JP2009101723A - Oil supply device for driving force transmitting device of hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a lubricating device for a driving force transmitting device of a hybrid vehicle capable of excellently lubricating the inside of a two-way clutch. <P>SOLUTION: A hybrid vehicle comprises front wheels driven by an engine and rear wheels driven by an electric motor through a reduction gear mechanism, and a two-way clutch is assembled between a large-diameter gear 27 of a reduction gear A2 which is positioned at the upstream side of the final reduction gear of the reduction gear mechanism, and a second shaft 22 which is arranged to pass through freely to relatively rotate so as to transmit rotation torque from the rear wheels to the electric motor when travelling by the drive of the engine. The second shaft 60 has an axial directional hole 60 extended in the axial direction from the shaft end surface and a radial directional hole 61 extended in the radial direction from a cylindrical outer surface 47 forming a clutch space between the cylindrical inner surface 42 of the large-diameter gear and communicating with the axial directional hole. An oil supply nozzle 62 for supplying lubricating oil is inserted into the axial directional hole, and the lubricating oil fed from the oil supply nozzle into the axial directional hole 60 is made to flow from the radial directional hole into the clutch space for lubrication. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an oil supply device for a driving force transmission device in a hybrid vehicle in which driving wheels are driven by an engine and auxiliary driving wheels are driven by an electric motor.

  As a driving force transmission device for a hybrid vehicle that includes an engine and an electric motor and that is used as an assist when the load is large when starting or accelerating, the one described in Patent Document 1 has been conventionally used. Are known.

  In the driving force transmission device described in Patent Document 1, an engine and an electric motor are mounted on a vehicle, and the rotation of the engine is transmitted to driving wheels via a transmission and a differential. Further, the rotation of the output shaft of the electric motor is decelerated by a speed reduction mechanism having a plurality of speed reduction parts and transmitted to the auxiliary drive wheel. A directional clutch is incorporated, and the two-way clutch is disengaged during normal driving by driving the engine, so that transmission of rotational torque from the auxiliary drive wheels to the reduction gear side is cut off.

  Here, in the two-way clutch, two cages having different diameters are incorporated between an input gear and a rotary shaft that is disposed so as to be rotatable relative to the input gear, and the outer cage is connected to the input gear. Fixing to the cylindrical inner surface, forming a radially opposing pocket in the outer cage and the inner cage, incorporating a sprag in the pocket, and tilting the sprag by relative rotation of the outer cage and the inner cage. The sprag is a sprag type two-way clutch in which the sprag is engaged with the cylindrical inner surface of the input gear and the cylindrical outer surface of the rotary shaft.

Japanese Patent No. 3408431

  By the way, in the driving force transmission device for a hybrid vehicle described in Patent Document 1, since the two-way clutch can only be lubricated from the outside of the clutch, it cannot be said that the lubricity is good. There is a problem that wear tends to occur at the contact portion between the outer diameter surface of the rotating shaft and the sprag.

  An object of the present invention is to provide a lubrication device for a driving force transmission device in a hybrid vehicle that can satisfactorily lubricate the inside of a two-way clutch.

In order to solve the above-described problems, the present invention includes a drive wheel that is rotationally driven using an engine as a drive source, and a plurality of speed reducers that use the electric motor as a drive source and decelerate rotation of the output shaft of the electric motor. An auxiliary drive wheel that is rotationally driven via a speed reduction mechanism, and a two-way clutch is incorporated in the speed reduction portion located upstream of the final speed reduction portion of the speed reduction mechanism, the two-way clutch being an input gear And a rotary shaft that is arranged to pass through the input gear so as to be rotatable relative to the input gear, a cage that is disposed between opposing surfaces of the rotary shaft and the input gear, and a pocket formed in the cage. The mechanical type high gear includes an engaging member that engages the opposing surface of the input gear and the rotating shaft by the relative rotation of the cage with respect to the input gear and transmits the rotation of the input gear to the rotating shaft. In the oil supply device of the driving force transmission apparatus in lid vehicle,
An axial hole extending in the axial direction from the shaft end surface of the rotating shaft, and a radial hole extending in a radial direction from an outer diameter surface forming a clutch space with the input gear and communicating with the axial hole. A configuration is adopted in which a lubricating oil supply nozzle is inserted into the axial hole.

  In the oil supply device of the driving force transmission device in the hybrid vehicle having the above-described configuration, when lubricating oil is fed into the axial hole from the oil supply nozzle, the lubricating oil flows out from the radial hole into the clutch space. The inside of the directional clutch can be well lubricated.

  Here, when a plurality of radial holes are formed and the plurality of radial holes are formed radially, the lubricating oil injected into the axial holes is fed into the two-way clutch from each of the radial radial holes. The inside of the two-way clutch can be lubricated more effectively.

  When the axial hole communicating with the radial hole is a straight hole having the same inner diameter over the entire length, the lubricating oil fed from the oil supply nozzle into the axial hole has an inner diameter surface of the axial hole and the outer diameter of the oil supply nozzle. There is a possibility that a sufficient amount of lubricating oil may not be allowed to flow into the radial hole by flowing from the gap formed between the surfaces to the shaft end side and out to the outside.

  Therefore, the axial hole is a stepped hole whose closed end is a large diameter hole, and the tip of the oil supply nozzle is positioned in the large diameter hole so that the lubricating oil fed from the oil supply nozzle is large. Since it accumulates in the radial hole and flows from the large-diameter hole to the radial radial hole, a sufficient amount of lubricating oil can be introduced into the radial hole.

  In the fuel supply device for a driving force transmission device in a hybrid vehicle according to the present invention, by incorporating a filter in the oil supply nozzle, foreign matter mixed in the lubricating oil can be removed by the filter, so that the clutch space can be removed. Intrusion of foreign matter can be prevented, and the two-way clutch can be prevented from malfunctioning due to biting of the foreign matter.

  In this case, by setting the mesh size of the filter to a size equal to or smaller than the neutral gap formed on the outer diameter side and the inner diameter side of the engagement element in a state where the engagement element of the two-way clutch is held in the neutral position, A malfunction of the clutch can be prevented more reliably.

If the kinematic viscosity of the lubricating oil that lubricates the inside of the clutch becomes too high, it becomes difficult for the lubricating oil to pass through the filter at low temperatures, and there is a concern about poor lubrication inside the clutch. Therefore, it is preferable to use a lubricating oil having a kinematic viscosity at 40 ° C. of 30 to 50 mm ² / s and a kinematic viscosity at 100 ° C. of 6 to 8 mm ² / s.

In the fueling device of the driving force transmission device in the hybrid vehicle according to the present invention,
The two-way clutch may be a sprag type or may be a roller type.

  As described above, in the present invention, the lubricating oil is fed from the oil supply nozzle into the axial hole formed in the rotating shaft, and the lubricating oil is caused to flow into the clutch from the radial hole communicating with the axial hole. Therefore, the interior space of the two-way clutch can be satisfactorily lubricated by the lubricating oil supplied, which is effective in reducing wear at the contact portion between the engagement element and the input gear and the contact portion between the engagement element and the rotating shaft. be able to.

  Embodiments of the present invention will be described below with reference to the drawings. As shown in FIG. 1, the hybrid vehicle 10 is provided with front wheels 11 as drive wheels on the left and right at the front of the vehicle body. A rear wheel 12 as an auxiliary drive wheel is provided at the rear of the vehicle body.

  Further, an engine 13 and an electric motor 16 are mounted on the vehicle body, and the rotation of the engine 13 is transmitted to the front wheels 11 via the transmission 14 and the differential 15. On the other hand, the rotation of the output shaft 16 a of the electric motor 16 is decelerated by the reduction mechanism 17 and transmitted to the rear wheel 12 via the two-way clutch 18 and the differential 19.

  FIG. 2 shows a speed reduction mechanism 17 that decelerates the rotation of the output shaft 16 a of the electric motor 16. The speed reduction mechanism 17 is incorporated in a housing 20 that supports the electric motor 16. Inside the housing 20, a first shaft 21 and a second shaft 22 as a rotation shaft are incorporated in parallel with the output shaft 16 a of the electric motor 16 and are rotatably supported. A differential 19 is incorporated in the housing 20.

The decelerating mechanism 17 includes a first decelerating portion A ₁ to transmit to the first shaft 21 by decelerating the rotation of the output shaft 16a of the electric motor 16, the second shaft 22 by decelerating the rotation of the first shaft 21 A second speed reducing part A ₂ for transmitting and a third speed reducing part A ₃ for decelerating the rotation of the second shaft 22 and transmitting it to the differential case 23 of the differential 19 are provided.

Here, the first reduction gear portion A ₁ is configured such that a small diameter gear 24 is provided on the output shaft 16 a of the electric motor 16 and a large diameter gear 25 that meshes with the small diameter gear 24 is provided on the first shaft 21.

The second decelerating portion A ₂ is a small-diameter gear 26 provided on the first shaft 21, consists of the large-diameter gear 27 serving as a input gear in mesh with the small diameter gear 26, the rotation of the large gear 27 Transmission is made to the second shaft 22 via the two-way clutch 18.

Further, the third reduction portion A ₃ is configured such that a small diameter gear 28 is provided on the second shaft 22, and a large diameter gear 29 that meshes with the small diameter gear 28 is provided in the differential case 23, and rotation of the differential case 23 is performed. It is transmitted to the axle 31 of the rear wheel 12 through the differential mechanism 30.

  As shown in FIGS. 3 and 4, the two-way clutch 18 incorporates two cages 40 and 41 having different diameters in a large-diameter gear 27 as an input gear, and the outer cage 40 is connected to the large-diameter gear 27. A plurality of pockets 43 and 44 fixed to the cylindrical inner surface 42 and radially opposed to the outer retainer 40 and the inner retainer 41 are formed at intervals in the circumferential direction, and the pockets 43 and 44 facing the radial direction are formed. In addition, the sprag 45 is held at a substantially central position in the circumferential direction of the pocket 44 by the elastic member 46 built in the pocket 44 of the inner holder 41, and the outer holder 40 and the inner holder 41 are connected to each other. The sprag 45 is tilted by relative rotation, and the forward rotation cam surface 45 a or the reverse rotation cam surface 45 b formed at both ends is engaged with the cylindrical inner surface 42 of the large-diameter gear 27 and the cylindrical outer surface 47 of the second shaft 22. Allowed, through the sprag 45, so as to transmit rotational torque between the large-diameter gear 27 mutual second axis 22.

  Here, the inner cage 41 is rotatably supported on the second shaft 22 by a bearing 48 shown in FIG. A switch pin 49 extending radially outward is fixed to the inner holder 41, and the switch pin 49 is inserted into a long hole 50 formed in the outer holder 40 in the circumferential direction. The outer retainer 40 and the inner retainer 41 are relatively rotatable within a range in contact with both circumferential ends of the long hole 50.

  As shown in FIG. 3, one end portion of the inner cage 41 is located outside the end portion of the outer cage 40, and a flange 51 and a cylindrical surface 52 are formed on the outer periphery of one end portion of the inner cage 41, An engagement groove 53 is provided in the cylindrical surface 52.

  A sub gear 54 is rotatably fitted to the cylindrical surface 52, and the sub gear 54 is pressed against the flange 51 by an elastic member 55 such as a disc spring incorporated in the engaging groove 53.

  The sub gear 54 meshes with the small diameter gear 26 of the first shaft 21, and the number of teeth on the outer periphery is larger than the number of teeth on the large diameter gear 27. For this reason, when the small-diameter gear 26 rotates, the sub gear 54 rotates behind the large-diameter gear 27 while slipping at the contact portion with the flange 51.

The driving force transmission device for a hybrid vehicle shown in the embodiment has the above-described structure, and drives the electric motor 16 when starting. The rotation of the output shaft 16a of the electric motor 16 is transmitted to the first shaft 21 via a first reduction portion A _1, transmission from the small diameter gear 26 provided on the first shaft 21 to the large diameter gear 27 and the sub gear 54 Is done.

  For this reason, the large-diameter gear 27 and the sub-gear 54 rotate in the same direction, and the inner cage 41 also rotates in the same direction as the large-diameter gear 27 by the contact between the sub-gear 54 and the flange 51.

  At this time, since the number of teeth of the sub-gear 54 is larger than the number of teeth of the large-diameter gear 27, the sub-gear 54 rotates behind the large-diameter gear 27 while slipping at the contact portion with the flange 51 and is fixed to the large-diameter gear 27. The outer retainer 40 and the inner retainer 41 are rotated relative to each other.

  Due to the relative rotation of the outer retainer 40 and the inner retainer 41, the sprags 45 are tilted in the rotational direction of the outer retainer 40, and as shown in FIG. Engage with the cylindrical outer surface 47 of the shaft 22.

  When the outer cage 40 and the inner cage 41 rotate relative to each other by a predetermined angle, one end of the long hole 50 formed in the outer cage 40 comes into contact with the switch pin 49, and the rotation of the outer cage 40 moves from the switch pin 49 to the inside. The inner cage 41 is transmitted to the cage 41 and rotates integrally with the outer cage 40, and the sprag 45 is held in the engaged state. Further, the sub-gear 54 rotates while slipping at the contact portion with the flange 51.

By the engagement of the sprag 45 in the two-way clutch 18, the rotation of the large diameter gear 27 is transmitted to the second shaft 22 through the sprag 45. The rotation of the second shaft 22 is transmitted to the differential case 23 is decelerated by the third reduction portion A _3, rotates the rear wheel 12 is transmitted to the axle 31 shown in FIG. 1 via a differential mechanism 30, the vehicle Runs.

  When switching the running of the vehicle from the electric motor 16 to the engine 13, the start clutch (not shown) is put into a coupled state, the rotation of the engine 13 is input to the transmission 14, and the front wheels 11 are rotated.

  In the traveling state of the vehicle driven by the engine 13, the rotation of the rear wheel 12 is transmitted to the second shaft 22, but the rotation of the second shaft 22 is in the idling direction with respect to the sprag 45. The rotation of 22 is not transmitted to the large diameter gear 27, and the second shaft 22 rotates freely.

  Here, during free rotation of the second shaft 22, the cylindrical outer surface 47 of the second shaft 22 rotates in contact with the sprag 45. Therefore, if the lubrication is insufficient, a contact portion between the sprag 45 and the cylindrical outer surface 47 is formed. Wear will occur.

  As a countermeasure, here, as shown in FIG. 3, the clutch space between the second shaft 22 and the axial hole 60 extending axially from the shaft end surface and the cylindrical inner surface 42 of the large-diameter gear 27. A radial hole 61 extending in the radial direction from the cylindrical outer surface 47 and communicating with the axial hole 60 is formed, and an oil supply nozzle 62 penetrating and supported in the housing 20 as a stationary member in the axial hole 60 is formed. The lubricating oil is sent from the oil supply nozzle 62 into the axial hole 60, and the lubricating oil is caused to flow out from the radial hole 61 into the clutch space to lubricate the clutch space.

  As described above, by forcibly feeding the lubricating oil into the clutch space, the contact portion between the sprag 45 and the cylindrical outer surface 47 can be effectively lubricated, and wear of the contact portion can be suppressed. .

  Here, the number of the radial holes 61 is arbitrary, and by forming the radial holes 61 into a plurality of radial holes 61, the lubricating oil injected into the axial holes 60 is 2 from each of the radial radial holes. Since it is fed into the inside of the directional clutch 18, the inside of the two-way clutch 18 can be lubricated more effectively.

  Further, when the axial hole 60 is a straight hole having the same inner diameter over the entire length, the lubricating oil fed into the axial hole 60 from the oil supply nozzle 62 is connected to the inner diameter surface of the axial hole 60 and the outer diameter of the oil supply nozzle 62. It flows from the gap formed between the surfaces to the shaft end side and flows out to the outside, so that a sufficient amount of lubricating oil cannot be made to flow into the radial hole 61.

  Therefore, in the embodiment, the axial hole 60 is a stepped hole whose closed end portion becomes the large-diameter hole portion 60a, and the tip portion of the oil supply nozzle 62 is positioned in the large-diameter hole portion 60a.

  As described above, by making the axial hole 60 a stepped hole, the lubricating oil fed from the oil supply nozzle 62 is accumulated in the large diameter hole portion 60 a, and from the large diameter hole portion 60 a to the radial direction hole 61. Since it flows, a sufficient amount of lubricating oil can flow into the radial hole 61.

  As shown in FIG. 3, when the filter 63 is incorporated in the oil supply nozzle 62, foreign matter mixed into the lubricating oil can be removed by the filter 63, so that foreign matter can be prevented from entering the clutch space. It is possible to prevent the two-way clutch 18 from malfunctioning due to the biting of foreign matter.

  In this case, by setting the mesh size of the filter 63 to a size equal to or smaller than the neutral gap formed on the outer diameter side and the inner diameter side of the sprag 45 in a state where the sprag 45 of the two-way clutch 18 is held at the neutral position. The malfunction of the two-way clutch 18 can be prevented more reliably.

If the kinematic viscosity of the lubricating oil that lubricates the inside of the clutch becomes too high, it becomes difficult for the lubricating oil to pass through the filter 63 at low temperatures, and there is a concern about poor lubrication inside the clutch. Therefore, a lubricating oil having a kinematic viscosity at 40 ° C. of 30 to 50 mm ² / s and a kinematic viscosity at 100 ° C. of 6 to 8 mm ² / s is used.

  In the embodiment shown in FIG. 3, a sprag type is shown as the two-way clutch 18, but as shown in FIGS. 5 (I) and (II), an outer ring 70 fixed to the inner diameter surface of the large diameter gear 27. A cam surface 71 is provided on the inner diameter surface of the second shaft 22 so as to form a wedge-shaped space in which the facing distance gradually decreases toward both ends in the circumferential direction between the cylindrical outer surface 47 of the second shaft 22 and the large-diameter gear 27 and the second shaft. 22 is formed with a pocket 73 facing the cam surface 71. A roller 74 is formed in the pocket 73, and the roller 74 is disposed at a substantially central portion in the circumferential direction of the pocket 73. Alternatively, a roller-type two-way clutch 18 incorporating an elastic member 75 to be held may be used.

  In the roller type two-way clutch 18, a switch pin 76 facing radially outward is fixed to the retainer 72, and the switch pin 76 is inserted into a long hole 77 formed in the outer ring 70. The outer ring 70 and the retainer 72 are relatively rotatable within a range in which the switch pin 76 abuts both ends thereof.

  In the use of the roller type two-way clutch 18 as described above, the sub gear 54 is rotatably fitted to the end of the cage 72, and the sub gear 54 is a flange provided on the cage 72 by the elastic member 55. 78, and when rotating torque is transmitted from the small diameter gear 26 to the large diameter gear 27, the outer ring 70 and the retainer 72 are rotated relative to each other so that the roller 74 is engaged with the cam surface 71 and the cylindrical outer surface 47. To do.

Overall configuration diagram showing an embodiment of a fueling device of a driving force transmission device in a hybrid vehicle according to the present invention Sectional drawing which shows the deceleration mechanism part which decelerates rotation of the electric motor shown in FIG. 1, and transmits to a rear-wheel. Sectional drawing which expands and shows a part of FIG. (I) is a cross-sectional view taken along line IV-IV in FIG. 3, and (II) is a cross-sectional view showing an engaged state of sprags. (I) is a longitudinal front view showing another example of a two-way clutch, and (II) is a cross-sectional view taken along line V-V in (I).

Explanation of symbols

11 Front wheels (drive wheels)
12 Rear wheels (auxiliary drive wheels)
13 Engine 16 Electric motor 16a Output shaft 17 Deceleration mechanism A ₁ 1st reduction part A ₂ 2nd reduction part A ₃ 3rd reduction part 18 Two-way clutch 20 Housing (stationary member)
22 Second axis (rotary axis)
27 Large-diameter gear (input gear)
40 Outer cage 41 Inner cage 43 Pocket 44 Pocket 45 Sprag (engagement element)
47 cylindrical outer surface 60 axial hole 61 radial hole 62 oil supply nozzle 63 filter 72 retainer 73 pocket 74 roller (engagement element)

Claims (8)

Drive wheels that are driven to rotate using the engine as a drive source, and auxiliary drive wheels that are driven to rotate via a reduction mechanism having a plurality of reduction units that reduce the rotation of the output shaft of the electric motor. The two-way clutch is incorporated in the speed reduction part located upstream of the final speed reduction part of the speed reduction mechanism, and the two-way clutch penetrates the input gear and the input gear so as to be rotatable relative to the input gear. The rotation shaft arranged, the cage disposed between the opposed surfaces of the rotation shaft and the input gear, and a pocket formed in the cage, and the input gear by the relative rotation of the cage with respect to the input gear And an oil supply device for a driving force transmission device in a hybrid vehicle of a mechanical type having an engagement element that engages with a surface facing the rotation shaft and transmits rotation of the input gear to the rotation shaft. Stomach,
An axial hole extending in the axial direction from the shaft end surface of the rotating shaft, and a radial hole extending in a radial direction from an outer diameter surface forming a clutch space with the input gear and communicating with the axial hole. An oil supply device for a driving force transmission device in a hybrid vehicle, characterized in that an oil supply nozzle for supplying lubricant is inserted into the axial hole.   The oil supply device for a driving force transmission device in a hybrid vehicle according to claim 1, wherein a plurality of the radial holes are provided and the plurality of radial holes are formed radially.   3. The drive in a hybrid vehicle according to claim 1, wherein the axial hole is a stepped hole having a closed end portion side as a large diameter hole portion, and an end portion of the oil supply nozzle is positioned in the large diameter hole portion. Oil transmission device for power transmission device.   The oil supply apparatus of the driving force transmission device in the hybrid vehicle according to any one of claims 1 to 3, wherein a filter is incorporated in the oil supply nozzle.   The hybrid according to claim 4, wherein the mesh size of the filter is set to be equal to or smaller than a neutral gap formed on an outer diameter side and an inner diameter side of the engagement element in a state where the engagement element of the two-way clutch is held in a neutral position. A fueling device for a driving force transmission device in a vehicle. The hybrid according to any one of claims 1 to 5, wherein the lubricating oil comprises a lubricating oil having a kinematic viscosity at 40 ° C of 30 to 50 mm ² / s and a kinematic viscosity at 100 ° C of 6 to 8 mm ² / s. A fueling device for a driving force transmission device in a vehicle.   The oil supply device for a driving force transmission device in a hybrid vehicle according to any one of claims 1 to 6, wherein the two-way clutch is a sprag type two-way clutch.   The oil supply device for a driving force transmission device in a hybrid vehicle according to any one of claims 1 to 6, wherein the two-way clutch is a roller-type two-way clutch.

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