JP2013147081A - Driving device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving device capable of suppressing agitation resistance caused when an electric motor scrapes lubricating oil stored in a case without depending on a structure in the case accommodating the electric motor and a configuration such as an oil pump for supplying lubricating oil into the case.SOLUTION: A driving device includes a first housing chamber 61 in which a first electric motor is housed and lubricating oil is stored, and a second housing chamber 62 in which a second electric motor is housed and lubricating oil is stored, reduces rotation speed of the electric motor housed in the housing chamber in which oil level height of stored lubricating oil is raised, and increases rotation speed of the electric motor housed in the other housing chamber so that rotation speed of an output shaft will not fluctuate.

Description

  The present invention relates to a drive control device, and more particularly to a drive control device used for a hybrid vehicle.

  An example of a drive device that outputs power from an output shaft is an electric motor that can generate power. As a power transmission mechanism for transmitting the power output from the drive device to the vehicle, for example, there is a planetary gear device or a clutch.

  In such a drive device and a power transmission mechanism, in order to make the operation smooth and / or cool, or to perform both of them, the lubricating oil is accumulated in the housing chamber that houses the drive device and the power transmission mechanism. It may operate in a state where

  For example, in the case of a planetary gear device, the ring gear can scoop up the lubricating oil accumulated in the storage chamber, so that the lubricating oil can be supplied to a portion requiring lubrication in the planetary gear device, and the operation can be smoothed.

  Alternatively, in the case of an electric motor, the stator of the electric motor may generate heat during power running or regenerative operation. By supplying lubricating oil to the stator, the heat of the stator is absorbed by the lubricating oil and the stator is cooled. be able to.

  The vehicle drive control device described in Patent Document 1 includes an electric oil pump for supplying lubricating oil to the driving device and the power transmission mechanism. Lubricity and cooling are improved by actively supplying lubricating oil.

  However, for example, when the supply of lubricating oil by an electric oil pump increases, the amount of lubricating oil that accumulates in the storage chamber increases, the oil level in the storage chamber increases, and eventually the ring gear of the planetary gear or the rotor (rotor of the motor) ) Will be immersed in lubricating oil. When the ring gear or rotor is immersed in the lubricating oil, the lubricating oil supplied to the ring gear or rotor is not only supplied by the electric oil pump, but also supplied by pumping up the lubricating oil of the ring gear and rotor. Although the cooling performance is improved, the stirring resistance when the lubricating oil is pumped up also increases.

  When the agitation resistance generated when the ring gear or the rotor scoops up the lubricating oil increases, the power output from the planetary gear including the ring gear or the electric motor including the rotor to the drive shaft decreases. In particular, since planetary gears and electric motors rotate at high speed, the influence of power reduction due to the lifting of lubricating oil is large.

Therefore, in the vehicle drive control apparatus described in Patent Document 1, the electric oil pump is controlled to adjust the oil level height of the lubricating oil accumulated in the accommodation chamber in order to suppress the amount of lubricating oil that the planetary gears and the electric motor are pumping up. ing.
JP 2007-247706 A

  However, the vehicle drive control device described in Patent Literature 1 is provided with a lubricant oil storage chamber for storing the pumped lubricant oil and its control in order to adjust the oil surface height of the lubricant oil accumulated in the storage chamber. Is required. Moreover, it is necessary to consider the shape of the storage chamber and the arrangement of the oil passage so that the lubricating oil can be circulated smoothly.

  Further, the vehicle drive control device described in Patent Document 1 determines whether or not the oil level height is higher than a threshold based on the current oil level height, vehicle speed, and the like, and increases or decreases the lubricating oil discharge amount of the electric oil pump. I am letting. In this case, in order to decrease the discharge amount of the electric oil pump after it is determined that the oil level height is higher than the threshold, or to increase the discharge amount of the electric oil pump after it is determined that the oil level height is lower than the threshold value, It is difficult to handle when the oil level changes greatly in a short time.

  For example, if a large lateral load is applied to the vehicle due to a sudden steering operation by the driver, or if a large longitudinal load is applied to the vehicle by traveling on a steep slope, the oil is applied when the load is applied to the vehicle. Since the surface height is greatly increased and decreased, and the load returns to the original height when the load is removed, the discharge amount of the electric oil pump must be increased or decreased in a short time.

  In order to solve the above problems, the drive device according to the present invention has a first motor and a second motor connected to two elements of a differential mechanism having three elements, and a power output shaft connected to the remaining one element. The drive device to be provided includes a first storage chamber in which the first motor is stored and lubricating oil is stored, and a second storage chamber in which the second motor is stored and lubricating oil is stored, and the stored lubrication The rotational speed of the motor accommodated in the storage chamber in which the oil level of the oil is increased is reduced, and the rotational speed of the motor output in the other storage chamber is not changed so that the rotational speed of the power output shaft does not fluctuate. It is characterized by comprising an electric motor speed control means for increasing the motor speed.

  Of the oil level height of the lubricating oil stored in the first storage chamber storing the first electric motor and the oil level height of the lubricating oil stored in the second storage chamber storing the second electric motor, Rotation of an electric motor housed in a storage chamber provided with an oil level height estimating means capable of estimating a higher surface height, and estimated to be higher by the oil level height estimating means. The motor rotation speed control means may be provided that decreases the number and increases the rotation speed of the electric motor accommodated in the other storage chamber so that the rotation speed of the power output shaft does not fluctuate.

  The first electric motor and the second electric motor each include a clutch that connects and disconnects power to the inner diameter side of the rotor, and the oil level height estimating means increases the oil level height based on the operating state of the clutch. May be estimated.

  The first electric motor and the second electric motor are provided in a vehicle and arranged in a coaxial direction with a drive shaft that connects the left and right wheels of the vehicle, and the oil level height estimation means is configured based on the turning direction of the vehicle. You may estimate the one where surface height becomes high.

  Further, the first storage chamber and the second storage chamber are connected by a communication portion that allows the lubricating oil to flow into and out of the first storage chamber and the second storage chamber, and the first electric motor and The second electric motor is provided in the vehicle and is arranged in a coaxial direction with a propeller shaft that transmits power from a driving force source of the vehicle to a rear wheel, and the oil level height estimation means is based on an inclination of a traveling road surface. Thus, it may be estimated that the oil level becomes higher.

  The differential mechanism may be a planetary gear composed of three elements of a ring gear, a carrier, and a ring gear. For example, the output shaft of the first motor is connected to the ring gear, and the sun gear of the planetary gear mechanism is connected. The output shaft of the second motor may be connected to the power output shaft, and the power output shaft may be connected to the carrier of the planetary gear mechanism.

  In the vehicle drive control device according to the present invention, the rotor of the motor (rotor) is lubricated by reducing the rotational speed of the motor accommodated in the estimated storage chamber in which the oil level height is increased. The stirring resistance at the time of scooping up can be made small.

  Further, the oil level height of the lubricating oil stored in the first storage chamber that stores the first motor connected to the ring gear of the planetary gear mechanism, and the second motor that stores the second motor connected to the sun gear of the planetary gear mechanism. 2 Estimating the oil level height of the lubricating oil stored in the storage chamber, and reducing the number of revolutions of the motor stored in the estimated storage chamber where the oil level height is increased. The stirring resistance when the rotor (rotor) scoops up the lubricating oil can be reduced.

  On the other hand, the fluctuation of the output is suppressed by increasing the rotation speed of the motor housed in the storage chamber where the estimated oil level does not increase so that the rotation speed of the output shaft (carrier) does not fluctuate. However, it is possible to reduce the agitation resistance due to the rotor lubricating oil being pumped up.

  In addition, the oil level of the lubricating oil is estimated based on the operating state of the power transmission mechanism (clutch) that requires the supply of lubricating oil and the direction of the load applied to the vehicle, and the rotational speed of the motor is controlled accordingly. You can also. Since the motor speed can be controlled very quickly, it can be used even when the oil level of the lubricating oil rises and falls in a short period of time, and the stirring resistance due to the rotor lubricating oil being pulled up can be reduced more reliably. it can.

Hereinafter, a vehicle drive control device according to an embodiment of the present invention will be described with reference to FIGS.
[First embodiment]
First, with reference to FIG. 1 and FIG. 2, the structure of the vehicle drive control apparatus which concerns on this embodiment is demonstrated. As shown in FIG. 1, the vehicle 100 includes a vehicle control device that includes an engine 1, a first electric motor 2, and a second electric motor 3. The vehicle control device further includes a planetary gear mechanism 10, a C0 clutch 20, a C1 clutch 21, a B1 brake 23, a damper 31, a mechanical oil pump 32, an electric oil pump 33, and an ECU 50.

  The engine 1 includes a fuel injection device, an ignition device, and a throttle valve (not shown), and these devices are controlled by the ECU 50. In this way, by controlling each component provided in the engine 1, the ECU 50 can adjust the power generated by the engine 1. The power generated by the engine 1 is output from the engine output shaft 4 and is input to the C0 clutch 20 via a damper 30 and a mechanical oil pump 31 that suppress vibration caused by power fluctuations generated by the engine 1 and the like.

  The first electric motor 2 has a stator 41 and a rotor 42. The rotor 42 corresponds to the rotor of the electric motor in the claims of the present invention. The rotor 42 is coaxially arranged and connected to the first electric motor 2 side element in the C0 clutch 20 and the second electric motor 3 side element in the C1 clutch 21 and rotates integrally therewith.

  The second electric motor 3 has a stator 43 and a rotor 44. The rotor 42 corresponds to the rotor of the electric motor in the claims of the present invention. The rotor 42 is coaxially arranged and connected to the first electric motor 2 side element in the C0 clutch 20 and the second electric motor 3 side element in the C1 clutch 21 and rotates integrally therewith.

  The first electric motor 2 and the second electric motor 3 both have a function as an electric motor (motor) and a function as a generator (generator). The first motor 2 and the second motor 3 are connected to a battery (not shown) via an inverter (not shown). The first electric motor 2 and the second electric motor 3 can drive the rotor 42 (rotor 44) with electric power supplied from the battery, convert it into motive power and output it, and the rotor 42 (rotor 44) with the inputted motive power. ) Can be driven, converted into electric power, and input (charged) to the battery. As the first electric motor 2 and the second electric motor 3, for example, an AC synchronous motor generator can be used.

  The planetary gear mechanism 10 is a single pinion type and includes a sun gear 11, a pinion gear 12, a ring gear 13, and a carrier 14. The sun gear 11 is disposed coaxially with the rotor (rotor) rotation shaft of the second electric motor 3. The ring gear 13 is disposed coaxially with the sun gear 11 and is disposed on the radially outer side of the sun gear 11. The pinion gear 12 is disposed between the sun gear 11 and the ring gear 13 and meshes with the sun gear 11 and the ring gear 13. The pinion 12 is rotatably supported by a carrier 14. The carrier 14 is rotatably supported on the rotor rotation shaft of the second electric motor 3. That is, the pinion gear 12 can rotate (revolve) around the rotor rotation axis of the second electric motor 3 together with the carrier 14, and is supported by the carrier 14 and can rotate (rotate) around the rotation axis of the pinion gear 12 itself. It is.

  In addition, since the carrier 14 is connected to the output shaft (the driving wheel of the vehicle 100), the planetary gear mechanism 10 supplies the power of the first motor 2 from the ring gear 13 and the power of the second motor 3 from the sun gear 11 respectively. It can be input and output to the carrier 14 which is an output shaft of power. The carrier 14 may not be directly connected to the power output shaft. For example, the carrier 14 may be connected to a power output shaft after being connected to a differential gear (differential gear) or the like.

  The C0 clutch 20 is a power connection / disconnection device that is disposed on the engine output shaft 4 and connects / disconnects the engine 1 and the first electric motor 2. The C0 clutch 20 is engaged to control the relative rotation between the engine 1 side and the first electric motor 2 side, and can rotate the engine 1 and the first electric motor 2 integrally. On the other hand, the C0 clutch 20 can be disconnected to disconnect the engine 1 and the first electric motor 2 and rotate the engine 1 and the first electric motor 2 independently of each other. In the present embodiment, the C0 clutch 20 is disposed on the inner diameter side of the rotor 42 of the first electric motor 2.

  The C1 clutch 21 is a power cutting device that connects and disconnects the first motor 2 and the ring gear 13 that is the ring gear of the planetary gear mechanism 10. The C1 clutch 21 controls the relative rotation between the first electric motor 2 side and the ring gear 13 side by being engaged, and can rotate the first electric motor 2 and the ring gear 13 integrally. On the other hand, the C1 clutch 21 can be disconnected to disconnect the first electric motor 2 and the ring gear 13 and rotate the first electric motor 2 and the ring gear 13 independently of each other. In other words, the output shaft of the first electric motor 2 is connected to the ring gear 13 via the C1 clutch 21. In the present embodiment, the C1 clutch 21 is disposed on the inner diameter side of the rotor 44 of the second electric motor 3.

  The B1 brake 22 can regulate the rotation of the ring gear 13. The B1 brake 22 can regulate and stop the rotation of the ring gear 13 by engaging the engagement element on the ring gear 13 side and the engagement element on the vehicle 100 side. On the other hand, the B1 brake 22 can freely rotate the ring gear 13 by being released.

  Further, the C0 clutch 20, the C1 clutch 21, and the B1 brake 22 can be dog-engaged, for example, but are not limited thereto, and may be a friction engagement type or the like. Further, even if the C0 clutch 20, the C1 clutch 21, and the B1 brake 22 are released by the driving force of the actuator against an urging force such as a return spring, they are engaged by the driving force of the actuator against the urging force. It may be a combination.

  As the actuators for driving the C0 clutch 20, the C1 clutch 21 and the B1 brake 22 (not shown), those using electromagnetic force, those using hydraulic pressure, and other known ones can be used. When a hydraulic actuator is used, the required hydraulic pressure can be supplied by a mechanical oil pump 31 or an electric oil pump 32 driven by the rotation of the engine as a hydraulic source.

  The mechanical oil pump 31 is driven by the power output from the engine output shaft 4 and pumps up the lubricating oil stored in the bottom of the storage chamber (the first storage chamber 61 and the second electric motor 62), and requires lubrication and cooling. Can be supplied to the site.

  The electric oil pump 32 is driven by electric power supplied from a battery (not shown), pumps up lubricating oil stored in the bottom of the storage chamber (the first storage chamber 61 and the second electric motor 62), and requires lubrication and cooling. Can be delivered to the site. Unlike a mechanical oil pump, even when the engine 1 is stopped, it can be driven by receiving power supply from a battery.

  The ECU 50 is connected to the engine 1, the first electric motor 2, and the second electric motor 3, and can be controlled. Further, the ECU 50 can control the release and engagement of the C0 clutch 20, the C1 clutch 21, and the B1 brake 22. In order to execute the release and engagement control, the ECU 50 is connected to the mechanical oil pump 31 and the electric oil pump 32 as hydraulic pressure sources, and controls the hydraulic pressure supplied to each part.

  The storage chamber includes a first storage chamber 61 that stores the first electric motor 2 and a second storage chamber 62 that stores the second electric motor 3, and the first electric motor 2, the mechanical oil pump 31 and the electric oil pump 32, Lubricating oil supplied to the second electric motor 3, the planetary gear mechanism 10, the C0 clutch 20, the C1 clutch 21 and the B1 brake 22 and used for lubrication or cooling of each part is stored at the bottom.

  Hereinafter, in the vehicle drive control apparatus of the present embodiment, the vehicle drive control executed by the ECU 50 is shown in the flowchart of FIG. 3, the schematic diagram of the first motor 2 or the second motor 3 in FIG. 4, and the collinear diagram in FIG. Will be described.

  In step S100, both the C0 clutch 20 located on the inner diameter side of the rotor 42 of the first electric motor 2 and the C1 clutch 21 located on the inner diameter side of the rotor 44 of the second electric motor 3 are differentially rotated. Determine whether or not.

  The state where the C0 clutch 20 or the C1 clutch 21 is not differentially rotated is a state where the respective engagement elements are released or completely engaged. In the C0 clutch 20, the engine 1 side element of the C0 clutch 20 and the first motor 2 side element of the C0 clutch 20 are in the same state. In the C1 clutch 21, the engine 1 side element (first electric motor 2 side element) of the C1 clutch 21 and the second electric motor 3 side element of the C1 clutch 21 are in the same state. The presence / absence of differential rotation between elements is detected from the C0 clutch rotational speed sensor 54 and the C1 clutch rotational speed sensor 55.

  At this time, although the lubricating oil may be supplied for the purpose of cooling but not for the purpose of lubrication, a relatively small amount of lubricating oil is supplied to the C0 clutch 20 and the C1 clutch 21. . Therefore, as shown in FIG. 4A, it is unlikely that the oil level in the storage chamber will fluctuate greatly even during driving.

  On the other hand, the state in which the C0 clutch 20 or the C1 clutch 21 is differentially rotated is a state in which each engagement element is partially engaged (so-called half-clutch state). In the C0 clutch 20, there is a difference in the rotational speed between the engine 1 side element of the C0 clutch 20 and the first electric motor 2 side element of the C0 clutch 20. In the C1 clutch 21, there is a difference in the rotational speed between the engine 1 side element (first electric motor 2 side element) of the C1 clutch 21 and the second electric motor 3 side element of the C1 clutch 21.

  At this time, since the lubricating oil is not only supplied for the purpose of cooling but also needs to be supplied for the purpose of lubrication, a relatively large amount of lubricating oil is supplied to the C0 clutch 20 and the C1 clutch 21. Therefore, as shown in FIG. 4B, the oil level in the housing chamber may fluctuate greatly during driving, and the rotor 42 of the first electric motor 2 or the rotor 44 of the second electric motor 3 may be immersed in the lubricating oil.

  When it is determined as “Yes” in step S100, both the C0 clutch 20 and the C1 clutch 21 are not differentially rotated. Therefore, it can be determined that the possibility that the oil level in the storage chamber fluctuates greatly is low. In this case, this flowchart is terminated.

  If it is determined “No” in step S100, both or either of the C0 clutch 20 and the C1 clutch 21 are rotating in a differential direction. Therefore, there is a possibility that the oil level in the storage chamber varies greatly and the rotor 42 of the first electric motor 2 or the rotor 44 of the second electric motor 3 is immersed in the lubricating oil. In this case, the process proceeds to step S200. In step S200, it is determined whether the C0 clutch 20 is not rotating in a differential manner.

  When it is determined as “Yes” in step S200 (the C0 clutch 20 is not differentially rotated), only the C1 clutch 21 is differentially rotated, so that the second accommodation in which the C1 clutch 21 is accommodated. There is a high possibility that the oil level in the chamber 62 varies greatly and the rotor 44 of the second electric motor 3 is immersed in the lubricating oil. In this case, the process proceeds to step S210, the rotation speed of the second motor 3 housed in the second storage chamber 62 is reduced, and the rotation speed of the first motor 2 is output as shown in FIG. It raises so that the rotation speed fluctuation | variation of the carrier 14 connected to a axis | shaft may be suppressed.

  More specifically, the ratio of the number of gear teeth of the sun gear 11 to which the second motor 3 is connected to the number of gear teeth of the ring gear 13 to which the first motor 2 is connected is the number of rotations of the second motor 3 and the first motor. Therefore, if the number of gear teeth of the sun gear 11 and the number of gear teeth of the ring gear 13 is 1: ρ, the value obtained by multiplying the decrease in the number of rotations of the second electric motor 3 by ρ What is necessary is just to raise the rotation speed of 1 electric motor 3.

  If it is determined as “No” in step S200 (the C0 clutch 20 is rotating in a differential direction), the process proceeds to step S300, and it is determined whether or not the C1 clutch 21 is not performing a differential rotation.

  If “Yes” is determined in step S300 (the C1 clutch 21 is not differentially rotated), only the C0 clutch 20 is differentially rotated, and therefore the C0 clutch 20 (and the first electric motor 2) is There is a high possibility that the oil level in the first accommodating chamber 61 accommodated greatly fluctuates and the rotor 42 of the first electric motor 2 is immersed in the lubricating oil. Therefore, it progresses to step S310, and while reducing the rotation speed of the 1st electric motor 2 accommodated in the 1st storage chamber 61, the rotation speed of the 2nd electric motor 3 is shown in FIG. Is increased so as to suppress fluctuations in the rotational speed of the carrier 14 connected to the.

  More specifically, the ratio of the number of gear teeth of the sun gear 11 to which the second motor 3 is connected to the number of gear teeth of the ring gear 13 to which the first motor 2 is connected is the number of rotations of the second motor 3 and the first motor. Therefore, if the number of gear teeth of the sun gear 11 and the number of gear teeth of the ring gear 13 is 1: ρ, only the value obtained by multiplying the decrease in the number of rotations of the first motor 2 by 1 / ρ. The rotation speed of the second electric motor 3 may be increased.

  If it is determined “No” in step S300 (the C1 clutch 21 is rotating in a differential direction), the process proceeds to step S400. If “No” is determined in step S200 and step S300, it means that both the C0 clutch 20 and the C1 clutch 21 are rotating in a differential direction. In this case, the mechanical loss of the C0 clutch 20 and the mechanical loss of the C1 clutch 21 are compared, and the rotational speed of the electric motor provided with a clutch having a larger mechanical loss on the inner diameter side of the rotor is reduced.

  This is because a clutch having a large mechanical loss requires more lubricating oil for lubrication (more lubricating oil is supplied), so that the oil level in the accommodating chamber that accommodates the clutch having a large mechanical loss is small. This is because it is considered that there is a high possibility that a rotor having a clutch that greatly fluctuates and has a large mechanical loss on the inner diameter side is immersed in the lubricating oil. On the other hand, the rotational speed of an electric motor provided with a clutch having a smaller mechanical loss on the inner diameter side of the rotor is increased so as to suppress fluctuations in the rotational speed of the carrier 14 connected to the output shaft.

  According to this embodiment described above, the following effects can be obtained. The amount of lubricating oil greatly fluctuates in the accommodating chamber for accommodating the differentially rotating clutch, and a large amount of lubricating oil is easily stored. Therefore, since the oil level in the storage chamber rises and the rotor is highly likely to be immersed in the lubricating oil, a drag loss of the lubricating oil is likely to occur in an electric motor equipped with a differentially rotating clutch on the inner diameter side of the rotor. In this embodiment, by reducing the rotational speed of the electric motor provided with the differentially rotating clutch on the inner diameter side of the rotor, the loss can be suppressed even when the drag loss of the lubricating oil occurs.

  On the other hand, since the amount of lubricating oil does not fluctuate greatly in the accommodating chamber for accommodating the clutch that is not differentially rotated, the possibility that the rotor is immersed in the lubricating oil is low. Therefore, in an electric motor provided with a clutch that is not differentially rotated on the inner diameter side of the rotor, it is difficult for dragging of lubricating oil to occur.In this embodiment, the number of rotations of the electric motor provided with a clutch that is not differentially rotated on the inner diameter side of the rotor is reduced. Raise. At this time, in order to increase the rotation speed of the electric motor provided with a clutch that is not differentially rotated on the inner diameter side of the rotor so as to suppress the rotation speed fluctuation of the carrier 14, the output fluctuation is suppressed while suppressing the drag loss of the lubricating oil. Can do.

  In addition, when changing the rotation speed of the 1st electric motor 2 and the 2nd electric motor 3, according to the change of the rotation speed of one motor as mentioned above, not only simultaneously changing the rotation speed of the other motor, The rotation speed of the other motor may be changed after the change of the rotation speed of one motor is completed. In this case, the output shaft rotational speed of the motive power fluctuates temporarily after the change of the rotational speed of one electric motor is completed until the change of the rotational speed of the other electric motor is completed. Since the change only needs to be performed one by one, the control can be simplified.

  Further, when the first storage chamber 61 and the second storage chamber 62 are provided with the oil level sensors 51 and 52, respectively, the ECU 50 can execute the flowchart of FIG. 6 in which step S110 is added after step S100.

  The oil level sensor 51 is provided in the first storage chamber 61, and the oil level sensor 52 is provided in the second storage chamber 62. The oil level sensor 51 estimates the oil level height of the lubricating oil stored in each storage chamber, and determines the oil level height. A signal corresponding to this can be output to the ECU 50.

  When the oil level sensor 51 and the oil level sensor 52 are provided and the ECU 50 executes the flowchart of FIG. 6, if “Yes” is determined in step S100, the process proceeds to a newly added step S110.

  In step S110, the oil level height in the first storage chamber 61 and the oil level height in the second storage chamber 62 are estimated from the signal outputs of the oil level sensor 51 and the oil level sensor 52, and the process proceeds to step S120.

  In step S120, the oil level height in the first storage chamber 61 estimated in step S110 and the oil level height in the second storage chamber 62 are compared, and the oil level is stored in the higher storage chamber. Reduce the rotational speed of the motor. On the other hand, the rotation speed of the electric motor housed in the lower storage chamber is increased so as to suppress fluctuations in the rotation speed of the carrier 14.

  As described above, when the oil level sensor 51 and the oil level sensor 52 are provided and the ECU 50 executes the flowchart of FIG. Even when the lubricating oil stored in the room increases, the oil level in the first storage chamber 61 and the oil level in the second storage chamber 62 can be compared.

  Further, a threshold value for the oil level may be provided, and the ECU 50 may be configured not to execute the flowchart of FIG. 5 or FIG. 6 until the oil level height exceeds the threshold value. The threshold value is obtained by calculating or testing in advance a value of the oil level that causes the dragging loss of the lubricating oil to be sufficiently small even if the rotor of the motor is immersed in the lubricating oil to some extent, so that the rotation speed of the motor may be maintained. What is necessary is just to use the value of such oil level height as a threshold value. Until the oil level exceeds this threshold, the rotor of the electric motor is immersed in the lubricating oil, and the lubricating oil is actively pumped up, so that the amount supplied from the mechanical oil pump 31 and the electric oil pump 32 is added. Thus, the amount of lubricating oil added by the rotor can be supplied to the rotor of the electric motor. Thereby, the lubrication and cooling effect by the lubricating oil can be further enhanced.

  The connection of the planetary gear mechanism 10 to each rotary element can be controlled so that the output shaft rotational speed of the power does not fluctuate even if the rotational speed of the first electric motor 2 or the second electric motor 3 is increased or decreased. What is necessary is just to be connected, and it is not restricted to what is shown in this embodiment (1st Embodiment).

  For example, as shown in the skeleton diagram of FIG. 7, the power output shaft may be connected to the sun gear 11 of the planetary gear mechanism 10, the first motor 2 may be connected to the carrier 14, and the second motor 3 may be connected to the ring gear 13. In this case, as shown in the collinear diagram of FIG. 8, the oil level becomes higher if the operating range is such that the first motor 2 rotates in the positive direction and the second motor 3 rotates in the negative direction. The rotational speed of the sun gear 11 connected to the power output shaft can be maintained by increasing the rotational speed of the electric motor accommodated in the other storage chamber and decreasing the rotational speed of the other electric motor.

  When the oil level in the first storage chamber 61 is increased, the rotational speed of the second electric motor 3 may be increased while the rotational speed of the first electric motor 2 is decreased as shown in FIG. If the oil level in the second storage chamber 62 is increased, the rotational speed of the first electric motor 2 is increased while the rotational speed of the second electric motor 3 is decreased as shown in FIG. Good.

  In the case of the modification shown in FIGS. 7 and 8, it is only necessary that the carrier 14 and the ring gear 13 can be rotated in opposite directions while maintaining the rotation speed of the sun gear 11. The second electric motor 3 can be connected to the ring gear 13 (in the configuration of FIG. 7, the connection between the first electric motor 2 and the second electric motor 3 is switched).

  Alternatively, as shown in the skeleton diagram of FIG. 9, the first motor 2 may be connected to the sun gear 11 of the planetary gear mechanism 10, the second motor 3 may be connected to the carrier 14, and the output shaft of the first power may be connected to the ring gear 13. . In this case, as shown in the collinear diagram of FIG. 10, the oil level becomes higher if the operating range is such that the first electric motor 2 rotates in the negative direction and the second electric motor 3 rotates in the positive direction. The rotational speed of the ring gear 13 connected to the output shaft of the power can be maintained by increasing the rotational speed of the electric motor accommodated in the other storage chamber and decreasing the rotational speed of the other electric motor. .

  When the oil level in the first storage chamber 61 is increased, the rotational speed of the second electric motor 3 may be increased while the rotational speed of the first electric motor 2 is decreased as shown in FIG. When the oil level in the second storage chamber 62 is increased, as shown in FIG. 10D, the rotational speed of the first electric motor 2 is increased while the rotational speed of the second electric motor 3 is decreased. Good.

In the case of the above modification shown in FIG. 9 and FIG. 10, it is only necessary that the sun gear 11 and the carrier 14 can be rotated in the opposite directions while maintaining the rotational speed of the ring gear 13. The second electric motor 3 can be connected to the carrier 14 (in the configuration of FIG. 9, the connection between the first electric motor 2 and the second electric motor 3 is switched). These modifications can be similarly applied to the second and third embodiments described below.
[Second Embodiment]
This embodiment will be described with reference to FIG. In the present embodiment, the vehicle 100 further includes a G sensor 53 in addition to the configuration of the first embodiment. Moreover, the 1st electric motor 2 and the 2nd electric motor 3 are arranged in the coaxial direction with the drive shaft 73 which connects the left-right wheels 71 and 72 of the vehicle 100, as shown in FIG. For example, an FF drive type vehicle corresponds to such an arrangement.

  The G sensor 53 can detect the inclination of the vehicle 100 and output a signal corresponding to the inclination to the ECU 50. The inclination of the vehicle 100 refers to, for example, an inclination generated in the vehicle 100 due to a horizontal load applied when the vehicle 100 turns left and right, or an inclination generated in the vehicle 100 due to a vertical load applied when the vehicle 100 travels on an uphill road.

  When the vehicle 100 turns in the left-right direction, a load in the vehicle horizontal direction (“G” in FIG. 11) is applied to the first motor 2 and the second motor 3, and a similar load is also applied to the lubricating oil in the accommodation chamber. . This load is a so-called centrifugal force, and increases as the distance from the turning center increases. Therefore, of the first storage chamber 61 and the second storage chamber 62, the oil level of the lubricating oil in the storage chamber located farther from the rotation center is higher. The height increases. More specifically, when the vehicle 100 turns to the left as shown in FIG. 11C, the oil level in the accommodation chamber located on the right side becomes higher. On the other hand, when the vehicle 100 turns to the right as shown in FIG. 11D, the oil level in the accommodation chamber located on the left side becomes higher.

In this way, it is possible to estimate which of the first storage chamber 61 and the second storage chamber 62 has a higher oil level based on the turning direction of the vehicle 100. If the rotational speed of the electric motor accommodated in the storage chamber whose height is estimated to be high is reduced and the rotational speed of the other electric motor is increased so as to suppress fluctuations in the rotational speed of the carrier 14, the first implementation The same effect as the form can be obtained.
[Third embodiment]
This embodiment will be described with reference to FIGS. In addition to the configuration of the second embodiment, a communication portion 63 capable of entering and exiting the lubricating oil is further provided between the first storage chamber 61 and the second storage chamber 62. Further, as shown in FIG. 13, the first electric motor 2 and the second electric motor 3 are arranged coaxially with a propeller shaft 75 that transmits the power of the engine 1 of the vehicle 100 to the rear wheels 74. For example, an FR drive type vehicle corresponds to such an arrangement. In the present embodiment, a signal corresponding to a vertical load applied when the vehicle 100 travels on an uphill road among signals output from the G sensor 53 is used.

  When the vehicle 100 travels on an uphill road, a load in the vehicle vertical direction ("G" in FIG. 13) is applied to the first motor 2 and the second motor 3, and a similar load is also applied to the lubricating oil in the accommodation chamber. . This load is so-called gravitational acceleration, and a load in the vehicle vertical direction is applied to both the first storage chamber 61 and the second storage chamber 62. At this time, if the communication portion 63 is not provided as in the first embodiment and the second embodiment, the oil level height of the lubricating oil in the first storage chamber 61 and the second storage chamber 62 varies in the same manner. However, in this embodiment, since the lubricating oil enters and exits through the communication portion 63, the oil level in the accommodation chamber located further vertically below becomes higher. More specifically, when the vehicle 100 ascends as shown in FIG. 13 (E), the oil level in the accommodation chamber located vertically above increases. On the other hand, when the vehicle 100 descends as shown in FIG. 13 (F), the oil level in the accommodation chamber located vertically below increases.

  In this way, it is possible to estimate which of the first storage chamber 61 and the second storage chamber 62 the oil level in the first storage chamber 61 and the second storage chamber 62 will be higher based on the climbing state of the vehicle 100. If the rotational speed of the electric motor accommodated in the storage chamber whose height is estimated to be high is reduced and the rotational speed of the other electric motor is increased so as to suppress fluctuations in the rotational speed of the carrier 14, the first implementation The same effect as the form can be obtained.

  Note that the method of detecting the tilt of the vehicle 100 is not limited to the method of detecting by the G sensor as in the second and third embodiments, and is based on, for example, the acceleration of the vehicle 100 or the operation amount of a steering (not shown) by the driver. It is also possible to use a detection method. In this case, since the inclination of the vehicle 100 can be detected from the existing components of the vehicle 100 without adding a new G sensor, the vehicle drive control device according to the present embodiment can be configured at a lower cost.

FIG. 1 is a diagram showing a configuration of a vehicle drive control device according to an embodiment of the present invention. FIG. 2 is a configuration of the vehicle drive control device according to the embodiment of the present invention, and is a diagram illustrating an arrangement of the electric motor and the storage chamber. FIG. 3 is a control flowchart of vehicle drive control according to an embodiment of the present invention that is executed by the ECU 50. FIG. 4 is a schematic diagram when the oil level of the lubricating oil stored in the storage chamber changes due to engagement of the clutch device in the vehicle drive control device according to the embodiment of the present invention. FIG. 5 is a collinear diagram showing changes in the rotational speeds of the electric motor and the output shaft when the vehicle drive control according to the embodiment of the present invention is executed. FIG. 6 is a control flowchart of vehicle drive control according to an embodiment of the present invention that is executed by the ECU 50, and is a variation. FIG. 7 is a skeleton diagram showing a modification of the first embodiment. FIG. 8 is a collinear diagram when the rotation speeds of the first electric motor 2 and the second electric motor 3 are changed in the configuration of FIG. 7 which is a modified example of the first embodiment. FIG. 9 is a skeleton diagram showing a modification of the first embodiment. FIG. 10 is a collinear diagram when the rotation speeds of the first electric motor 2 and the second electric motor 3 are changed in the configuration of FIG. 9 which is a modified example of the first embodiment. FIG. 11 is a schematic diagram in the case where the oil level of the lubricating oil stored in the storage chamber changes due to left and right turning of the vehicle in the vehicle drive control device according to the embodiment of the present invention. FIG. 12 is a configuration of the vehicle drive control device according to the embodiment of the present invention, and is a diagram illustrating the arrangement of the electric motor and the storage chamber, and a communication portion is provided in a part of the partition wall forming the storage chamber. FIG. FIG. 13 is a schematic diagram when the oil level of the lubricating oil stored in the storage chamber changes depending on the uphill or downhill of the vehicle in the vehicle drive control apparatus according to the embodiment of the present invention.

DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... 1st motor, 3 ... 2nd motor, engine output shaft ... 4, 1st motor output shaft ... 5, 2nd motor output shaft ... 6, 10 ... Planetary gear mechanism, 11 ... Sun gear, 12 ... Planetary gear, 13 ... Ring gear, 14 ... Carrier, 20 ... C0 clutch, 21 ... C1 clutch, 23 ... B1 brake, 30 ... Damper, 31 ... Mechanical oil pump, 32 ... Electric oil pump, 41 ... Stator, 42 ... Rotor, 43 ... Stator, 44 ... Rotor, 50 ... ECU, 51 ... Oil level sensor, 52 ... Oil level sensor, 53 ... G sensor

Claims (7)

In the drive device in which the first motor and the second motor are respectively connected to two elements of the differential mechanism having three elements, and the power output shaft is connected to the remaining one element,
A first storage chamber for storing the first electric motor and storing lubricating oil;
A second storage chamber for storing the second electric motor and storing lubricating oil,
The rotational speed of the electric motor housed in the other storage chamber is reduced while the rotational speed of the motor housed in the storage chamber where the oil level height of the stored lubricating oil is increased is increased. An electric motor rotational speed control means for raising the motor so as not to fluctuate. Of the oil level height of the lubricating oil stored in the first storage chamber containing the first electric motor and the oil level height of the lubricating oil stored in the second storage chamber containing the second electric motor, the oil level height Oil level height estimation means that can estimate the higher the height,
The rotational speed of the motor housed in the storage chamber estimated to be increased by the oil level height estimation means is reduced, and the rotational speed of the motor housed in the other storage chamber is reduced. The drive apparatus according to claim 1, further comprising an electric motor rotation speed control unit that increases the rotation speed of the output shaft so as not to fluctuate. The first electric motor and the second electric motor each include a clutch that connects and disconnects power to an inner diameter side of a rotor, and the oil level height estimating means is configured to increase the oil level height based on an operating state of the clutch. The drive device according to claim 2, wherein the drive device is estimated. The first electric motor and the second electric motor are provided in a vehicle, and are arranged coaxially with a drive shaft that connects the left and right wheels of the vehicle,
The drive device according to claim 2 or 3, wherein the oil level height estimating means estimates a direction in which the oil level becomes higher based on a turning direction of the vehicle. The first storage chamber and the second storage chamber are connected by a communication portion that allows the lubricating oil to flow in and out between the first storage chamber and the second storage chamber,
The first electric motor and the second electric motor are provided in the vehicle, and are arranged coaxially with a propeller shaft that transmits power from a driving force source of the vehicle to a rear wheel,
4. The driving device according to claim 2, wherein the oil level height estimating unit estimates a direction in which the oil level becomes higher based on an inclination of a traveling road surface. 5. The driving apparatus according to any one of claims 1 to 5, wherein the differential mechanism is a planetary gear configured by three elements of a ring gear, a carrier, and a ring gear. The output shaft of the first motor is connected to the ring gear of the planetary gear mechanism, the output shaft of the second motor is connected to the sun gear of the planetary gear mechanism, and the power output shaft is connected to the carrier of the planetary gear mechanism. The drive device according to claim 6, wherein the drive device is characterized.

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