JP2010196868A - Clutch unit of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a clutch unit of a vehicle capable of improving fuel consumption by reducing work by reducing a circulating flow rate of lubricating oil, and capable of stabilizing cooling performance by making a supply balance of pressure oil constant to two clutches. <P>SOLUTION: This clutch unit of the vehicle has a wet first clutch CL1 and second clutch CL2, and a unit housing 301 for fluid-tightly storing both clutches, and is formed by connecting a circulating oil passage 700 formed so as to be capable of circulating cooling lubricating oil of both clutches to the unit housing 301. The clutch unit of the vehicle is characterized in that a unit inside passage RT being a passage in the unit housing 301 of the circulating oil passage 700 is constituted as a passage for passing through both clutches CL1 and CL2 in series. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle clutch unit that is provided in a drive transmission path of a vehicle and includes at least two wet clutches.

  2. Description of the Related Art Conventionally, in a vehicle, a hybrid vehicle including a first clutch that engages and releases the engagement between the engine side and the motor side, and a second clutch that engages and releases the engagement between the motor side and the transmission side is, for example, Patent Document 1 and the like.

  In this prior art, a wet first clutch and a second clutch are arranged in the axial direction on the inner periphery of the rotor of the motor, and the drive shaft of the engine is coupled to the inner periphery of the first clutch, A structure in which the input shaft of the transmission is coupled is shown on the inner periphery of the second clutch.

  Further, this prior art shows two oil passages for supplying lubricating oil for cooling to the first clutch and the second clutch, respectively, and is led from each oil passage to the inner periphery of each clutch. It is disclosed that the lubricant oil actively cools the clutch disk disposed on the outer periphery by centrifugal force.

JP 2007-62726 A

However, in the above-described prior art, the supply flow path of the pressure oil for cooling each clutch is provided in each of both clutches, so that a circulation flow rate for two clutches is required. Accordingly, the circulation flow rate is much consumed, resulting in a deterioration in fuel consumption due to an increase in pump work.
Furthermore, the oil passage for supplying the lubricating oil for cooling extends in the axial direction along the transmission input shaft, and goes to the second clutch on the inner periphery of the second clutch, and the first along the axial direction. It has a structure branched to the one that goes to the clutch.
Therefore, the supply balance of the pressure oil of the two clutches may change due to temperature influences, and in this case, the cooling performance may become unstable.

  The present invention has been made paying attention to the above-mentioned problem, and can reduce the circulating flow rate of the lubricating oil, improve the fuel consumption by reducing work, and keep the supply balance of the pressure oil to the two clutches constant. An object of the present invention is to provide a vehicle clutch unit that can stabilize cooling performance.

  In order to achieve the above object, the present invention is formed in a unit housing in which a wet first clutch and a wet second clutch are housed in a liquid-tight manner so that lubricating oil for cooling both clutches can be circulated. A clutch unit of a vehicle to which a circulating oil path is connected, wherein the path in the unit that is the path in the unit housing of the circulating oil path has a path configuration that passes both clutches in series. The vehicle clutch unit is characterized.

  In the clutch unit of the present invention, since the lubricating oil is circulated in series with respect to the two clutches, the circulation flow rate can be reduced as compared with the case of circulating in parallel. Therefore, the amount of work required to circulate the lubricating oil can be reduced, and fuel consumption can be improved. In addition, the same amount of lubricating oil can be supplied to the two clutches, and the supply balance to both clutches can be made constant.

It is explanatory drawing of the circulating oil path 700 of lubricating oil including sectional drawing which shows the clutch unit of Example 1. FIG. 1 is an overall system diagram showing an FR hybrid vehicle (an example of a vehicle) by rear wheel drive to which the clutch unit of Embodiment 1 is applied.

    Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  A clutch unit according to an embodiment of the present invention includes a wet first clutch (CL1) and a wet second clutch (CL2) that are arranged in a vehicle drive transmission path along the rotation axis direction, and both clutches. A unit housing (301) housed in a liquid-tight state, and a circulation oil path (700) formed to circulate lubricating oil for cooling both clutches is connected to the unit housing (301). A clutch unit of a vehicle, wherein an in-unit path (RT) that is a path in the unit housing of the circulating oil path (700) has a path configuration that passes both clutches in series. The clutch unit of the vehicle.

  A clutch unit according to Example 1 of the best mode of the present invention will be described with reference to FIGS.

 FIG. 2 is an overall system diagram illustrating a parallel hybrid vehicle (an example of a hybrid vehicle) to which the clutch unit according to the first embodiment is applied. Hereinafter, the configuration of the drive system and the control system will be described with reference to FIG.

  As illustrated, the drive system of the parallel hybrid vehicle of the first embodiment includes an engine Eng, a first clutch CL1, a motor generator MG, a second clutch CL2, an automatic transmission AT, a propeller shaft PS, and a differential. It has DF, left drive shaft DSL, right drive shaft DSR, left rear wheel RL, and right rear wheel RR. Note that FL is the left front wheel and FR is the right front wheel.

  The engine Eng is a gasoline engine or a diesel engine. Based on an engine control command from the engine controller 1, engine start control, engine stop control, throttle valve opening control, fuel cut control, and the like are performed. The engine output shaft is provided with a flywheel FW.

  The first clutch (first clutch) CL1 is a clutch interposed between the engine Eng and the motor generator MG, and is based on a first clutch control command from the first clutch controller 5. Engagement / slip engagement (half-clutch state) / release is controlled by the first clutch control hydraulic pressure generated by the clutch hydraulic unit 6.

  The motor generator MG is a synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator, and a three-phase alternating current generated by an inverter 3 is applied based on a control command from the motor controller 2. It is controlled by doing. This motor generator MG can also operate as an electric motor that is driven to rotate by receiving electric power supplied from the battery 4, and when the rotor 100 (see FIG. 1) receives rotational energy from the engine Eng or driving wheels, The battery 4 can be charged by functioning as a generator that generates electromotive force at both ends of the stator coil.

  The second clutch (second clutch) CL2 is a clutch interposed between the motor generator MG and the left and right rear wheels RL, RR, and is based on a second clutch control command from the AT controller 7. Engagement / slip engagement / release is controlled by the control hydraulic pressure generated by the two-clutch hydraulic unit 8. The first clutch hydraulic unit 6 and the second clutch hydraulic unit 8 are incorporated in an AT hydraulic control valve unit CVU attached to the automatic transmission AT.

  The automatic transmission AT is, for example, a stepped transmission that automatically switches stepped speeds such as forward 7 speed / reverse 1 speed according to vehicle speed, accelerator opening, etc., and outputs from the automatic transmission AT. The shaft is connected to the left and right rear wheels RL and RR via a propeller shaft PS, a differential DF, a left drive shaft DSL, and a right drive shaft DSR.

  The hybrid drive system of the first embodiment includes an electric vehicle travel mode (hereinafter referred to as “EV mode”), a hybrid vehicle travel mode (hereinafter referred to as “HEV mode”), and a semi-electric vehicle travel mode (hereinafter referred to as “EV mode”). ) And a driving torque control start mode (hereinafter referred to as “WSC mode”).

  The “EV mode” is a mode in which the first clutch CL1 is disengaged and the vehicle travels only with the power of the motor generator MG.

  The “HEV mode” is a mode in which the first clutch CL1 is engaged and the vehicle travels in any of the motor assist travel mode, travel power generation mode, and engine travel mode. The “quasi-EV mode” is a mode in which the first clutch CL1 is engaged but the engine Eng is turned off and the vehicle travels only with the power of the motor generator MG. In the first clutch CL1, the slip state is a short time from the start of engagement to the end of engagement when the engine Eng is started by the driving force of the motor generator MG.

  “WSC mode” controls the motor generator MG at the time of P / N → D select start from “HEV mode” or D range start from “EV mode” or “HEV mode”. Then, the slip engagement state of the second clutch CL2 is maintained, and the clutch transmission torque passing through the second clutch CL2 starts while controlling the clutch torque capacity so that the required drive torque determined according to the vehicle state and the driver operation is achieved. Mode. “WSC” is an abbreviation for “Wet Start Clutch”.

  The engine Eng is capable of lean combustion, and the engine torque is controlled to coincide with the command value by controlling the intake air amount by the throttle actuator, the fuel injection amount by the injector, and the ignition timing by the spark plug.

Next, the control system of the hybrid vehicle will be described.
As shown in FIG. 2, the control system of the FR hybrid vehicle in the first embodiment includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a first clutch controller 5, and a first clutch hydraulic unit 6. And an AT controller 7, a second clutch hydraulic unit 8, a brake controller 9, and an integrated controller 10. The engine controller 1, the motor controller 2, the first clutch controller 5, the AT controller 7, the brake controller 9, and the integrated controller 10 are connected via a CAN communication line 11 that can mutually exchange information. ing.

  The engine controller 1 inputs engine speed information from the engine speed sensor 12, a target engine torque command from the integrated controller 10, and other necessary information. Then, a command for controlling the engine operating point (Ne, Te) is output to the throttle valve actuator or the like of the engine Eng.

  The motor controller 2 inputs information from the resolver 13 that detects the rotor rotational position of the motor generator MG, a target MG torque command and a target MG rotational speed command from the integrated controller 10, and other necessary information. Then, a command for controlling the motor operating point (Nm, Tm) of motor generator MG is output to inverter 3. The motor controller 2 monitors the battery charge amount SOC indicating the charge capacity of the battery 4, and this battery charge amount SOC information is used for control information of the motor generator MG and via the CAN communication line 11. To the integrated controller 10.

  The first clutch controller 5 inputs sensor information from the first clutch stroke sensor 15 that detects the stroke position of the first clutch CL1, a target CL1 torque command from the integrated controller 10, and other necessary information. Then, a command for controlling engagement / slip engagement / release of the first clutch CL1 is output to the first clutch hydraulic unit 6 in the AT hydraulic control valve unit CVU.

  The AT controller 7 inputs information from an accelerator opening sensor 16, a vehicle speed sensor 17, and other sensors 18 (transmission input rotation speed sensor, inhibitor switch, etc.). Then, when traveling with the D range selected, a control command for searching for the optimum gear position based on the position where the driving point determined by the accelerator pedal opening AP and the vehicle speed VSP exists on the shift map and obtaining the searched gear position is issued. Output to AT hydraulic control valve unit CVU. The shift map is a map in which an upshift line and a downshift line are written according to the accelerator opening and the vehicle speed. In addition to the automatic shift control, when a target CL2 torque command is input from the integrated controller 10, a command for controlling slip engagement of the second clutch CL2 is output to the second clutch hydraulic unit 8 in the AT hydraulic control valve unit CVU. Second clutch control is performed. When the shift control change command is output from the integrated controller 10, the shift control according to the shift control change command is performed instead of the shift control normally.

  The brake controller 9 inputs a wheel speed sensor 19 for detecting the wheel speeds of the four wheels, sensor information from the brake stroke sensor 20, a regenerative cooperative control command from the integrated controller 10, and other necessary information. And, for example, at the time of brake depression, if the regenerative braking force is insufficient for the required braking force obtained from the brake stroke BS, the shortage is compensated by the mechanical braking force (hydraulic braking force or motor braking force) Regenerative cooperative brake control is performed.

  The integrated controller 10 manages the energy consumption of the entire vehicle and has a function for running the vehicle with the highest efficiency. The motor rotation number sensor 21 for detecting the motor rotation number Nm and other sensors and switches 22 Necessary information and information via the CAN communication line 11 are input. Then, the target engine torque command to the engine controller 1, the target MG torque command and the target MG rotational speed command to the motor controller 2, the target CL1 torque command to the first clutch controller 5, the target CL2 torque command to the AT controller 7, and the brake controller 9 Regenerative cooperative control command is output.

  Next, the structure of the clutch unit 300 including the first clutch CL1 and the second clutch CL2 will be described. The clutch unit 300 is built in the motor housing MH that houses the motor generator MG, and is provided inside the rotor 100.

  The clutch unit 300 includes a unit housing 301 that houses the first clutch CL1 and the second clutch CL2. Although both the clutches CL1 and CL2 are shown separately for the sake of expression in FIG. 2, both the clutches CL1 and CL2 are accommodated in the unit housing 301 as shown in FIG.

The unit housing 301 extends in the inner diameter direction from a cylindrical outer cylindrical portion 301a, a front end wall 301b extending in the inner diameter direction from the front end portion of the outer peripheral cylindrical portion 301a, and a rear end portion of the outer peripheral cylindrical portion 301a in the inner diameter direction. And a rear end wall 301c.
The outer cylindrical portion 301a is integrally coupled to the outer periphery of the rotor 100 of the motor generator MG.
The front end wall 301b and the rear end wall 301c are rotatably supported by the motor housing MH.

  An output shaft 400 of the engine Eng is rotatably inserted into the unit housing 301 from the front of the vehicle, which is one end in the axial direction (in the direction of arrow F), and the rear of the vehicle, which is the other end in the axial direction (indicated by the arrow). From the R direction), the input shaft 500 of the automatic transmission AT is rotatably inserted coaxially.

  Further, the unit housing 301 is partitioned in the axial direction by a bottom wall member 600 into a first clutch chamber 310 that houses the first clutch CL1 and a second clutch chamber 320 that houses the second clutch CL2. Has been.

The bottom wall member 600 includes a cylindrical outer cylindrical portion 601, a disk-shaped bottom wall portion 602 extending in the inner diameter direction from one end of the outer cylindrical portion 601, and a circle integrally coupled to the inner periphery of the bottom wall portion 602. And an annular inner ring portion 603.
The outer cylindrical portion 601 is coupled to the outer cylindrical portion 301 a with a gap 709 between the outer cylindrical portion 601 and the outer cylindrical portion 301 a of the unit housing 301. On the other hand, the inner ring portion 603 is supported at the tip of the input shaft 500 so as to be relatively rotatable.

  The first clutch CL1 is for coupling and releasing the unit housing 301 and the output shaft 400, and includes a first fastening portion 211, a first piston 212, and a first return spring 214.

The first fastening portion 211 includes a plurality of separate plates 211a and friction plates 211b as fastening elements. The separate plate 211a is spline-coupled to the outer peripheral cylindrical portion 301a of the unit housing 301 so as to be movable in the axial direction and not movable in the circumferential direction.
The friction plate 211b is interposed between the separate plates 211a, and is spline-coupled to an inner peripheral clutch hub 401 provided integrally with the output shaft 400 so as to be movable in the axial direction but not movable in the circumferential direction. . The inner peripheral clutch hub 401 is coupled to the outer peripheral portion of the front end flange 402 that extends from the front end of the output shaft 400 in the outer diameter direction.

  The first piston 212 is supported so as to be slidable in the axial direction between the outer periphery of the inner peripheral ring portion 603 and the inner periphery of the outer peripheral cylindrical portion 301a, and the first clutch chamber 310 is connected to the first oil chamber 311. The first back chamber 312 is partitioned. The first piston 212 receives the urging force of the first return spring 214 toward the rear of the vehicle, receives the hydraulic pressure of the first oil chamber 311 and slides forward of the first fastening portion. 211 is pressed and fastened.

  The first oil chamber 311 is supplied and discharged with hydraulic pressure from the first clutch hydraulic unit 6 described above. This hydraulic supply / discharge is performed from the AT hydraulic control valve unit CVU through the input shaft 500 and through the first supply / discharge path 501 communicated with the first supply / discharge hole 603a penetrating the inner ring portion 603. .

  The first piston 212 is provided with an inner seal material 212a and an outer seal material 212b that seal the first oil chamber 311 from the first back chamber 312.

  The second clutch CL <b> 2 connects and releases the unit housing 301 and the input shaft 500, and includes a second fastening portion 221, a second piston 222, and a second return spring 224.

The second fastening portion 221 includes a plurality of separate plates 221a and friction plates 221b as fastening elements. The separate plate 221a is splined to the outer cylindrical portion 601 of the bottom wall member 600 so as to be movable in the axial direction but not movable in the circumferential direction.
The friction plates 221b are interposed between the separate plates 221a, and are spline-coupled to an inner peripheral clutch hub 510 coupled to the input shaft 500 side so as to be movable in the axial direction but not movable in the circumferential direction.
The inner peripheral clutch hub 510 has an integral structure in which an output shaft side rotating member 520 that is splined to the input shaft 500 and a torsion spring 530 interposed therebetween in the circumferential direction.

  The second piston 222 is supported so as to be slidable in the axial direction between the outer periphery of the inner peripheral ring portion 603 and the inner periphery of the outer cylindrical portion 601, and the second clutch chamber 320 is connected to the second oil chamber 321. The second back chamber 322 is partitioned. The second piston 222 receives the urging force of the second return spring 224 toward the front of the vehicle, receives the hydraulic pressure of the second oil chamber 321 and slides toward the rear of the vehicle. 221 is pressed and fastened.

  The second oil chamber 321 is supplied and discharged with hydraulic pressure from the second clutch hydraulic unit 8 described above. This hydraulic supply / discharge is performed from the AT hydraulic control valve unit CVU through the input shaft 500 and through the second supply / discharge passage 502 communicated with the second supply / discharge hole 603b penetrating the inner ring portion 603. .

  The first supply / discharge passage 501 and the second supply / discharge passage 502 are formed at different positions in the circumferential direction of the input shaft 500, and the first supply / discharge holes 603 a and the first supply / discharge passages 603 a of the inner peripheral ring portion 603 are formed. The two supply / discharge holes 603b are also formed at different positions in the circumferential direction.

  Further, the second piston 222 is provided with an inner sealing material 222a and an outer sealing material 222b that seal the second oil chamber 321 with the second back chamber 322.

In the first embodiment, the lubricating oil (cooling fluid) is circulated through the first clutch CL1 and the second clutch CL2 to cool both the fastening portions 211 and 221 of both the clutches CL1 and CL2. Yes.
Therefore, the configuration will be described below.

Lubricating oil is stored in an oil pan 701 of an automatic transmission AT in which an AT hydraulic control valve unit CVU is built. The oil pan 701 is connected to a circulating oil passage 700 that circulates lubricating oil between the oil pan 701 and the clutch unit 300. The circulating oil path 700 sucks the lubricating oil in the oil pan 701 by a mechanically or electrically driven pump 702 and supplies the oil into the clutch unit 300, cools both the clutches CL1 and CL2, and then the outside of the clutch unit 300. After being cooled by the cooler 703, it is returned to the automatic transmission AT to cool the internal mechanism 704 such as a speed change mechanism and return to the oil pan 701.
In this circulating oil path 700, the clutch unit 300 is provided with an in-unit path RT, and the flow of lubricating oil through the in-unit path RT is indicated by an arrow.

Next, the configuration of the intra-unit route RT will be described.
As indicated by arrows in the drawing, the discharge pressure of the pump 702 is guided to a pump oil passage 705 that passes through the input shaft 500 and reaches between the input shaft 500 and the output shaft 400. In the drawing, the pump oil passage 705 is shown outside the input shaft 500, but is formed along the input shaft 500.

  In the clutch unit 300, an inflow port 706 is provided between the inner peripheral ring portion 603 and the tip flange 402 in the first clutch CL 1, and the pump oil passage 705 and the first back are connected via the inflow port 706. The chamber 312 is in communication.

The first back chamber 312 is in communication with the second back chamber 322 via a communication path 770 at the outer periphery thereof.
The communication path 770 includes a spline 707, a communication chamber 708, and a gap 709.
That is, the first back chamber 312 is communicated with a communication chamber 708 formed between the first piston 212 and the bottom wall member 600 via a spline 707 that couples the separate plate 211a. The communication chamber 708 is sealed from the first oil chamber 311 by the outer seal material 212b.
The communication chamber 708 is in communication with the second back chamber 322 through a gap 709 formed between the outer periphery of the bottom wall member 600 and the outer peripheral cylindrical portion 301 a of the unit housing 301.

Further, the second back chamber 322 is communicated with a discharge passage 711 reaching the cooler 703 via a discharge hole 710 formed in the output shaft side rotation member 520 and an outlet 711 a provided on the outer periphery of the input shaft 500. Yes.
As described above, the path from the inlet 706 to the outlet 711a via the first fastening portion 211 and the second fastening portion 221 is the in-unit route RT.

  In order to promote the flow of the lubricating oil in the circulating oil passage 700 described above, the inner peripheral clutch hub 401, the outer cylindrical portion 601 and the inner peripheral clutch hub 510 have a plurality of small holes 401a, 601a and 510a, respectively. It has been drilled.

  Further, in the second clutch CL2, the seal rings 721 and 721 that prevent the lubricating oil from leaking to the outside of the plates 221a and 221b constituting the second fastening portion 221 are among the plurality of separate plates 221a. It is attached to the outer periphery of the inner peripheral clutch hub 510 so as to abut against those disposed at both ends in the axial direction.

Next, the operation of the first embodiment will be described.
In the clutch unit 300 of the first embodiment, when the first clutch CL1 is engaged, such as when the engine is started, slip control is performed in order to reduce the shock.
In the WSC mode, the second clutch CL2 is slip-controlled. As described above, the WSC mode is executed when the P, N → D select starts from the HEV mode, or when the D range starts from the EV mode or HEV mode.

  As described above, when the clutches CL1 and CL2 are slipped, heat is generated in the clutches CL1 and CL2. Therefore, the lubricating oil is circulated using the circulating oil path 700 to cool both the clutches CL1 and CL2. Do.

Here, the first clutch CL1 has a small torque capacity and a low frequency and time for executing the slip control as compared with the second clutch CL2, and therefore generates a small amount of heat. That is, in the case of the first embodiment, since the first clutch CL1 is engaged with the torque capacity necessary for starting the engine when the engine is started, the torque capacity is small as compared with the second clutch CL2 that transmits the running torque. . This can also be seen by comparing the thicknesses of the plates 211a, 211b, 221a, and 221b constituting the fastening portions 211 and 221 in FIG.
Further, the slip of the first clutch CL1 is performed only for a short time until the engagement is completed at the time of starting the engine, whereas the slip of the second clutch CL2 is performed every time the vehicle is started and also performed at the time of shifting. The frequency and time are greater than those of the first clutch CL1.

  Therefore, when the pump 702 is driven, the lubricating oil is circulated through the circulating oil passage 700, and accordingly, both the clutches CL1 and CL2 are cooled as described below.

  The lubricating oil discharged from the pump 702 passes through the pump oil passage 705, is guided from the oil pan 701 to the axial center portion of the clutch unit 300, and is guided to the unit path RT. The first clutch CL1 and the second clutch CL2 are cooled by the lubricating oil flowing in the unit path RT.

  Here, the flow of the in-unit route RT will be described. First, the lubricating oil is introduced into the first back chamber 312 of the first clutch CL1 through the inflow port 706.

  In the first back chamber 312, the lubricating oil is guided in the outer circumferential direction by the centrifugal force accompanying the driving of the motor generator MG and the discharge pressure by the pump 702, and passes through the first fastening portion 211 to each of the plates 211 a and 211 b. Cool down.

  The lubricating oil that has reached the outer cylindrical portion 301 a that is the outer periphery of the first back chamber 312 flows into the communication chamber 708 via the spline 707, further passes through the gap 709, and reaches the outer periphery of the second back chamber 322.

  Thus, the lubricating oil that has reached the second back chamber 322 flows toward the discharge path 711 on the atmospheric pressure side. That is, it passes through the second fastening portion 221 via the small hole 601a of the outer cylindrical portion 601, and at this time, the plates 221a and 221b are cooled.

Then, it passes through the small hole 510 a of the inner peripheral clutch hub 510, passes through the discharge hole 710, and reaches the discharge path 711.
The lubricating oil passing through the discharge path 711 is cooled by the cooler 703, then the internal mechanism 704 of the automatic transmission AT is cooled, and then returned to the oil pan 701. The circulation of this path is repeated to cool both the clutches CL1, CL2 and the internal mechanism 704.

In the first embodiment described above, the effects listed below can be obtained. A) Since the lubricating oil flows through the first clutch CL1 and the second clutch CL2 in series and cools, the clutches CL1 and CL2 are separately provided. Compared with cooling in parallel, the flow rate of the lubricating oil can be suppressed. Therefore, the work amount of the pump 702 that supplies the lubricating oil can be reduced, and fuel consumption can be improved.
In addition, since the first clutch CL1 and the second clutch CL2 are cooled in series, the flow rates of both the clutches CL1 and CL2 are the same and the flow rate balance is maintained even if the temperature changes and the like occur individually in the clutches CL1 and CL2. There is no change. Therefore, both clutches CL1 and CL2 can be cooled with a constant balance as compared with the case where the flow rate balance changes.

b) In the circulating oil passage 700, the first clutch CL1 having a relatively small heat generation amount is disposed upstream of the second clutch CL2 having a relatively large heat generation amount, and therefore the first clutch CL1 is disposed downstream. Compared to the above, the temperature increase of the first clutch CL1 can be suppressed.
Therefore, the heat capacity of the first clutch CL1 can be set small, which is advantageous in terms of layout.
In particular, in the HEV unit in which the motor generator MG is disposed outside the unit housing 301 as in the first embodiment, relatively low-temperature lubricating oil that has passed through the first clutch CL1 is supplied to the inner periphery of the outer cylindrical portion 301a. Like to do. Therefore, the cooling effect of outer peripheral cylindrical portion 301a is higher than that for supplying the material that has passed through second clutch CL2, which is advantageous for demagnetization due to heat of motor generator MG.

  c) In the circulating oil path 700, since the lubricating oil is supplied using the pump 702, the lubricating oil can be reliably supplied to both the clutches CL1 and CL2 and cooled as compared with the case where the pump 702 is not used.

d) In the unit path RT, the lubricating oil flows into the unit housing 301 from the inflow port 706, travels through the first clutch CL1 to the outer periphery, reaches the outer periphery of the second clutch CL2 via the communication path 770, It flows out of the unit housing 301 via an outlet 711a provided on the axial center side of the two clutch CL2.
By forming the intra-unit path RT in this way, the lubricating oil can be circulated efficiently using the rotation of the clutch unit 300.

e) Since the first clutch CL1 is not provided with a seal that suppresses leakage from the first fastening portion 211, the first clutch CL1 is compared with the second clutch CL2 in which the seal rings 721 and 721 are provided. The flow path resistance of the portion 211 can be suppressed, the work amount of the pump 702 can be reduced, and fuel consumption can be improved. In addition, since the first clutch CL1 generates a relatively small amount of heat, the possibility of insufficient cooling is low even if no seal is provided.
On the other hand, since the second clutch CL2 is provided with the seal rings 721 and 721, the passage amount of the second fastening portion 221 at the entire flow rate of the lubricating oil can be secured, and the cooling performance can be secured.
Thus, while ensuring the cooling performance of the second clutch CL <b> 2 having a relatively high heat generation amount, it is possible to suppress the pump work and improve the fuel consumption as a whole.

  f) The circulating oil passage 700 is configured to cool the clutch unit 300 and the internal mechanism 704 in series. Therefore, compared with cooling both 300 and 704 in parallel, the work amount of the pump 702 can be reduced and fuel consumption can be improved.

g) Since the lubricating oil after cooling the second clutch CL2 having a relatively large calorific value is cooled by the cooler 703, it is cooled by the cooler when passing through the first clutch CL1 having a relatively small calorific value. In comparison, efficient cooling can be performed.
In addition, since the cooling fluid heated by the cooling of the clutch unit 300 is once cooled by the cooler 703 and then supplied to the internal mechanism 704, the cooling performance of the internal mechanism 704 can be ensured.

  h) Since the plurality of small holes 401a, 601a and 510a are formed in the inner peripheral clutch hub 401, the outer cylindrical portion 601 and the inner peripheral clutch hub 510, respectively, the circulation of the lubricating oil in the circulating oil path 700 can be promoted.

  As mentioned above, although the clutch unit of this invention has been demonstrated based on Example 1, it is not restricted to these Examples about concrete structure, The summary of the invention which concerns on each claim of a claim As long as they do not deviate, design changes and additions are permitted.

  For example, although the motor generator MG capable of regeneration is shown as the motor in the first embodiment, the present invention is not limited to this, and a motor capable of only power running may be used.

  In the first embodiment, the application example to the FR hybrid vehicle is shown, but the present invention can also be applied to a front-wheel drive or four-wheel drive type hybrid vehicle. Further, the present invention can also be applied to an electric vehicle provided with only a motor in a drive source other than a hybrid vehicle. A manual transmission, a mechanical automatic transmission, or the like can also be applied as the transmission.

211 First fastening portion 221 Second fastening portion 300 Clutch unit 301 Unit housing 310 First clutch chamber 320 Second clutch chamber 400 Output shaft 500 Input shaft 700 Circulating oil passage 702 Pump 703 Cooler 704 Internal mechanism (cooled portion)
706 Inlet 707 Spline 708 Communication chamber 709 Clearance 711a Outlet 721 Seal ring (seal material)
770 communication path CL1 first clutch (first clutch)
CL2 Second clutch (second clutch)
RT unit path

Claims (6)

A wet first clutch and a wet second clutch arranged side by side in the rotational axis direction in a drive transmission path of the vehicle;
A unit housing that houses both clutches in a liquid-tight state;
A clutch unit for a vehicle in which a circulation oil passage formed to circulate lubricating oil for cooling both clutches is connected to the unit housing,
A clutch unit for a vehicle, wherein an in-unit path, which is a path in the unit housing, of the circulating oil path is configured to pass through both clutches in series. A clutch having a relatively small calorific value of both clutches is a first clutch, and a clutch having a relatively large calorific value is a second clutch.
3. The vehicle clutch unit according to claim 2, wherein the in-unit path is configured to flow the lubrication path in a direction in which the first clutch is located upstream of the second clutch.   3. The vehicle clutch unit according to claim 1, wherein the circulating oil path includes a pump that pumps the lubricating oil toward the unit housing. 4.   The in-unit path includes an inflow opening provided on the axial center side of the first clutch, and a communication path that communicates the outer periphery of the first clutch and the outer periphery of the second clutch in the unit housing. 4. The vehicle clutch unit according to claim 1, further comprising: an outflow port provided on an axial center side of the second clutch. 5.   A sealing member that suppresses leakage of the lubricating oil to the outside in the axial direction of the fastening portion is provided in the fastening portion of the second clutch that includes fastening elements that rub against each other to fasten. The clutch unit according to any one of claims 2 to 4, wherein the clutch unit is characterized.   In the circulation path, a cooled portion that is another cooling target is provided downstream of the clutch unit, and a cooler that cools the lubricating oil is provided between the cooled portion and the clutch unit. The clutch unit according to claim 1, wherein the clutch unit is provided.

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