JP2008286247A - Oil level adjusting device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent a rotor from agitating oil by adjusting the level of oil in a motor chamber of a transmission for a hybrid vehicle to a level within a fixed range. <P>SOLUTION: This oil level adjusting device comprises an oil catch tank 21, and a float valve mechanism 31 for opening/closing oil supply passages 23, 24. The float valve mechanism 31 consists of a valve element 33 to be moved up and down to open/close the oil supply passages, floats 34 floating on oil surfaces X1, X2 in the motor chambers S1, S2, connection members 35 each connecting the valve element 33 in vertical linkage to the float 34 in the state that the valve element 33 and the float 34 are arranged upside and downside, respectively, and supporting parts 36 each supporting the connection member 35 so that the valve element 33 and the float 34 are movable up and down. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an oil level adjusting device for adjusting an oil level in a driving device such as a transmission mounted on a vehicle such as an automobile. In particular, the present invention relates to an oil level adjusting device for adjusting the level of motor cooling oil in a transmission of a hybrid vehicle that uses an internal combustion engine and a motor as a power source.

  In hybrid vehicles, an oil cooling system is often adopted to cool the heat of the motor. For example, Patent Document 1 discloses a technique in which oil is stored in a motor chamber and cooled by immersing the motor in oil.

Further, in a transmission of a hybrid vehicle, an oil cooling method in which oil is actively applied to the motor is employed to cool the heat of the motor. For example, an oil supply path is provided from the oil catch tank in the gear chamber of the transmission case (for example, an oil catch tank as disclosed in Patent Document 2) to the motor chamber, and the oil stored in the oil catch tank is supplied to the motor. The motor is cooled by pouring. The oil in the oil catch tank has received the oil splashed up by the rotation of the gear in the gear chamber. The oil poured into the motor chamber returns to the gear chamber via the bottom of the motor chamber, and is sent again to the oil catch tank by the rotation of the gear.
JP 2001-37129 A Japanese Utility Model Publication No. 5-10856 JP-A-8-42469

  However, the balance between the flow rate of oil poured from the oil catch tank to the motor chamber and the flow rate of oil recirculated from the motor chamber to the gear chamber is lost depending on the vehicle running condition such as the vehicle speed and the vehicle posture. In some cases, the flow rate of oil supplied from the catch tank to the motor chamber is much higher than the flow rate of oil returned from the motor chamber to the gear chamber.

  When this happens, the oil level of the oil stored in the motor chamber (hereinafter also referred to as “stored oil”) rises and a part of the rotor of the motor is immersed in the stored oil, and the stirring oil resistance or the The shear resistance of the stored oil is generated. As a result, the drive efficiency of the transmission is greatly deteriorated, and the fuel consumption of the vehicle is deteriorated.

  In order to prevent the stirring resistance of the stored oil by the rotor, it is conceivable to suppress the flow rate of the oil supplied to the motor chamber. However, if the oil flow rate is suppressed, the cooling efficiency of the motor is reduced, and the motor may overheat and the vehicle may not run. Alternatively, the motor output must be limited so that the motor does not overheat.

  It is also conceivable to adopt a water cooling method or the like as the motor cooling method instead of the oil cooling method to solve the above problem. However, the water cooling system has problems such as an increase in cost and weight because the cooling structure is complicated.

  In the motor disclosed in Patent Document 1, a device for reducing oil agitation resistance is devised by the shape of the rotor. However, with this technique, although the stirring resistance of the oil generated in the rotor can be reduced to some extent, it cannot be completely eliminated. In addition, the technique disclosed in Patent Document 1 has a problem in that the cost of manufacturing the rotor is high because the structure of the rotor is complicated.

  Patent Document 3 discloses a technique for keeping the oil level in the scroll compressor constant by a float mechanism. However, since the structure in the scroll compressor and the structure in the transmission of the vehicle are greatly different, it is difficult to apply the float mechanism disclosed in Patent Document 3 as it is in the transmission.

  The present invention has been made in view of the above problems, and prevents the stored oil from being agitated by the rotor of the motor by adjusting the oil level of the stored oil in the motor chamber in the transmission of the hybrid vehicle to a certain range. An object of the present invention is to provide an oil level adjusting device that makes it possible.

  As means for solving the above-described problems, the oil level adjusting device of the present invention is configured as follows. That is, the oil level adjusting device of the present invention receives oil splashed by the rotation of the gear in the gear chamber, supplies the oil to the supply chamber through an oil supply path communicating with the supply chamber, and the oil supply A float valve mechanism for opening and closing the path. The float valve mechanism is configured so that the valve body that opens and closes the oil supply path by moving up and down, the floating body that floats on the oil surface in the supply chamber, and the valve body and the floating body are interlocked in the vertical direction. A connecting member that connects the floating body with the valve body on top and a support member that supports the connecting member so that the valve body and the floating body can move up and down; Further, when the oil level in the supply chamber is higher than a predetermined position, the valve body closes the oil supply path, and when the oil level in the supply chamber is lower than a predetermined position, the valve body is in the oil supply path. The floating body and the valve body are spaced apart from each other in the vertical direction so as to open the opening.

  With this configuration, when the oil level in the supply chamber rises, the floating body floating on the oil level rises together with the oil level, and the valve body interlocking with the oil level in the vertical direction also rises. And if the oil level in a supply chamber becomes higher than a predetermined position, a valve body will obstruct | occlude an oil supply path. If it does so, the oil supply to the oil level in a supply chamber will stop, and the oil level in the same chamber will fall. Thereafter, when the oil level in the supply chamber becomes lower than a predetermined position, the valve element opens the oil supply path. Then, the oil supply into the supply chamber is resumed, and the oil level in the chamber rises. When the oil level becomes higher than the predetermined position again, the above operation is repeated, and finally the oil level of the oil stored in the supply chamber is adjusted within a certain range.

  Further, the oil level adjusting device of the present invention may be configured as follows. That is, the oil level adjusting device of the present invention receives oil splashed by the rotation of the gear in the gear chamber and supplies oil to the supply chamber through an oil supply path communicating with the supply chamber, and the gear chamber. And a float valve mechanism for opening and closing an air passage communicating with the supply chamber. The float valve mechanism moves up and down so that the valve body that opens and closes the air passage, the floating body that floats on the oil level in the supply chamber, and the valve body and the floating body are interlocked in the vertical direction. A connecting member that connects the floating body with the valve body on top and a support member that supports the connecting member so that the valve body and the floating body can move up and down; When the oil level in the supply chamber is higher than a predetermined position, the valve body closes the air passage, and when the oil level in the supply chamber is lower than a predetermined position, the valve body is the air passage. The floating body and the valve body are spaced apart from each other in the vertical direction so as to open the opening.

  With this configuration, when the oil level in the supply chamber rises, the floating body floating on the oil level rises together with the oil level, and the valve body interlocking with the oil level in the vertical direction also rises. When the oil level in the supply chamber becomes higher than a predetermined position, the valve body closes the air passage. Then, the air pressure in the supply chamber rises above the air pressure in the gear chamber, and a differential pressure is generated between the air in the supply chamber and the air in the gear chamber. Due to this differential pressure, the amount of oil recirculated from the supply chamber to the gear chamber increases, and the oil level in the supply chamber decreases. Thereafter, when the oil level in the supply chamber becomes lower than a predetermined position, the valve element opens the air passage. Then, the differential pressure gradually disappears, the amount of oil recirculated from the supply chamber to the gear chamber returns to the original state and decreases, and the oil level in the supply chamber rises. When the oil level becomes higher than the predetermined position again, the above operation is repeated, and finally the oil level of the oil stored in the supply chamber is adjusted within a certain range.

  In the oil level adjusting device of the present invention, in any one of the configurations described above, the supply chamber may be a motor chamber in which a motor is disposed.

  According to the oil level adjusting apparatus according to this configuration, the predetermined position is set so that the oil level of the oil stored in the motor chamber does not reach the rotor, thereby preventing agitation of the stored oil by the motor. Can do.

  According to the oil level adjusting device of the present invention, the oil level in the supply chamber can be adjusted to an appropriate level, and the oil level of the oil stored in the motor chamber reaches the rotor of the motor. It can also be prevented.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the embodiment of the present invention, a case where the oil level adjusting device is applied to a transaxle as a front drive unit in a hybrid vehicle will be described as an example.

  In FIG. 1, 1 is an internal combustion engine, 2 is a wheel, 3 is a transaxle, and 4 is a control device for the transaxle 3.

  Along with the operation of the internal combustion engine 1, the crankshaft 1 a that is an output shaft is rotationally driven, and the wheels 2 are driven forward or backward via the transaxle 3.

  The transaxle 3 is a so-called two-motor type, and includes a first motor generator 5 that mainly functions as a generator, a second motor generator 6 that mainly functions as an electric motor, a power split mechanism 7, a speed change mechanism 8, and a differential. 9 and a damper mechanism 10 or the like.

  Each component 5-10 of the said transaxle 3 is accommodated in case 3a. In the case 3a, partition walls L1, L2, and L3 extending in a direction substantially orthogonal to the input shaft 11 are provided. By these partition walls L1 to L3, the case 3a has a first motor chamber S1 in which the first motor generator 5 is installed, a gear chamber S2 in which a power split mechanism 7, a transmission mechanism 8, a differential 9 and the like are installed. The second motor generator 6 is partitioned into a second motor chamber S3.

  Since the basic configuration of each of the components 5 to 10 of the transaxle 3 and the operation of the transaxle 3 are well known, the detailed configuration will be omitted here and the schematic configuration will be described.

  The first and second motor generators 5 and 6 are fixedly disposed so as to face the rotors 5a and 6a in a non-contact manner with the rotors 5a and 6a fixed to the input shaft 11 and the case 3a of the transaxle 3, respectively. Stators 5b and 6b. The rotors 5a and 6a are composed of permanent magnets or the like. The stators 5b and 6b have a configuration in which a three-phase coil that forms a rotating magnetic field is wound around an iron core. The inverter (not shown) connected to the three-phase coil is controlled by the control device 4 so that the first and second motor generators 5 and 6 function as a generator or an electric motor.

  The power split mechanism 7 has a single pinion type planetary gear mechanism, and outputs power output from at least one of the internal combustion engine 1 and the second motor generator 6 to a counter drive gear 12, a counter driven gear 13, a final drive pinion gear 14, and This is transmitted to the differential 9 through the final ring gear 15.

  The speed change mechanism 8 has a single-pinion type planetary gear mechanism, and decelerates the power output from at least one of the internal combustion engine 1 and the second motor generator 6 with an appropriate reduction ratio, and the counter drive gear 12, counter driven gear 13, and transmitted to the differential 9 through the final drive pinion gear 14 and the final ring gear 15. That is, the speed change mechanism 8 here is configured in such a manner that the planetary gear mechanism is used as a speed reducer. However, the speed change mechanism 8 is referred to as a speed change mechanism because it only shifts and outputs the input rotational power. .

  The differential 9 is a two-pinion type, and distributes and transmits the power input from the final ring gear 15 to the left and right wheels 2 and 2 as necessary.

  The damper mechanism 10 suppresses and absorbs torque fluctuations between the crankshaft 1a and the input shaft 11.

  In the case 3a that houses the components of the transaxle 3 as described above, the lubrication necessary portions of the components are lubricated, and the first and second motor generators 5 and 6 are cooled. Of oil is enclosed. Examples of the lubrication-needed portion mainly include a meshing portion between the gears of the power split mechanism 7 and the transmission mechanism 8.

  2 and 3 are simplified diagrams for explaining the lubrication system in the gear chamber S2 and the oil cooling system in the motor chambers S1 and S3. FIG. 2 is a simplified cross section orthogonal to the axis of the input shaft 11 in the gear chamber S2. In order to facilitate understanding of the structure, the thickness of the member is omitted. 3 is a cross-sectional view taken along the line AA in FIG. However, the partition walls L1 to L3 and the case 3a are thick, and the cross-section of the float valve mechanism 31 described later is omitted.

  As shown in FIG. 2, oil for lubrication and cooling (filled region in the figure) is stored on the bottom side of the case 3a of the transaxle 3, and rotation of a gear in the gear chamber S2, for example, the final ring gear 15 is rotated. As a result, it is lifted up and led to the above-mentioned lubrication required site. Further, a part of the splashed oil is received in an oil catch tank 21 installed above the case 3a and temporarily stored therein, from which the first and second motor chambers S1, S3 ( 3) for supplying oil to the first and second motor generators 5 and 6, respectively.

  The oil catch tank 21 includes a part of the case 3a, partition walls L2, L3, and a tank bottom wall 21a (a bottom wall formed along the outer diameter side of the power split mechanism 7, the final drive pinion gear 14, etc.). ing. The tank bottom wall 21a is provided with an oil return hole 21b for returning oil to the gear chamber S2.

  As shown in FIG. 3, the first motor chamber S1 and the second motor chamber S3 are disposed on both sides of the gear chamber S2 and separated by partition walls L2 and L3, respectively. In the gear chamber S2, an arc-shaped partition wall 22 that rises in a cross-sectional arc shape from the bottom surface of the case 3a of the transaxle 3 to a height position similar to the central axis of the final ring gear 15 along the outer diameter side of the final ring gear 15 is provided. Is provided. The arc chamber 22 separates the gear chamber S2 into a first gear chamber S2a and a second gear chamber S2b. Above the arc chamber 22, the first gear chamber S2a and the second gear chamber S2b Are in communication with each other.

  The partition walls L2 and L3 are provided with oil supply passages 23 and 24, oil flow passages 25 to 28, and air passages 29 and 30 that pass through the partition walls L2 and L3, respectively.

  The oil supply paths 23 and 24 are provided to supply the oil stored in the oil catch tank 21 to the first motor chamber S1 and the second motor chamber S3, respectively, and the oil catch tank 21 (gear chamber S2) and The first motor chamber S1 or the second motor chamber S3 is communicated.

  The oil flow passages 25 and 26 communicate with the second gear chamber S2b and the first motor chamber S1 or the second motor chamber S3, and are provided to circulate oil between these chambers.

  The oil flow passages 27 and 28 communicate with the first gear chamber S2a and the first motor chamber S1 or the second motor chamber S3, and are provided to circulate oil between these chambers. .

  The air passages 29 and 30 communicate the gear chamber S2 with the first motor chamber S1 or the second motor chamber S3, and allow air to flow between these chambers so that an internal pressure difference between the chambers can be obtained. It is provided to suppress the occurrence of

<First Embodiment of Oil Level Adjusting Device>
Hereinafter, an oil level adjusting device that adjusts the oil level of the oil stored in the first motor chamber S1 and the second motor chamber S3 within a certain range will be described in detail.

  The oil level adjusting device according to the first embodiment of the present invention mainly includes an oil catch tank 21, float valve mechanisms 31, 31 and the like.

  As described above, the oil catch tank 21 is installed above the gear chamber S2, and oil supply paths 23 and 24 communicating with the first and second motor chambers S1 and S3 are formed on both sides of the oil catch tank 21. Has been.

  The float valve mechanism 31 mainly includes a valve body 33, a floating body 34, a connecting member 35, a support portion 36, and the like.

  The valve body 33 opens and closes the oil supply passage 23 or 24 by moving up and down when buoyancy of a floating body 34 described later is transmitted. The valve body 33 can be made of various materials such as rubber, resin, and metal. The oil supply passages 23 and 24 may be closed as long as the amount of oil supply from the oil supply passages 23 and 24 to the first motor chamber S1 and the second motor chamber S3 can be limited to some extent, and there is no leakage. Not required until blocked.

  The floating body 34 is floated on the oil surface of the oil stored in the first motor chamber S1 or the second motor chamber S3. The floating body 34 only needs to have a buoyancy enough to float on the oil surface while supporting the weight of the valve body 33 and the connecting member 35. In particular, the material to be used for the floating body 34 is not limited, but it is desirable to use a material having a large buoyancy per volume, such as a foamed resin or a hollow resin member. This is because space saving of the float valve mechanism 31 is achieved.

  The connecting member 35 connects the valve body 33 with the floating body 34 down and connects the valve body 33 and the floating body 34 in the vertical direction. For example, as shown in FIGS. 2 and 3, a straight shaft member is used for the connecting member 35, the valve body 33 is fixed on the upper side of the connecting member 35, and the floating body 34 is provided on the lower side of the connecting member 35. Is fixed.

  The support part 36 supports the connection member 35 so that the valve body 33 and the floating body 34 can move up and down. For example, as shown in FIGS. 2 and 3, as the support portion 36, a plurality of bearings 36 and 36 that support a connecting member 35 made of a straight shaft member so as to be slidable in the vertical direction are spaced apart from each other vertically. L2 is fixed to the first motor chamber S1 side and the partition L3 is fixed to the second motor chamber S3 side. The number of support portions 36 provided in each float valve mechanism 31 may be increased or decreased from the two illustrated. However, when the number of the support portions 36 is one, it is desirable to employ one having a wide bearing width in order to prevent the connecting member 35 from being inclined.

  In the float valve mechanism 31 having the above configuration, the floating body 34 is connected to the floating body 34 that floats on the oil surface when the oil surface height in the first motor chamber S1 and the second motor chamber S3 is higher than a predetermined position. The valve body 33 and the floating body 34 are spaced apart from each other in the vertical direction so that the valve body 33 is closed from the first motor chamber S1 and the second motor chamber S3 side.

  Specifically, before the oil level in the first motor chamber S1 and the second motor chamber S3 reaches the rotors 5a and 6a, the valve bodies 33 and 33 are in the first motor chamber S1 and the second motor chamber S3. The vertical gap between the floating body 34 and the valve body 33 is determined so as to block the oil supply paths 23 and 24. That is, the length of the connecting member 35 and the fixing positions of the floating body 34 and the valve body 33 with respect to the connecting member 35 are determined so as to be so.

<Operation of oil level adjusting device>
First, the flow of oil will be briefly described with reference to FIGS. The oil stored on the bottom side of the second gear chamber S2b is splashed up by the rotation of the final ring gear 15, guided to the above-described lubrication required portion, and received and stored in the oil catch tank 21.

  The oil stored in the oil catch tank 21 is supplied from the oil supply passages 23 and 24 to the first motor chamber S1 and the second motor chamber S3, respectively, and the first motor generator 5 and the second motor generator 6 are oil-cooled. Is done. The oil supplied to the first motor chamber S1 and the second motor chamber S3 and stored on the bottom side of the chambers is returned to the gear chamber S2 through the oil flow passages 25-28. Oil is also recirculated to the gear chamber S2 from an oil recirculation hole 21b provided on the bottom side of the oil catch tank 21.

  The oil in the first gear chamber S2a passes through the communication hole 22a provided on the lower side of the arc-shaped partition wall 22 due to the head difference between the oil in the first gear chamber S2a and the oil in the second gear chamber S2b. It is fed to the gear chamber S2b side. Since the oil in the second gear chamber S2b is always supplied upward by the rotation of the final ring gear 15, the oil level on the second gear chamber S2b side tends to be lower than the oil level in the first gear chamber S2a. Therefore, oil is fed from the first gear chamber S2a to the second gear chamber S2b through the communication hole 22a.

  The opening areas of the oil supply passages 23 and 24, the oil flow passages 25 to 28, and the air passages 29 and 30 are such that when the final ring gear 15 rotates, the first gear chamber S2a, the second gear chamber S2b, and the first motor chamber. It is determined so that oil is stored in a well-balanced manner in each of the S1 and second motor chambers S3.

  Even if the balance is lost due to the vehicle speed, the vehicle posture, etc., and the oil level in the first motor chamber S1 and the second motor chamber S3 rises, the oil level remains on the rotor 5a, Before reaching 5b, the oil level adjusting device according to the present invention suppresses the rise of the oil level.

  Hereinafter, the operation of the oil level adjusting device, particularly the operation of the float valve mechanism 31 will be described in detail.

  Hereinafter, the operation of the float valve mechanism 31 when the oil level moves up and down in the first motor chamber S1 will be described as an example. Since the operation of the float valve mechanism 31 when the oil level moves up and down in the second motor chamber S3 is the same as the operation when the oil level moves up and down in the first motor chamber S1, the description thereof is omitted.

  When the flow rate of oil supplied from the oil catch tank 21 to the first motor chamber S1 through the oil supply passage 23 is larger than the flow rate of oil returned from the first motor chamber S1 to the gear chamber S2 through the oil flow passages 25 and 27. The oil level X1 in the first motor chamber S1 rises.

  When the oil level X1 in the first motor chamber S1 rises, the floating body 34 floating on the oil level X1 also rises, and the valve body 33 also rises in conjunction with this. If it does so, the valve body 33 will obstruct | occlude the oil supply path 23 gradually with a raise. When the oil level X1 in the first motor chamber S1 reaches a predetermined position, here, between the rotor 5a and the stator 5b, as shown in FIGS. The oil supply path 23 is closed on the motor chamber S1 side, and the supply of oil from the oil catch tank 21 to the first motor chamber S1 is stopped or suppressed.

  When only the oil level X1 in the first motor chamber S1 rises and the oil level X2 in the second motor chamber S3 does not rise, as shown in FIGS. 4 and 5, the second motor chamber S3 The valve element 33 of the inner float valve mechanism 31 maintains the state in which the oil supply path 24 is opened.

  Even when the oil supply passage 23 is closed by the valve element 33 of the float valve mechanism 31 in the first motor chamber S1, oil flows back from the first motor chamber S1 to the gear chamber S2 through the oil flow passages 25 and 27. Therefore, the oil level X1 in the first motor chamber S1 gradually decreases. As the oil level X1 decreases, the floating body 34 floating on the oil level X1 also decreases, and in conjunction with this, the valve body 33 also decreases and the oil supply path 23 is gradually opened. Then, the float valve mechanism 31 returns to the state shown in FIGS. When the oil level X1 in the first motor chamber S1 rises again, the float valve mechanism 31 repeats the above operation.

  By operating the float valve mechanism 31 in this way, the oil level X1 in the first motor chamber S1 can be adjusted to a certain range, and a part of the rotor 5a of the first motor generator 5 is in the oil. It is possible to prevent the first motor generator 5 from generating oil agitation resistance by being immersed. Of course, the oil level X2 in the second motor chamber S3 is also adjusted to a certain range by the operation of the float valve mechanism 31 and the like in the second motor chamber S3.

<Second Embodiment of Oil Level Adjusting Device>
Hereinafter, an oil level adjusting device according to a second embodiment of the present invention will be described with reference to FIGS. In addition, about the structure similar to the structure demonstrated in 1st Embodiment, the same code | symbol is attached | subjected and the description is abbreviate | omitted.

  As shown in FIGS. 6 and 7, the oil level adjusting device according to the second embodiment of the present invention is mainly provided in the oil catch tank 21, the float valve mechanisms 51 and 51, and the partition walls L2 and L3, respectively. It comprises air passages 29, 30 and the like.

  The float valve mechanism 51 mainly includes a valve body 33, a floating body 34, a connecting member 35A, a support portion 36, and the like. The valve body 33 opens and closes the air passages 29 and 30 when the buoyancy of the floating body 34 is transmitted and moves up and down. The valve body 33 can be made of various materials such as rubber, resin, and metal. The air passages 29 and 30 may be blocked as long as the air pressure in the first motor chamber S1 and the second motor chamber S3 can be made somewhat higher than the gear chamber S2, so that the air passages 29 and 30 are not leaked completely. Not required until blocked.

  The floating body 34, the connecting member 35A, and the support portion 36 are the same as those described in the first embodiment, and perform the same functions.

  In the float valve mechanism 51 having the above configuration, the floating body 34 is connected to the floating body 34 that floats on the oil surface when the oil surface height in the first motor chamber S1 and the second motor chamber S3 is higher than a predetermined position. The valve body 33 and the floating body 34 are in the vertical direction so that the valve body 33 closes the air passages 29 and 30 provided in the partition walls L2 and L3 from the first motor chamber S1 and the second motor chamber S3 side. Are arranged at intervals.

  Specifically, before the oil level in the first motor chamber S1 and the second motor chamber S3 reaches the rotors 5a and 6a, the valve bodies 33 and 33 are located on the first motor chamber S1 and second motor chamber S3 side. The vertical distance between the floating body 34 and the valve body 33 is determined so as to block the air passages 29 and 30 respectively. That is, the length of the connecting member 35A, the fixed positions of the floating body 34 and the valve body 33 with respect to the connecting member 35A, and the like are determined so as to be so.

  In the present embodiment, any of the oil flow passages 25 to 28 is provided at a position lower than the lower ends of the rotors 5a and 6a. When the oil level in the first motor chamber S1 and the second motor chamber S3 reaches the predetermined position, the oil flow passages 25-28 are immersed in the oil, and the oil flow passages 25-28. This is to prevent air from flowing out from the first motor chamber S1 and the second motor chamber S3 to the gear chamber S2.

  In the present embodiment, the first motor chamber S1 and the second motor chamber S3 include the gear chamber S2 in addition to the oil supply passages 23 and 24, the air passages 29 and 30, and the oil flow passages 25 to 28. There are no holes or passages for air to enter or exit. Furthermore, the first motor chamber S1 and the second motor chamber S3 do not have a space other than the gear chamber S2 and holes and passages for allowing air to enter and exit.

<Operation of oil level adjusting device>
Even when the balance of the oil stored in each chamber is lost due to the vehicle speed, the vehicle posture, etc., and the oil level in the first motor chamber S1 and the second motor chamber S3 rises. Before the oil level reaches the rotors 5a and 5b, the oil level adjusting device according to the second embodiment of the present invention prevents the oil level from rising.

  Hereinafter, the operation of the oil level adjusting device according to the second embodiment, particularly the operation of the float valve mechanism 51 will be described in detail. In the following, the operation of the float valve mechanism 51 when the oil level moves up and down in the first motor chamber S1 will be described as an example. The operation of the float valve mechanism 51 when the oil level moves up and down in the second motor chamber S3 is the same as the operation when the oil level moves up and down in the first motor chamber S1, and thus the description thereof is omitted.

  When the flow rate of oil supplied from the oil catch tank 21 to the first motor chamber S1 through the oil supply passage 23 is larger than the flow rate of oil returned from the first motor chamber S1 to the gear chamber S2 through the oil flow passages 25 and 27. The oil level X1 in the first motor chamber S1 rises.

  When the oil level X1 in the first motor chamber S1 rises, the floating body 34 floating on the oil level X1 also rises, and the valve body 33 also rises in conjunction with this. Then, the valve body 33 gradually closes the air passage 29 as it rises. When the oil level X1 in the first motor chamber S1 reaches a predetermined position, here, between the rotor 5a and the stator 5b, as shown in FIGS. The air passage 29 is closed on the motor chamber S1 side.

  In the process of closing and closing the opening area of the air passage 29 by the valve body 33, the oil level X1 in the first motor chamber S1 rises and the oil flow passages 25 and 27 are in the first motor chamber S1. Therefore, the air in the first motor chamber S1 is compressed in a substantially sealed state. Along with this, the air pressure in the first motor chamber S1 rises, and an internal pressure difference is generated between the first motor chamber S1 and the gear chamber S2. That is, the air pressure in the first motor chamber S1 is higher than the air pressure in the gear chamber S2.

  Then, due to the internal pressure difference between the first motor chamber S1 and the gear chamber S2, the oil flows from the first motor chamber S1 to the gear chamber S2 through the oil flow passages 25 and 27, or the flow rate of the flowing oil increases. . As a result, the oil level X1 in the first motor chamber S1 decreases, while the oil level X3 in the gear chamber S2 increases. As the oil level X1 in the first motor chamber S1 decreases, the floating body 34 floating on the oil level X1 also decreases, and in conjunction with this, the valve body 33 also decreases and the air passage 29 is gradually opened. Then, the float valve mechanism 51 returns to the state as shown in FIGS. When the oil level X1 in the first motor chamber S1 rises again, the float valve mechanism 51 repeats the above operation.

  By operating the float valve mechanism 51 in this way, the oil level X1 in the first motor chamber S1 can be adjusted to a certain range, and a part of the rotor 5a of the first motor generator 5 is in the oil. It is possible to prevent the oil agitating resistance from being generated in the first motor generator 5. Of course, the oil level X2 in the second motor chamber S3 is also adjusted to a certain range by the operation of the float valve mechanism 51 and the like in the second motor chamber S3.

  According to the oil level adjusting apparatus according to the first and second embodiments described above, the first motor chamber S1 and the second motor chamber S3, which are supply chambers to which oil is supplied from the oil catch tank 21, are provided. The oil levels X1 and X2 can be adjusted to an appropriate level. As a result, it is possible to prevent the oil levels X1 and X2 of the oil stored in the first motor chamber S1 and the second motor chamber S3 from reaching the rotors 5a and 6a of the motor generators 5 and 6, and the rotor 5a. , 6a can be prevented from generating oil stirring resistance and the like.

  Further, since the float valve mechanisms 31 and 51 of the oil level adjusting device according to the first and second embodiments can be installed in a small space, a transmission with a small free space such as a transaxle of a hybrid vehicle. Even in the case, it can be installed without requiring a large design change.

  The present invention can be applied to, for example, an oil level adjusting device that adjusts the oil level in a motor chamber in a transaxle of a hybrid vehicle.

It is a conceptual diagram which shows the transaxle for hybrid vehicles in embodiment of this invention. It is a figure which shows the cross section orthogonal to the axial center of an input shaft in the gear chamber of the transaxle which concerns on 1st Embodiment, Comprising: It is simplified. Note that the oil level of the first motor chamber is lowered. It is an AA cross section of FIG. However, the partition walls and the case are thick, and the cross section of the float valve mechanism is omitted. It is a figure which shows the cross section orthogonal to the axial center of an input shaft in the gear chamber of the transaxle which concerns on 1st Embodiment, Comprising: It is simplified. Note that the oil level of the first motor chamber is raised. It is an AA cross section of FIG. However, the partition walls and the case are thick, and the cross section of the float valve mechanism is omitted. It is a figure which shows the cross section orthogonal to the axial center of an input shaft in the gear chamber of the transaxle which concerns on 2nd Embodiment, Comprising: It is simplified. Note that the oil level of the first motor chamber is lowered. It is an AA cross section of FIG. However, the partition walls and the case are thick, and the cross section of the float valve mechanism is omitted. It is a figure which shows the cross section orthogonal to the axial center of an input shaft in the gear chamber of the transaxle which concerns on 2nd Embodiment, Comprising: It is simplified. Note that the oil level of the first motor chamber is raised. It is an AA cross section of FIG. However, the partition walls and the case are thick, and the cross section of the float valve mechanism is omitted.

Explanation of symbols

S1 First motor chamber (supply chamber)
S2 Gear chamber S3 Second motor chamber (supply chamber)
5a, 6a Rotor 15 Final ring gear (gear)
21 Oil catch tank 23, 24 Oil supply passage 29, 30 Air passage 31, 51 Float valve mechanism 33 Valve body 34 Floating body 35 Connecting member 36 Support portion

Claims (3)

An oil catch tank that receives oil splashed by the rotation of the gear in the gear chamber and supplies oil to the supply chamber through an oil supply passage communicating with the supply chamber, and a float valve mechanism that opens and closes the oil supply passage An oil level adjusting device,
The float valve mechanism is
A valve body that opens and closes the oil supply path by moving up and down;
A floating body floating on the oil level in the supply chamber;
A connecting member that connects the floating body and the valve body on the bottom so that the valve body and the floating body are interlocked in the vertical direction;
A support portion for supporting the connecting member so that the valve body and the floating body can move up and down;
With
When the oil level in the supply chamber is higher than a predetermined position, the valve element closes the oil supply path, and when the oil level in the supply chamber is lower than a predetermined position, the valve element opens the oil supply path. Thus, the oil level adjusting device is characterized in that the floating body and the valve body are spaced apart from each other in the vertical direction. An oil catch tank that receives oil splashed by the rotation of the gear in the gear chamber and supplies the oil to the supply chamber through an oil supply passage that communicates with the supply chamber, and an air passage that connects the gear chamber and the supply chamber An oil level adjusting device comprising: a float valve mechanism that opens and closes,
The float valve mechanism is
A valve body that opens and closes the air passage by moving up and down;
A floating body floating on the oil level in the supply chamber;
A connecting member that connects the floating body and the valve body on the bottom so that the valve body and the floating body are interlocked in the vertical direction;
A support portion for supporting the connecting member so that the valve body and the floating body can move up and down;
With
When the oil level in the supply chamber is higher than a predetermined position, the valve body closes the air passage, and when the oil level in the supply chamber is lower than a predetermined position, the valve body opens the air passage. Thus, the oil level adjusting device is characterized in that the floating body and the valve body are spaced apart from each other in the vertical direction.   The oil level adjusting device according to claim 1, wherein the supply chamber is a motor chamber in which a motor is disposed.

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