The supply path when driven in a state is shown.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Drive apparatus 11 Hybrid vehicle 17 Engine 18 Motor generator (generator)
20 Crankshaft 41 Main oil pump (first pump mechanism)
42 Sub oil pump (second pump mechanism)
43 Pump unit 44 Clutch mechanism 45 Main water pump (first pump mechanism)
46 Sub-water pump (second pump mechanism)
47 Pump unit 49 Clutch mechanism 50 Control unit (pump control means)
60 Drive device 61 Clutch mechanism 62 Main oil pump (first pump mechanism)
63 Electric motor 64 Sub oil pump (second pump mechanism)
65 Pump unit 66 Clutch mechanism 67 Main water pump (first pump mechanism)
68 Electric motor 69 Sub-water pump (second pump mechanism)
70 Pump unit 71 Control unit (pump control means)
80 Drive device 81 Oil pump (pump mechanism)
81a Suction port 81b Discharge port 82 Bypass passage 83 Electromagnetic switching valve (solenoid valve)
84 Pump unit 85 Water pump (pump mechanism)
85a Suction port 85b Discharge port 86 Bypass passage 87 Electromagnetic switching valve (solenoid valve)
88 Pump unit 89 Control unit (pump control means)
90 Drive device 91 Main oil pump (first pump mechanism)
92 Electric motor 93 Sub oil pump (second pump mechanism)
94 Pump unit 95 Main water pump (first pump mechanism)
96 Electric motor 97 Sub-water pump (second pump mechanism)
98 pump unit 99 control unit (pump control means)

Claims (5)

A generator coupled to the crankshaft of the engine and driven to generate electricity by engine power or deceleration energy;
A pump unit connected to a crankshaft of the engine and switched between a high load state for increasing a fluid discharge amount and a low load state for decreasing a discharge amount;
When the engine is driven in a high output state, the pump unit is switched to a high load state, whereas when the engine is driven in a low output state or a driven state, the pump unit is switched to a low load state. And a pump control means for switching to
When the engine is in a low output state or in a driven state, the engine power or deceleration energy distributed to the generator is increased by switching the pump unit to a low load state to reduce mechanical loss. A hybrid vehicle drive device. In the hybrid vehicle drive device according to claim 1,
The pump unit includes a first pump mechanism coupled to the crankshaft, and a second pump mechanism coupled to the crankshaft via a clutch mechanism,
The hybrid vehicle drive device characterized in that the pump control means switches the pump unit to a low load state by opening the clutch mechanism. In the hybrid vehicle drive device according to claim 1,
The pump unit includes a first pump mechanism coupled to the crankshaft via a clutch mechanism, and a second pump mechanism coupled to an electric motor,
The hybrid vehicle drive device characterized in that the pump control means switches the pump unit to a low load state by opening the clutch mechanism and driving the electric motor. In the hybrid vehicle drive device according to claim 1,
The pump unit includes a pump mechanism coupled to the crankshaft, a bypass passage that connects a suction port and a discharge port of the pump mechanism, and an electromagnetic valve that opens and closes the bypass passage,
The hybrid vehicle drive device characterized in that the pump control means switches the pump unit to a low load state by opening the bypass passage using the electromagnetic valve. In the hybrid vehicle drive device according to claim 1,
The pump unit includes a first pump mechanism coupled to the crankshaft and a second pump mechanism coupled to an electric motor,
The pump control means switches the pump unit to a low load state by stopping the electric motor, and switches the pump unit to a high load state by driving the electric motor. apparatus.

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