JP2013194853A - Drive device lubricating structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a drive device lubricating structure capable of supplying lubricating oil to an electric motor and a transmission mechanism with a simple structure, and capable of achieving efficiency of lubrication.SOLUTION: A lubricating plate 20 formed into a substantially U-shape along an electric motor MG is arranged midway in an axial direction of the electric motor MG and an automatic transmission 1. The other side surface 61 of the lubricating plate 20 in the axial direction is formed with first lubrication holes (a hole 23 for the inside of a reverse shaft, a hole 24 for the inside of an output shaft, a hole 25 for the inside of a second drive gear shaft, and a hole 27 for an engagement part) communicating with a first flow passage 30 and supplying lubricating oil to the automatic transmission 1, and one side surface 62 of the lubricating plate 20 in the axial direction is formed with a second lubrication hole (a hole 28 for the electric motor) communicating with a second flow passage 40 and supplying the lubricating oil to the electric motor MG. Therefore, although a structure is simple, the lubricating oil can be supplied to the electric motor MG and the automatic transmission 1 which are arranged on both axial sides by one lubricating plate 20, and efficiency of lubrication can be achieved.

Description

  The present invention relates to a drive device lubrication structure.

  In Patent Document 1, an oil shower pipe is arranged in the transmission chamber in parallel with the transmission shaft, and both ends of the oil shower pipe are supported by pipe support holes formed in both end walls in the transmission shaft core direction of the transmission chamber. An oil transmission gear oil supply device for an engine is disclosed in which one end of an oil shower pipe is communicated with an oil passage on the oil pump side, and a plurality of spray holes are formed in the middle of the oil shower pipe and open toward the tooth surface of the transmission gear. Has been.

  In this transmission gear oil supply device, an oil groove is formed in a pipe support hole that supports the other end of the oil shower pipe and communicates with the oil shower pipe and opens into the transmission chamber to supply oil to the tooth surface of the transmission gear. Thus, the length of the oil shower tube is shortened, the number of spray ports is reduced, and the weight and the size are reduced.

Japanese Patent No. 3681119

  By the way, in a hybrid vehicle equipped with an internal combustion engine and an electric motor, it is necessary to supply lubricating oil for lubrication / cooling not only to the speed change mechanism but also to the electric motor. Usually, the supply of lubricating oil to such a speed change mechanism and an electric motor has been performed by complicatedly handling metal pipes, so that the lubrication system becomes complicated and the reliability of the vehicle due to the lubrication system is reduced. At the same time, the number of parts increases, which may cause an increase in weight and cost.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a drive device lubrication structure that can supply lubricating oil to an electric motor and a transmission mechanism with a simple configuration and can improve lubrication efficiency. It is to provide.

In order to achieve the above object, the invention described in claim 1
An electric motor (for example, an electric motor MG in an embodiment described later);
A transmission mechanism connected to the electric motor and adjacent to the electric motor in the axial direction (for example, an automatic transmission 1 in an embodiment described later);
A lubrication supply member (for example, a lubrication plate 20 in an embodiment described later) for supplying lubricant to the electric motor and the transmission mechanism;
A drive unit lubrication structure comprising:
The motor is arranged on one side in the axial direction of the lubrication supply member,
The transmission mechanism is disposed on the other axial side of the lubrication supply member,
The lubrication supply member is formed in a substantially U shape along the electric motor,
In the lubrication supply member, a first flow path (for example, a first flow path 30 in an embodiment described later) and a second flow path (for example, a second flow in an embodiment described later) that are connected to each other and through which lubricating oil flows. Path 40) is formed,
The other axial side surface of the lubrication supply member (for example, the other axial side surface 61 in an embodiment described later) communicates with the first flow path, and the lubricating oil in the first flow path is disposed on the other axial direction side. At least one first lubricating hole (for example, a reverse shaft hole 23, an output shaft hole 24, a second drive gear shaft hole 25, and a meshing portion hole 27 in an embodiment described later) to be supplied to the speed change mechanism. )
One side surface in the axial direction of the lubrication supply member (for example, one side surface 54 in the axial direction in an embodiment described later) communicates with the second flow path, and the lubricating oil in the second flow path is on one side in the axial direction. At least one second lubricating hole (for example, a motor hole 28 in an embodiment described later) to be supplied to the motor is provided.

Moreover, in addition to the structure of Claim 1, the invention of Claim 2 is
The first flow path and the second flow path are formed to be offset from each other in the radial direction,
The first lubricating hole is
At least one shaft hole for supplying lubricating oil in the first flow path into the shaft of the speed change mechanism (for example, a reverse shaft hole 23, an output shaft hole 24, and a second hole in the embodiment described later) Drive gear shaft inner hole 25),
At least one meshing portion hole (for example, a meshing portion hole 27 in an embodiment described later) for supplying the first passage fluid to the gear meshing portion of the transmission mechanism;
It is characterized by having.

Moreover, in addition to the structure of Claim 2, the invention of Claim 3 is
The first flow path is an upstream flow path (for example, an upstream flow path 31 of an embodiment described later) in which lubricating oil is introduced from the outside of the lubrication supply member and communicates with at least one of the in-shaft holes. And a downstream channel connected to the upstream channel and communicating with at least one of the in-shaft holes (for example, a downstream channel 33 in an embodiment described later),
The upstream flow path and the second flow path are connected by a radial communication path (for example, a radial communication path 41 of an embodiment described later) extending in the radial direction,
The upstream flow path and the downstream flow path are connected by a circumferential communication path extending in the circumferential direction (for example, a circumferential communication path 32 in an embodiment described later),
The flow area of the circumferential communication path is set such that a desired amount of lubricating oil in the upstream flow path is distributed to the downstream flow path and the second flow path. .

Moreover, in addition to the structure of Claim 3, the invention of Claim 4 adds to the structure of Claim 3,
The downstream-side flow path is configured such that the flow path is radially outward and radially inner by a wall portion (for example, a wall portion 29 in an embodiment described later) extending from one circumferential end toward the other circumferential end. A radially outer channel (for example, a radially outer channel 34 in an embodiment described later) and a radially inner channel (for example, a radially inner channel 35 in an embodiment described later) formed separately, and a circumference A connecting channel (for example, a connecting channel 36 in an embodiment described later) connecting the radially outer channel and the radially inner channel on the other end side in the direction,
The circumferential communication path is connected to the radial outer flow path or the radial inner flow path,
The in-shaft hole communicates with the connection flow path,
The engagement portion hole communicates with a flow path that is not connected to the circumferential communication path among the radial inner flow path and the radial inner flow path.

  According to the first aspect of the present invention, the lubricating supply member formed in a substantially U shape along the electric motor is disposed in the middle of the electric motor and the speed change mechanism in the axial direction, and on the other axial side surface of the lubricating supply member. A first lubrication hole that communicates with the first flow path and supplies lubricating oil to the speed change mechanism is provided, and a first lubrication supply member communicates with the second flow path on one axial side surface of the lubrication supply member to supply the lubricating oil to the electric motor. Two lubrication holes are provided. Therefore, although it is a simple structure, the lubricating oil can be supplied to the electric motor and the transmission mechanism arranged on both sides in the axial direction with a single lubricating supply member, and the efficiency of the lubrication can be realized.

According to the second aspect of the present invention, since the first flow path and the second flow path are offset from each other in the radial direction, it is possible to suppress the lubrication supply member from expanding in the axial direction. it can.
Further, since the lubricating oil in the first flow path is supplied to the in-shaft and the gear meshing portion of the speed change mechanism through the in-shaft hole and the meshing portion hole, it is possible to stabilize the lubrication of the speed change mechanism. It becomes possible.

  According to the invention described in claim 3, the flow area of the circumferential communication path is set so that the lubricating oil in the upstream flow path is distributed in a desired amount to the downstream flow path and the second flow path. Therefore, the circumferential communication path functions as an orifice for adjusting the flow rate balance of the lubricating oil to the downstream flow path and the second flow path, and in particular, the lubricating oil supplied to the second flow path is insufficient. Thus, the motor can be properly lubricated.

  According to the fourth aspect of the present invention, the downstream flow path of the first flow path has the flow path radially outward and radially inner by the wall portion extending in the circumferential direction from the circumferential end. Lubricating oil having a radially outer channel and a radially inner channel formed separately and a connecting channel connecting the radially outer channel and the radially inner channel at the other circumferential end Is upstream flow path → circumferential communication path → radial outer flow path → connection flow path → radial inner flow path (or upstream flow path → circumferential communication path → radial inner flow path → connection flow path → (In order of the radially outer flow path). At the same time, the lubricating oil is also supplied in the order of the upstream flow path → the radial communication path → the second flow path. Accordingly, the lubricating oil is preferentially supplied to the in-shaft hole communicating with the upstream flow path and the connection flow path and the second lubricating hole communicating with the second flow path, and the surplus is most downstream. Since it is supplied to the engagement portion hole communicating with a certain radially inner flow path (or radially outer flow path), a relatively large amount of lubricating oil is supplied to the shaft of the speed change mechanism and the motor that require more lubrication. In addition, an appropriate amount of lubricating oil can be supplied to the gear meshing portion of the transmission mechanism.

It is a skeleton figure of the drive device to which the drive device lubrication structure concerning an embodiment of the present invention was applied. It is a perspective view which isolate | separates and shows an automatic transmission and an electric motor mutually. It is a perspective view which shows an automatic transmission and an electric motor. (A) is the fragmentary sectional view which looked at the lubrication plate from the axial direction, (b) is the AA sectional view taken on the line in (a).

  Hereinafter, an embodiment of a drive device lubrication structure of the present invention will be described with reference to the drawings. FIG. 1 shows a front wheel drive device 100 to which the drive device lubrication structure of the present embodiment is applied. The front wheel drive device 100 includes an electric motor MG (motor / generator) and an engine ENG arranged coaxially with each other. And an automatic transmission 1 as a speed change mechanism for connecting the electric motor MG and the engine ENG to the left and right front wheels (not shown) so as to be able to transmit power.

  Referring also to FIGS. 2 and 3, an electric motor MG is disposed adjacent to one side of the automatic transmission 1 in the axial direction (left direction in FIG. 1), and the other side of the automatic transmission 1 in the axial direction (in FIG. 1). The engine ENG is arranged adjacent to the right direction. That is, the automatic transmission 1 is disposed between the electric motor MG and the engine ENG in the axial direction, and is disposed in parallel with the input shaft 2 to which the driving force (output torque) of the engine ENG is transmitted. A hollow output shaft 3 to which the rotational power of the input shaft 2 is input, an output gear 3a that is pivotally supported by the output shaft 3 and outputs power to the left and right front wheels via a differential gear (not shown), A plurality of gear trains G2 to G5 having different ratios.

  The automatic transmission 1 includes a hollow first drive gear shaft 4 that rotatably supports the drive gears G3a and G5a of the odd-numbered gear trains G3 and G5 that establish odd-numbered gears in the gear ratio order. When the reverse gear is established with the hollow second drive gear shaft 5 that rotatably supports the drive gears G2a and G4a of the even-numbered gear trains G2 and G4 that establish even-numbered gears in the gear ratio order. A hollow reverse shaft 6 that rotatably supports the reverse drive gear GRa of the reverse gear train GR that is used and includes a reverse drive gear GRa and a reverse driven gear GRb. The first drive gear shaft 4 is disposed on the same axis as the input shaft 2, and the second drive gear shaft 5 and the reverse shaft 6 are disposed in parallel with the first drive gear shaft 4.

  The automatic transmission 1 includes an idle drive gear Gia rotatably supported on the first drive gear shaft 4, a first idle driven gear Gib that meshes with the idle drive gear Gia, and a first idle driven gear Gib. An idle comprising a second idle driven gear Gic meshed and fixed to the second drive gear shaft 5 and a third idle driven gear Gid meshed with the first idle driven gear Gib and fixed to the reverse shaft 6 A gear train Gi is provided.

  A reverse driven gear GRb that meshes with the reverse drive gear GRa of the reverse gear train GR that is rotatably supported by the reverse shaft 6 is fixed to the first drive gear shaft 4. The output shaft 3 is fixed with a first driven gear Go1 meshed with the second speed drive gear G2a and the third speed drive gear G3a, and a second driven gear Go2 meshed with the fourth speed drive gear G4a and the fifth speed drive gear G5a. Has been.

  Further, the first drive gear shaft 4 is connected to the third speed drive gear G3a and the first drive gear shaft 4, and is connected to the fifth drive gear G5a and the first drive gear shaft 4. It is switchable by being driven by the actuator ACT to any one of the speed side connection state, the 3rd speed drive gear G3a and the 5th speed drive gear G5a and the neutral state in which the connection between the first drive gear shaft 4 is cut off, A first meshing mechanism SM1 configured with a synchromesh mechanism is provided.

  The second drive gear shaft 5 is connected to the second speed drive gear G2a and the second drive gear shaft 5 in the second speed side connected state, and the fourth speed drive gear G4a and the second drive gear shaft 5 are connected to the fourth speed side. The synchromesh can be switched by being driven by the actuator ACT to any one of a connected state, a neutral state in which the connection between the second drive gear G2a and the fourth drive gear G4a and the second drive gear shaft 5 is disconnected. A second meshing mechanism SM2 configured by the mechanism is provided.

  The reverse shaft 6 can be switched by being driven by the actuator ACT to either a connected state in which the reverse drive gear GRa and the reverse shaft 6 are connected or a neutral state in which the connection is broken. A third meshing mechanism SM3 configured by the mechanism is provided.

  The automatic transmission 1 also includes a first clutch C1 and a second clutch C2 that are hydraulically operated wet friction clutches on the other axial side. The first clutch C1 is configured to be switchable between a transmission state in which the driving force of the engine ENG transmitted to the input shaft 2 is transmitted to the first drive gear shaft 4 and an open state in which the transmission is cut off. The second clutch C2 is configured to be switchable between a transmission state in which the driving force of the engine ENG transmitted to the input shaft 2 is transmitted to the second drive gear shaft 5 and an open state in which this transmission is cut off.

  The states of both clutches C1 and C2 are switched by the hydraulic pressure supplied from the clutch control circuit 10. Further, the clutches C1 and C2 can adjust the engagement pressure in the transmission state by adjusting the hydraulic pressure with an actuator (not shown) provided in the clutch control circuit 10 (so-called a half-clutch state). .

  Lubricating oil is supplied to the lubricating circuit 9 from the oil pump 8, and the lubricating circuit 9 includes an oil passage that distributes the lubricating oil to locations in the automatic transmission 1 that require lubrication, such as the clutches C1 and C2. The oil pump 8 is disposed at the axial end opposite to the engine ENG and coaxially with the input shaft 2, and is connected to the input shaft 2 through the hollow first drive gear shaft 4. It is driven by the engine ENG through the pump shaft 2a.

  The automatic transmission 1 has a planetary gear mechanism PG that is coaxial with the input shaft 2 and is arranged on one side in the axial direction of the automatic transmission 1. The planetary gear mechanism PG is configured as a single pinion type including a sun gear Sa, a ring gear Ra, and a carrier Ca that pivotally supports a pinion gear Pa meshing with the sun gear Sa and the ring gear Ra so as to rotate and revolve.

  The ratio between the distance between the sun gear Sa and the carrier Ca and the distance between the carrier Ca and the ring gear Ra, where g is the gear ratio of the planetary gear mechanism PG (number of teeth of the ring gear Ra / number of teeth of the sun gear Sa). Becomes g: 1.

  The sun gear Sa is fixed to the first drive gear shaft 4, the carrier Ca is connected to the third speed drive gear G3a, and the ring gear Ra is a speed change mechanism that houses the electric motor MG and the automatic transmission 1 by the lock mechanism B1. It is fixed to the machine case 7 so that it can be fastened and released.

  The lock mechanism B1 is composed of a synchromesh mechanism, and is configured to be switchable between a fixed state in which the ring gear Ra is fixed to the transmission case 7 and an open state in which this fixing is released. Note that the lock mechanism B1 is not limited to the synchromesh mechanism, and may be constituted by other ones such as a 2-way clutch, a wet multi-plate brake, a hub brake, and a band brake.

  A hollow electric motor MG is arranged on the outer side in the radial direction of the planetary gear mechanism PG, and the electric motor MG includes a stator MGa and a rotor MGb arranged on the inner side in the radial direction of the stator MGa. The outer periphery of the stator MGa is supported by a stator case 12 that is bolted to the transmission case 7. The rotor MGb is supported by a rotor hub 11 that is located on one side in the axial direction of the planetary gear mechanism PG and extends radially inward. The rotor hub 11 is spline-coupled to the first drive gear shaft 4 so that the rotor MGb and Power transmission with the first drive gear shaft 4 is enabled.

  The electric motor MG is controlled via a power drive unit PDU (Power Drive Unit) based on an instruction signal from the power control unit ECU (Electronic Control Unit), and the power control unit ECU controls the secondary battery BATT. As appropriate, a driving state in which the electric motor MG is driven by consuming the electric power and a regenerative state in which the rotational power of the rotor MGb is suppressed to generate power and the generated power is charged to the secondary battery BATT via the power drive unit PDU. Switch.

  Further, the electric motor MG is provided with a rotation sensor MGc for detecting the rotation speed of the electric motor MG (rotation speed of the rotor MGb), and the rotation sensor MGc can transmit the detected rotation speed of the electric motor MG to the power control device ECU. It is configured.

  Further, the power control device ECU controls the actuator (not shown) of the clutch control circuit 10 to adjust the hydraulic pressure to switch between the transmission state and the release state of both clutches C1 and C2.

  Next, the operation of the automatic transmission 1 configured as described above will be described. In the automatic transmission 1 according to the first embodiment, the engine ENG can be started using the driving force of the electric motor MG by engaging the first clutch C1.

  First, when the first speed is established using the driving force of the engine ENG, the lock mechanism B1 is fixed, the ring gear Ra of the planetary gear mechanism PG is fixed to the transmission case 7, and the first clutch C1 is engaged. The transmission state.

  The driving force of the engine ENG is input to the sun gear Sa of the planetary gear mechanism PG via the input shaft 2, the first clutch C1, and the first driving gear shaft 4, and the rotational speed of the engine ENG input to the input shaft 2 is The speed is reduced to 1 / (g + 1) and transmitted to the third speed drive gear G3a via the carrier Ca.

  The driving force transmitted to the third-speed drive gear G3a is the gear ratio of the third-speed gear train G3 composed of the third-speed drive gear G3a and the first driven gear Go1 (number of teeth of the third-speed drive gear G3a / first driven gear). The number of teeth of Go1) is i, and the gear is shifted to 1 / i (g + 1) and output from the output member 3a via the first driven gear Go1 and the output shaft 3, and the first gear is established.

  As described above, in the automatic transmission 1 according to the present embodiment, since the first gear can be established by the planetary gear mechanism PG and the third gear train, the meshing mechanism dedicated to the first gear is not necessary, and the planetary gear mechanism PG Since it is arranged in the hollow electric motor MG, the axial length of the automatic transmission can be further shortened.

  When the vehicle is in a decelerating state and the charge rate SOC (State Of Charge) of the secondary battery BATT is less than a predetermined value at the first speed, the power control unit ECU applies a brake with the electric motor MG. Performs decelerating regenerative operation that generates electricity. In addition, when the charging rate SOC of the secondary battery BATT is equal to or higher than a predetermined value, the electric motor MG is driven to drive the HEV (Hybrid Electric Vehicle) that assists the driving force of the engine ENG or the driving force of the electric motor MG alone. EV (Electric Vehicle) running can be performed.

  Further, when the vehicle is traveling in EV and the vehicle is allowed to decelerate and the vehicle speed is equal to or higher than a certain speed, the driving force of the electric motor MG is used by gradually engaging the first clutch C1. Instead, the engine ENG can be started using the kinetic energy of the vehicle.

  When the power control unit ECU predicts from the vehicle information such as the vehicle speed and the opening degree of the accelerator pedal that the upshift to the second gear is performed during traveling at the first gear, the second meshing mechanism SM2 is set to 2 The second-speed-side connected state in which the high-speed driving gear G2a and the second driving gear shaft 5 are connected is set as a pre-shift state that approaches this state.

  When the second speed is established using the driving force of the engine ENG, the second meshing mechanism SM2 is set to the second speed side connection state in which the second speed drive gear G2a and the second drive gear shaft 5 are connected to each other. The clutch C1 is brought into an open state, and the second clutch C2 is fastened into a transmission state. Thus, the driving force of the engine ENG is output from the output gear 3a via the second clutch C2, the idle gear train Gi, the second drive gear shaft 5, the second speed gear train G2, and the output shaft 3.

  When the power control unit ECU predicts an upshift at the second speed, the first meshing mechanism SM1 is connected to the third speed side, in which the third speed drive gear G3a and the first drive gear shaft 4 are connected. Alternatively, a pre-shift state that approaches this state is set.

  On the contrary, when the power control unit ECU predicts a downshift, the first meshing mechanism SM1 is set to the neutral position that disconnects the third drive gear G3a and the fifth drive gear G5a from the first drive gear shaft 4. State.

  As a result, the upshift or the downshift can be performed simply by setting the first clutch C1 in the transmission state and the second clutch C2 in the disengaged state, and smoothly switching the shift speed without interrupting the driving force. Can do.

  Even at the second speed, when the vehicle is in a decelerating state and the charging rate SOC of the secondary battery BATT is less than a predetermined value, the power control device ECU performs a deceleration regenerative operation. When performing the deceleration regenerative operation in the second speed stage, it differs depending on whether the first meshing mechanism SM1 is in the third speed side connected state or in the neutral state.

  When the first meshing mechanism SM1 is in the third speed side connected state, the third drive gear G3a rotated by the first driven gear Go1 rotated by the second drive gear G2a is connected to the electric motor via the first drive gear shaft 4. In order to rotate the rotor MGb of the MG, the rotation of the rotor MGb is suppressed and a brake is applied to generate power and perform regeneration.

  When the first meshing mechanism SM1 is in a neutral state, the rotation speed of the ring gear Ra is set to “0” by setting the lock mechanism B1 in a fixed state, and the gear rotates together with the third-speed drive gear G3a that meshes with the first driven gear Go1. The rotation of the carrier Ca to be performed is generated by the electric motor MG connected to the sun gear Sa, so that the brake is applied and regeneration is performed.

  Further, when HEV traveling in the second speed stage, for example, the first meshing mechanism SM1 is set to the third speed side connection state in which the third speed drive gear G3a and the first drive gear shaft 4 are connected, and the planetary gear mechanism PG is moved. Each element can be set in a locked state where relative rotation is impossible, and the driving force of the electric motor MG can be transmitted to the output gear 3a via the third-speed gear train G3. Alternatively, the first meshing mechanism SM1 is set to the neutral state, the lock mechanism B1 is set to the reverse rotation preventing state, the rotation speed of the ring gear Ra is set to “0”, and the driving force of the electric motor MG is transmitted to the first driven gear Go1 through the first-speed path. This makes it possible to perform HEV traveling at the second gear.

  When the third speed is established using the driving force of the engine ENG, the first meshing mechanism SM1 is set to the third speed side connected state in which the third speed driving gear G3a and the first driving gear shaft 4 are connected, The clutch C2 is released and the first clutch C1 is engaged to establish a transmission state. Thereby, the driving force of the engine ENG is transmitted to the output gear 3a via the input shaft 2, the first clutch C1, the first driving gear shaft 4, the first meshing mechanism SM1, and the third gear train G3. It is output at the rotation number i.

  At the third speed stage, the first meshing mechanism SM1 is in the third speed side connection state in which the third speed drive gear G3a and the first drive gear shaft 4 are connected, so the sun gear Sa of the planetary gear mechanism PG and the carrier Ca And the same rotation.

  Therefore, each element of the planetary gear mechanism PG enters a locked state in which relative rotation is impossible. When the sun gear Sa is braked by the electric motor MG, deceleration regeneration is performed, and when the driving force is transmitted to the sun gear Sa by the electric motor MG, HEV traveling is performed. be able to. Further, EV traveling is also possible in which the first clutch C1 is opened and the vehicle travels only with the driving force of the electric motor MG.

  In the third speed, the power control unit ECU moves the second meshing mechanism SM2 to the second speed drive gear G2a and the second drive when a downshift is predicted based on vehicle information such as the vehicle speed and the accelerator pedal opening. When an upshift is predicted when the second-speed side connected state in which the gear shaft 5 is connected or a pre-shift state in which the gear shaft 5 is brought close to this state, the second meshing mechanism SM2 is connected to the fourth-speed driving gear G4a and the second driving gear shaft 5 Are connected to the 4th speed side, or a pre-shift state is brought close to this state.

  As a result, it is possible to change the gear position simply by engaging the second clutch C2 and setting the transmission state, and releasing the first clutch C1 and setting the transmission state, thereby smoothly shifting without interrupting the driving force. It can be carried out.

  In the case where the fourth speed is established using the driving force of the engine ENG, the second meshing mechanism SM2 is set to the fourth speed side connected state in which the fourth speed driving gear G4a and the second driving gear shaft 5 are connected, The clutch C1 is brought into an open state, and the second clutch C2 is fastened into a transmission state.

  When the power control unit ECU predicts a downshift from the vehicle information while traveling at the fourth speed, the first meshing mechanism SM1 is connected to the third speed drive gear G3a and the first drive gear shaft 4 3. A fast-side connected state or a pre-shift state approaching this state is set.

  Conversely, when the power control unit ECU predicts an upshift from the vehicle information, the first meshing mechanism SM1 is connected to the fifth speed drive gear G5a and the first drive gear shaft 4, and is connected to the fifth speed side. Alternatively, a pre-shift state is brought close to this state. As a result, it is possible to perform downshift or upshift by simply engaging the first clutch C1 and setting it to the transmission state, and releasing the second clutch C2 so that the shift is smooth without interruption of the driving force. Can be done.

  When performing deceleration regeneration or HEV traveling during traveling at the fourth speed stage, when the power control unit ECU predicts a downshift, the first meshing mechanism SM1 is moved to the third speed driving gear G3a and the first driving gear shaft 4. If the brake is applied by the electric motor MG, the decelerating regeneration can be performed, and the HEV running can be performed if the driving force is transmitted.

  When the power control unit ECU predicts an upshift, the first meshing mechanism SM1 is in the fifth speed side connected state in which the fifth speed drive gear G5a and the first drive gear shaft 4 are connected, and the motor MG applies the brake. If the driving force is transmitted from the deceleration regeneration and the electric motor MG, HEV traveling can be performed.

  In the case where the fifth speed is established using the driving force of the engine ENG, the first meshing mechanism SM1 is brought into the fifth speed side connected state in which the fifth speed driving gear G5a and the first driving gear shaft 4 are connected, and the second clutch C2 is set to the open state, and the first clutch C1 is engaged to set the transmission state. At the fifth speed, the engine ENG and the electric motor MG are directly connected when the first clutch C1 is in the transmission state. Therefore, if the driving force is output from the electric motor MG, HEV traveling can be performed. If brakes are generated by the electric motor MG to generate electric power, deceleration regeneration can be performed.

  In addition, when performing EV traveling at the fifth speed, in addition to the second clutch C2, the first clutch C1 may be opened. Further, the engine ENG can be started by gradually engaging the first clutch C1 during EV traveling at the fifth gear.

  The power control unit ECU sets the second meshing mechanism SM2 to the fourth speed drive gear G4a and the second drive gear shaft 5 when the downshift from the vehicle information to the fourth speed is predicted during traveling at the fifth speed. Are connected to the fourth speed side, or a pre-shift state approaching this state. As a result, the downshift to the fourth speed can be smoothly performed without interruption of the driving force.

  When the reverse gear is established using the driving force of the engine ENG, the lock mechanism B1 is fixed, the third meshing mechanism SM3 is connected to the reverse drive gear GRa and the reverse shaft 6, and the second clutch C2 is fastened to a transmission state. Thereby, the rotational speed of the input shaft 2 is [number of teeth of the idle drive gear Gia / number of teeth of the third idle driven gear Gid] × [number of teeth of the reverse drive gear GRa / number of teeth of the reverse driven gear GRb] × [ 1 / i (g + 1)] is shifted to minus rotation (rotation in the reverse direction) and output from the output gear 3a to establish the reverse gear.

  Further, in the reverse speed, if the forward rotation side driving force is generated in the reversely rotating rotor MGb and the brake is applied, deceleration regeneration is performed, and if the reverse driving force is generated, HEV traveling can be performed. . Further, the reverse gear by EV traveling can be established by setting both the clutches C1 and C2 in the released state, the lock mechanism B1 in the fixed state, and rotating the electric motor MG in the reverse direction.

  Here, the drive device 100 of the present invention includes a lubrication plate 20 as a lubrication supply member that supplies lubricant to the motor MG and the automatic transmission 1 between the motor MG and the automatic transmission 1 in the axial direction. Yes. Referring also to FIG. 4, the lubrication plate 20 is made of a resin in which insulation is ensured, and is formed in a substantially U shape so as to follow the electric motor MG, that is, to overlap the electric motor MG in the radial direction. ing. The lubricating plate 20 is positioned and fixed by bolting a plurality of convex portions 21 formed so as to protrude radially outward to the transmission case 7.

  The lubrication plate 20 is configured by joining one side plate 50 on one axial side and the other side plate 60 on the other axial side in the axial direction by welding. Inside the lubrication plate 20, the one side plate 50 and the other side plate 60 have a predetermined uneven shape in the axial direction, so that the first flow path 30 and the second flow path are offset from each other radially inward and radially outward. A flow path 40 is formed, and lubricating oil can be circulated through the first flow path 30 and the second flow path 40.

  More specifically, as shown in FIG. 4 (b), the other side plate 60 has a cross section of the other side surface 61 in the axial direction substantially flat, and is recessed in the one side surface 62 in the axial direction toward the other side in the axial direction. The two small grooves 63 having a relatively small radial width and two small grooves 63 that are recessed toward the other axial side between the adjacent small grooves 63 and have a larger radial width than the small grooves 63. A groove portion 64 is formed. Hereinafter, the large groove portion 64 on the radially inner side (right side in FIG. 4B) is referred to as a first large groove portion 64a, and the large groove portion 64 on the radially outer side (left side in FIG. 4B) is referred to as the second large groove portion. May be referred to as 64b.

  The one side plate 50 straddles each of the three small groove portions 63, and is opposed to the three small diameter portions 51 contacting the one axial side surface 62 of the other side plate and the first and second large groove portions 64a and 64b in the axial direction. A pair of first wall portions extending in the axial direction so as to connect the first and second large-diameter portions 52a and 52b, the both ends in the radial direction of the first large-diameter portion 52a, and the ends of the two small-diameter portions 51 53a, and a pair of second wall portions 53b extending in the axial direction so as to connect both end portions in the radial direction of the second large diameter portion 52b and the end portions of the two small diameter portions 51. Each small-diameter portion 51 has a convex portion 55 extending toward the other side in the axial direction. The convex portion 55 has a radial width shorter than the radial width of the small groove portion 63, and the axial direction. The width is formed to be substantially equal to the axial width of the small groove portion 63, and the tip surface of the convex portion 55 comes into contact with the small groove portion 63.

  The first plate 50 and the second plate 60 are joined together by welding the contact portion between the tip surface of the convex portion 55 and the small groove portion 63, and the lubricating plate 20 is configured. The first flow path 30 is formed in the space defined by the first large diameter portion 52a, the first wall portion 53a, and the first large groove portion 64a, and the second large diameter portion 52b and the second wall portion 53b. And the 2nd flow path 40 is formed in the space defined by the 2nd large groove part 64b. The axial distance between the first large diameter portion 52a and the first large groove portion 64a is shorter than the axial distance between the second large diameter portion 52b and the second large groove portion 64b. The path area is smaller than the channel area of the second channel 40.

  The first flow path 30 includes an upstream flow path 31 into which lubricating oil is introduced from the outside of the lubricating plate 20, a circumferential communication path 32 connected to the upstream flow path 31 and extending in the circumferential direction, and a circumferential communication path. And a downstream-side flow path 33 that is connected to 32 and extends in the circumferential direction.

  The upstream flow path 31 includes a radial extension path 31a extending in the radial direction on the upstream side, and a circumferential extension path 31b extending in the circumferential direction from the radial inner end of the radial extension path 31a. .

  The radially outer end of the radially extending path 31a communicates with the lubricating oil introduction hole 22 provided in the one side plate 50 of the lubricating plate 20 in order to introduce the lubricating oil into the lubricating plate 20. Lubricating oil can be supplied.

  The circumferentially extending path 31 b communicates with a reverse shaft inner hole 23 (first lubrication hole) provided on the other axial side surface 61 of the other side plate 60 and communicating with the reverse shaft 6. Lubricating oil in the outlet path 31 b can be supplied into the reverse shaft 6 through the reverse shaft hole 23.

  The downstream-side flow path 33 is configured such that the flow path is radially outward by the wall portion 29 extending from one circumferential side one end (upstream side) inside the lubricating plate 20 toward the other circumferential side (downstream side). A radially outer flow path 34 and a radially inner flow path 35 formed separately on the radially inner side, and a connection flow path that connects the radially outer flow path 34 and the radially inner flow path 35 at the other circumferential end. 36.

  The radially outer flow path 34 communicates with the circumferential communication path 32, and the lubricating oil in the upstream flow path 31 is supplied to the radially outer flow path 34 via the circumferential communication path 32. The upstream flow path 31, the circumferential communication path 32, and the radial outer flow path 34 each have a flow area (cross-sectional area viewed from the circumferential direction). The upstream flow path 31, the radial outer flow path 34, and the circumferential direction The communication path 32 is set so as to decrease in order. In other words, the first flow path 30 has a shape in which a restriction is provided by the circumferential communication path 32 between the upstream flow path 31 and the downstream flow path 33. Here, the flow area of the circumferential communication path 32 is set so that the lubricating oil in the upstream flow path 31 is distributed in a desired amount to the downstream flow path 33 and the second flow path 40, The circumferential communication path 32 functions as an orifice that adjusts the flow rate balance of the lubricant to the downstream flow path 33 and the second flow path 40.

  The connection flow path 36 is provided on the other axial side surface 61 of the other side plate 60 and communicates with the output shaft 3 and the second drive gear shaft 5 respectively. 2 is connected to the drive gear shaft inner hole 25 (first lubrication hole), and the lubricating oil in the connection flow path 36 is output through the output shaft inner hole 24 and the second drive gear shaft inner hole 25, respectively. It can be supplied into the shaft 3 and the second drive gear shaft 5.

  In the radially inner flow path 35, the lubricating plate 20 has a protruding portion 26 that protrudes radially inward from the uppermost portion, so that an oil reservoir 35a is formed on one end side (downstream side) in the circumferential direction. The oil reservoir 35 a is provided on the other side surface 61 in the axial direction of the other side plate 60, and communicates with the engagement portion hole 27 for supplying the oil of the oil reservoir 35 a to the gear engagement portion of the automatic transmission 1. .

  The engagement portion hole 27 is connected to the oil pipe 13 that extends in parallel with the first drive gear shaft 4 above the first drive gear shaft 4. A plurality of oil supply holes (not shown) that open toward the first drive gear shaft 4 side (lower side) are provided below the oil pipe 13 and are arranged coaxially with the first drive gear shaft 4. Lubricating oil can be supplied to gears, for example, meshing portions of the third speed driving gear G3a, the fifth speed driving gear G5a, the reverse driving gear GRa, and the idle driving gear Gia. 2 and 3, the state in which the lubricating oil is supplied from the plurality of oil supply holes of the oil pipe 13 to the gear meshing portion of the automatic transmission 1 is indicated by broken line arrows.

  The second flow path 40 has a substantially semi-annular shape with a circumferential width shorter than that of the first flow path 30, and the second flow path 40 has a radial communication path 41 extending radially inward from the uppermost portion of the first flow path 30. The other end in the circumferential direction (downstream end) of the upstream flow path 31 is connected. Here, the flow path area of the radial communication path 41 is set to be larger than the flow path area of the circumferential communication path 32, and the second flow path from the upstream flow path 31 of the first flow path 30. The shortage of lubricating oil supplied to 40 is prevented.

  The second flow path 40 communicates with the motor hole 28 (second lubrication hole) provided on the one axial side surface 54 of the second large diameter portion 52b of the one side plate 50 and opening toward the motor MG. ing. A plurality of the motor holes 28 are provided at predetermined intervals in the circumferential direction on one side surface 54 in the axial direction, and the lubricating oil in the second flow path 40 is supplied to the motor MG through the plurality of motor holes 28. The

  Lubricating oil is supplied to the lubricating plate 20 configured in this manner by an oil pump 8 (see FIG. 1) disposed on one axial side of the electric motor MG. More specifically, first, the oil stored in the strainer 14 disposed below the automatic transmission 1 is supplied to the pipe 15a, the lubricating oil distributor 16 disposed on one side in the axial direction of the electric motor MG, and the pipe 15b. To the cooler 17. The lubricating oil whose temperature has been lowered by the cooler 17 reaches the pipe 15d via the pipe 15c and the lubricating oil distributor 16. The pipe 15d extends upward along the electric motor MG, and is connected to a circumferential pipe 15e that discharges lubricating oil toward the upper portion of the electric motor MG, and extends in the axial direction to the lubricating oil introduction hole 22 of the lubricating plate 20. Branch to the axial pipe 15f. The lubricating oil introduced into the lubricating plate 20 from the lubricating oil introduction hole 22 is, as described above, the gear meshing portion of the automatic transmission 1, the electric motor MG, the reverse shaft 6, the output shaft 3, the first 2 is supplied into the drive gear shaft 5 and used for cooling each member.

  The lubricating oil supplied to the reverse shaft 6, the output shaft 3, and the second drive gear shaft 5 is caused by the centrifugal force during the rotation of the shafts 6, 3, 5. Is supplied to each member inside the transmission case 7 through a communication hole (not shown) that communicates with the inside of the transmission case 7, for example, also supplied to a gear meshing portion of the automatic transmission 1. Therefore, among the reverse shaft inner hole 23, the output shaft inner hole 24, the second drive gear shaft inner hole 25, and the meshing portion hole 27 communicating with the first flow path 30, it is necessary to supply more lubricating oil. These are the reverse shaft hole 23, the output shaft hole 24, and the second drive gear shaft hole 25, which have high lubrication efficiency for each member. That is, as in the lubricating plate 20 of the present embodiment, the configuration in which the engagement portion hole 27 is formed on the most downstream side is relatively inside the shafts 6, 3, 5 of the automatic transmission 1 that requires more lubrication. A large amount of lubricating oil can be supplied, and an appropriate amount of lubricating oil can be supplied to the gear meshing portion of the automatic transmission 1.

  As described above, according to the drive device lubrication structure of the present embodiment, the lubrication plate 20 formed in a substantially U shape along the electric motor MG is disposed in the middle of the electric motor MG and the automatic transmission 1 in the axial direction. The first lubricating hole (reverse shaft hole 23, output shaft hole 24, output shaft hole 24) communicates with the first flow path 30 on the other axial side surface 61 of the lubricating plate 20 and supplies lubricating oil to the automatic transmission 1. , A second drive gear shaft inner hole 25 and a meshing portion hole 27) are provided, and one axial side surface 54 of the lubricating plate 20 communicates with the second flow path 40 to supply lubricating oil to the motor MG. A second lubrication hole (electric motor hole 28) is provided. Therefore, although it is a simple structure, the lubricating oil can be supplied to the electric motor MG and the automatic transmission 1 arranged on both sides in the axial direction with one lubricating plate 20, and the efficiency of the lubrication can be realized. It becomes.

Moreover, since the 1st flow path 30 and the 2nd flow path 40 are offset and formed in radial direction mutually, it can suppress that the lubricating plate 20 expands to an axial direction.
In the reverse shaft 6 of the automatic transmission 1, the output shaft 3, the second drive gear shaft 5, and the gear meshing portion of the automatic transmission 1, the lubricating oil in the first flow path 30 is used for the reverse shaft. Since the oil is supplied through the hole 23, the output shaft inner hole 24, the second drive gear shaft inner hole 25, and the meshing portion hole 27, it is possible to stabilize the lubrication of the automatic transmission 1.

  The flow area of the circumferential communication path 32 is set so that the lubricating oil in the upstream flow path 31 is distributed in a desired amount to the downstream flow path 33 and the second flow path 40. The directional communication path 32 functions as an orifice for adjusting the flow rate balance of the lubricating oil to the downstream flow path 33 and the second flow path 40, and in particular, the lubricating oil supplied to the second flow path 40 is insufficient. Therefore, the motor MG can be properly lubricated.

  The downstream flow path 33 of the first flow path 30 has a radial direction in which the flow path is divided into a radially outer side and a radially inner side by a wall portion 29 extending in the circumferential direction from one circumferential end portion. Since the outer flow path 34 and the radial inner flow path 35 and the connection flow path 36 that connects the radial outer flow path 34 and the radial inner flow path 35 at the other circumferential end are provided, the lubricating oil is upstream. The flow is supplied in the order of the flow path 31 → the circumferential communication path 32 → the radial outer flow path 34 → the connection flow path 36 → the radial inner flow path 35. At the same time, the lubricating oil is also supplied in the order of the upstream flow path 31 → the radial communication path 41 → the second flow path 40. Therefore, the lubricating oil is in the reverse shaft communicating with the upstream flow path 31 and the connection flow path 36. Preferentially supplied to the hole 23, the output shaft hole 24, the second drive gear shaft hole 25, and the motor hole 28 communicating with the second flow path 40, and the surplus portion is radially inwardly flowed. Since it is supplied to the meshing portion hole 27 communicating with the path 35, it is relatively within the reverse shaft 6, the output shaft 3, the second drive gear shaft 5 and the electric motor MG of the automatic transmission 1 that require further lubrication. A large amount of lubricating oil can be supplied, and an appropriate amount of lubricating oil can be supplied to the gear meshing portion of the automatic transmission 1.

In addition, this invention is not limited to embodiment mentioned above, A deformation | transformation, improvement, etc. are possible suitably.
For example, in the above-described embodiment, in the lubricating plate 20, the first flow path 30 is formed on the radially inner side and the second flow path 40 is formed on the radially outer side. The first channel 30 may be formed on the outer side, and the second channel 40 may be formed on the inner side in the radial direction.

  In the above-described embodiment, the lubricating oil introduction hole 22 for introducing the lubricating oil into the lubricating plate 20 communicates with the upstream flow path 31 of the first flow path 30. It is good also as a structure connected with the two flow paths 40. FIG. In this case, the lubricating oil flows in the second flow path 40 → the radial communication path 41 → the upstream flow path 31 → the circumferential communication path 32 → the radial outer flow path 34 → the connection flow path 36 → the radial inner flow path 35. They are supplied in order.

  In the above-described embodiment, the circumferential communication path 32 is connected to the radially outer flow path 34, but the circumferential communication path 32 may be connected to the radial inner flow path 35. In this case, the meshing portion The use hole 27 is configured not to communicate with the radially inner flow path 35 but to communicate with the radially outer flow path 34. The lubricating oil is supplied in the order of the upstream flow path 31 → the circumferential communication path 32 → the radial inner flow path 35 → the connection flow path 36 → the radial outer flow path 34, and at the same time, the upstream flow path 31 → the diameter. It is also supplied in the order of the direction communication path 41 → the second flow path 40. Therefore, the reverse shaft inner hole 23, the output shaft inner hole 24, the second drive gear shaft inner hole 25 communicating with the upstream flow path 31 and the connection flow path 36, and the motor communicating with the second flow path 40. Is supplied preferentially to the hole 28, and the surplus portion is supplied to the engagement portion hole 27 communicating with the radially outer flow path 34. Therefore, even in such a configuration, a relatively large amount of lubrication is provided in the reverse shaft 6, the output shaft 3, the second drive gear shaft 5, and the electric motor MG of the automatic transmission 1 that requires more lubrication. Oil can be supplied, and an appropriate amount of lubricating oil can be supplied to the gear meshing portion of the automatic transmission 1.

1 Automatic transmission (transmission mechanism)
2 Input shaft 2a Pump shaft 3 Output shaft 3a Output gear 4 First drive gear shaft 5 Second drive gear shaft 6 Reverse shaft 7 Transmission case 8 Oil pump 9 Lubrication circuit 10 Clutch control circuit 11 Rotor hub 13 Oil pipe 14 Strainer 15a, 15b, 15c, 15d Pipe 16 Lubricating oil distributor 17 Cooler 20 Lubrication plate (lubrication supply member)
21 Convex part 22 Lubricating oil introduction hole 23 Reverse shaft hole (first lubricating hole, shaft hole)
24 Output shaft hole (first lubrication hole, shaft hole)
25 Second drive gear shaft hole (first lubrication hole, shaft hole)
26 Protruding portion 27 Mating portion hole 28 Motor hole (second lubricating hole)
29 Wall 30 First flow path 31 Upstream flow path 31a Radial extension path 31b Circumferential extension path 32 Circumferential communication path 33 Downstream flow path 34 Radial outer flow path 35 Radial inner flow path 35a Oil reservoir 36 Connection flow path 40 Second flow path 41 Radial communication path 50 One side plate 51 Small diameter parts 52a, 52b Large diameter parts 53a, 53b Wall part 54 Axial one side surface 55 Convex part 60 Other side plate 61 Axial other side surface 62 Axes One side surface 63 Small groove portion 64 Large groove portion 100 Driving device MG Electric motor

Claims (4)

An electric motor,
A transmission mechanism connected to the electric motor and adjacent to the electric motor in the axial direction;
A lubrication supply member for supplying lubricating oil to the electric motor and the transmission mechanism;
A drive unit lubrication structure comprising:
The motor is arranged on one side in the axial direction of the lubrication supply member,
The transmission mechanism is disposed on the other axial side of the lubrication supply member,
The lubrication supply member is formed in a substantially U shape along the electric motor,
In the lubrication supply member, a first flow path and a second flow path that are connected to each other and through which the lubricating oil flows are formed,
On the other side surface in the axial direction of the lubrication supply member, there is at least one first lubricating hole that communicates with the first flow path and supplies the lubricating oil in the first flow path to the transmission mechanism on the other axial side. Provided,
One side surface in the axial direction of the lubrication supply member is provided with at least one second lubricating hole that communicates with the second flow path and supplies the lubricating oil in the second flow path to the electric motor on the one axial side. A drive device lubrication structure. The first flow path and the second flow path are formed to be offset from each other in the radial direction,
The first lubricating hole is
At least one in-shaft hole for supplying lubricating oil in the first flow path into the shaft of the speed change mechanism;
At least one meshing portion hole for supplying lubricating oil in the first flow path to the gear meshing portion of the transmission mechanism;
The drive device lubricating structure according to claim 1, wherein: The first flow path is connected to the upstream flow path, into which the lubricating oil is introduced from the outside of the lubrication supply member and communicated with at least one of the shaft holes, and to the at least one flow path. A downstream flow path communicating with the in-shaft hole,
The upstream flow path and the second flow path are connected by a radial communication path extending in a radial direction,
The upstream flow path and the downstream flow path are connected by a circumferential communication path extending in the circumferential direction,
The flow area of the circumferential communication path is set such that a desired amount of lubricating oil in the upstream flow path is distributed to the downstream flow path and the second flow path. The drive device lubrication structure according to claim 2. The downstream channel is a radially outer channel formed by dividing a channel into a radially outer side and a radially inner side by a wall portion extending from one circumferential end to the other circumferential side. A radially inner channel, and a connecting channel that connects the radially outer channel and the radially inner channel on the other circumferential end,
The circumferential communication path is connected to the radial outer flow path or the radial inner flow path,
The in-shaft hole communicates with the connection flow path,
4. The drive device lubrication according to claim 3, wherein the engagement portion hole communicates with a flow path that is not connected to the circumferential communication path among the radial inner flow path and the radial inner flow path. Construction.

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