JP2014163404A - Power transmission device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To secure lubrication performance while suppressing degradation in fuel consumption and electric power consumption.SOLUTION: A power transmission device for a vehicle includes a first planetary gear mechanism 10 in which an engine ENG and an oil pump 41 are connected to a carrier C, and an electronic control device 100 capable of switching a first state in which at least one of a plurality of pinion gears P in the first planetary gear mechanism 10 is immersed in a lubrication oil of a storage portion 15, and a second state in which any pinion gears P in the first planetary gear mechanism 10 are not immersed in the lubrication oil of the storage portion 15. The control device 100 performs control in such a way that a time of the second state becomes longer than a time of the first state in stopping the engine ENG during running.

Description

  The present invention relates to a vehicle power transmission device having a planetary gear mechanism in which a power source and an oil pump are connected to a carrier shaft.

  2. Description of the Related Art Conventionally, for example, a hybrid vehicle including a plurality of types of power sources is known that includes a planetary gear mechanism as its power transmission device. In this type of power transmission device, a device in which one power source and an oil pump are connected to the carrier shaft of the planetary gear mechanism and the oil pump is driven using the power of the power source is known. For example, in Patent Documents 1 and 2 below, an engine and a first rotating machine are connected to a carrier shaft and a sun gear shaft of the planetary gear mechanism, and another planetary gear mechanism is connected to the ring gear of the planetary gear mechanism. The power transmission device which connected the 2nd rotary machine via is disclosed. In the power transmission device of Patent Document 1, when the vehicle is running only with the power of the second rotating machine, the stopped engine is started based on the running distance, and the oil pump is driven, whereby the planetary gear mechanism. Supplying lubricating oil to Further, in the power transmission device of Patent Document 2, a one-way clutch that prevents reverse rotation of the engine is disposed between the carrier shaft and the case. In this power transmission device, when traveling with only the power of the second rotating machine, when a predetermined time elapses, the input shaft (carrier shaft) is rotated 130 degrees by the power of the first rotating machine, and the three pinion gears By immersing the upper one in the lubricating oil, the lubricating oil is supplied to the planetary gear mechanism.

Japanese Patent No. 4258556 JP 2012-121374 A

  However, in the power transmission device of Patent Document 1, since the planetary gear mechanism has to be lubricated, the engine must be periodically started. As a result, the fuel consumption deteriorates and the loss increases. Moreover, although the power transmission device of Patent Document 2 eliminates such inconvenience associated with starting the engine, since the pinion gear is immersed in the lubricating oil, the power consumption deteriorates as the stirring resistance increases.

  Therefore, an object of the present invention is to provide a power transmission device for a vehicle that can improve the disadvantages of the conventional example and can ensure lubrication performance while suppressing deterioration of fuel consumption and power consumption.

  To achieve the above object, the present invention provides a planetary gear mechanism in which a power source and an oil pump are connected to a carrier, and at least one of a plurality of pinion gears in the planetary gear mechanism is immersed in lubricating oil in a reservoir. A control device capable of switching between a first state of the planetary gear mechanism and a second state in which all the pinion gears in the planetary gear mechanism are not immersed in the lubricating oil of the reservoir, and the control device is running When the power source is stopped, control is performed such that the time for the second state is longer than the time for the first state.

  Here, it is desirable to provide a pinion detector that detects at least one position of the plurality of pinion gears.

  Further, it is desirable that the storage portion is formed inside the ring gear of the planetary gear mechanism.

  In the second state, it is preferable that two of the plurality of pinion gears are at an equal distance from the oil level of the lubricating oil in the storage portion.

  When a second power source different from the power source is connected to the sun gear of the planetary gear mechanism, the control device uses the power of the second power source to change to the first state. It is desirable to switch to the second state.

  The power transmission device for a vehicle according to the present invention controls the position of the pinion gear so that the time for the second state becomes longer than the time for the first state when the engine is stopped while traveling. For this reason, this power transmission device is capable of agitating the lubricating oil in the second state while suppressing a decrease in the durability of the planetary gear mechanism and an increase in driving loss by supplying the lubricating oil in the first state when the engine is stopped while traveling. Loss associated with resistance can be reduced. In this case, the power transmission device does not need to start a power source for driving the oil pump, and therefore can suppress a reduction in fuel consumption and an increase in loss due to the driving of the power source. Further, when this vehicle is a hybrid vehicle, a decrease in the cruising distance in the EV traveling mode can be suppressed when the engine is stopped during the EV traveling. In the power transmission device, when the vehicle is a hybrid vehicle, the power of the second power source is transmitted to the planetary gear mechanism during EV travel, and this planetary gear mechanism is operated. Since it is supplied, it is possible to suppress a decrease in the durability of each pinion gear without excessively increasing the strength of the pinion gear. In addition, when the vehicle is a hybrid vehicle, this power transmission device can suppress an increase in the driving loss of the planetary gear mechanism when the engine is stopped during EV traveling, so that the power of the second power source can be reduced by that amount. It becomes possible to reduce the power consumption during EV traveling.

FIG. 1 is a diagram showing a configuration of a vehicle power transmission device and a configuration of an embodiment of a vehicle according to the present invention. FIG. 2 is a diagram illustrating a configuration of the first planetary gear mechanism. FIG. 3 is a diagram illustrating a first state of the first planetary gear mechanism of the embodiment. FIG. 4 is a diagram illustrating a second state of the first planetary gear mechanism of the embodiment. FIG. 5 is a diagram illustrating another second state in the first planetary gear mechanism of the embodiment. FIG. 6 is a diagram showing the configuration of the power transmission device for a vehicle according to the present invention and the configuration of Modification 1 of the vehicle. FIG. 7 is a diagram showing the configuration of the power transmission device for a vehicle according to the present invention and the configuration of Modification 2 of the vehicle. FIG. 8 is a diagram showing the configuration of the power transmission device for a vehicle according to the present invention and the configuration of Modification Example 3 of the vehicle. FIG. 9 is a diagram illustrating a first state of the planetary gear mechanism according to the fourth modification. FIG. 10 is a diagram illustrating a second state of the planetary gear mechanism according to the fourth modification. FIG. 11 is a diagram illustrating a first state of another planetary gear mechanism according to the fourth modification. FIG. 12 is a diagram illustrating a second state of another planetary gear mechanism according to the fourth modification. FIG. 13 is a diagram illustrating a first state of another planetary gear mechanism according to the fourth modification. FIG. 14 is a diagram illustrating a second state of another planetary gear mechanism according to the fourth modification.

  Embodiments of a vehicle power transmission device according to the present invention will be described below in detail with reference to the drawings. The present invention is not limited to the embodiments.

[Example]
An embodiment of a vehicle power transmission device according to the present invention will be described with reference to FIGS.

  This power transmission device includes a planetary gear mechanism in which a power source and an oil pump are connected to one rotating element, and drives the oil pump by the power of the power source. Hereinafter, the power transmission device of this embodiment will be described together with a specific hybrid vehicle system configuration. The hybrid vehicle includes a so-called plug-in hybrid vehicle.

  The hybrid vehicle of the present embodiment includes one engine ENG, first and second rotating machines MG1 and MG2, and a power transmission device 1 that connects them. In this hybrid vehicle, the engine ENG and the second rotating machine MG2 are power sources. The engine ENG is a so-called engine and refers to an internal combustion engine or an external combustion engine. The first and second rotating machines MG1, MG2 refer to motors, motor generators, and the like. The operation of the engine ENG and the first and second rotating machines MG1 and MG2 are controlled by an electronic control unit (ECU) 100. The electronic control device 100 is a control device that performs various controls of the hybrid vehicle.

  The power transmission device 1 includes a first planetary gear mechanism 10 and a second planetary gear mechanism 20. In the power transmission device 1, the first planetary gear mechanism 10 and the second planetary gear mechanism 20 are arranged on the same axis, and the engine ENG, the first rotating machine MG1, and the second rotating machine MG2 are on the same axis. It is a single axis type arranged on a line. In the power transmission device 1, the first planetary gear mechanism 10 serves as a power split mechanism, and the second planetary gear mechanism 20 serves as a speed reduction mechanism.

  The illustrated first planetary gear mechanism 10 is a single pinion type planetary gear mechanism, and includes a sun gear S, a ring gear R, a plurality of pinion gears P, and a carrier C. A first rotating machine MG1 is connected to the sun gear S via a sun gear shaft 11. The ring gear R is connected to the drive wheel side via a gear 31. The gear 31 rotates integrally with the ring gear R. The rotation shafts of the gear 31 and the ring gear R correspond to the output shaft of the power transmission device 1. Further, the engine ENG and the oil pump 41 are connected to the carrier C via the carrier shaft 12. The oil pump 41 is driven by the rotation of the engine ENG transmitted through the carrier shaft 12, and discharges the lubricating oil. The discharged lubricating oil is supplied to, for example, the first planetary gear mechanism 10, the second planetary gear mechanism 20, the first rotating machine MG1, the second rotating machine MG2, and the like.

  A damper device 51 and an overload input suppression device (torque limiter 52) are interposed between the engine ENG and the carrier shaft 12. The damper device 51 is for suppressing and absorbing torque fluctuation between the engine ENG and the carrier shaft 12. On the other hand, the torque limiter 52 enables torque transmission between the engine ENG and the carrier shaft 12, while preventing an excessive torque larger than a predetermined value from being input therebetween.

  The illustrated second planetary gear mechanism 20 is a single pinion type planetary gear mechanism, and includes a sun gear S, a ring gear R, a plurality of pinion gears P, and a carrier C. The sun gear S is connected to the second rotating machine MG2 via the sun gear shaft 21. The ring gear R is connected to the drive wheel side via a gear 31. The ring gear R can rotate integrally with the gear 31 and the ring gear R of the first planetary gear mechanism 10. The carrier C is connected to the case CA of the power transmission device 1 via the carrier shaft 22. That is, in the second planetary gear mechanism 20, the carrier C is fixed to the case CA and its rotation is prohibited.

  In a hybrid vehicle provided with such a power transmission device 1, a hybrid (HV) travel mode and an electric vehicle (EV) travel mode are set as travel modes. The HV traveling mode is a traveling mode in which traveling in which only the power of the engine ENG is transmitted to the driving wheel and traveling in which the power of the second rotating machine MG2 is transmitted to the driving wheel in addition to the power of the engine ENG. It is. The EV travel mode is a travel mode in which the power of the second rotary machine MG2 is transmitted to the drive wheels.

  By the way, in the EV traveling mode, the engine ENG is stopped in order to improve fuel consumption. For this reason, in the EV traveling mode, the rotation of the carrier C (carrier shaft 12) of the first planetary gear mechanism 10 is also stopped, so that the oil pump 41 cannot be driven, and the supply of lubricating oil from the oil pump 41 is not performed. I can't. Therefore, when the engine is stopped while traveling, the lubricating oil stored in the lower part of the first planetary gear mechanism 10 and the second planetary gear mechanism 20 when in-vehicle is used, and the pinion gear P is immersed in the lubricating oil in the storage portion. By doing so, lubricating oil is supplied to the first planetary gear mechanism 10 and the second planetary gear mechanism 20.

  However, in the first planetary gear mechanism 10, it is difficult to control the position of the carrier C and each pinion gear P (phase with respect to the rotation center axis of the carrier C) when the engine ENG is stopped, so that the pinion gear P lubricates the reservoir. It may or may not be immersed in oil. For this reason, when the engine is stopped while traveling, the first planetary gear mechanism 10 may be deteriorated in durability due to lack of lubricating oil. The second planetary gear mechanism 20 is configured in advance so that the carrier C cannot rotate from the beginning, so that the lubricating oil in the reservoir is distributed to the sun gear S, the pinion gear P, and the like.

  Here, in order to avoid the lack of lubricating oil in the first planetary gear mechanism 10, for example, the oil pump 41 may be driven by occasionally starting the engine ENG that is stopped. However, this causes a decrease in fuel consumption and an increase in loss accompanying the start of the engine ENG. For this reason, it can be considered that the volume of the storage part is increased and at least one pinion gear P is always immersed in the lubricating oil. However, in this case, the stirring resistance is increased.

Therefore, in the power transmission device 1, the position of the pinion gear P is estimated or detected, and if at least one of the plurality of pinion gears P is not immersed in the lubricating oil in the reservoir, the pinion gear P is lubricated in the reservoir. Soak in oil. At that time, when the engine is stopped while traveling, a first state in which at least one of the pinion gears P is immersed in the lubricating oil in the reservoir, and a second state in which each pinion gear P is not immersed in the lubricating oil in the reservoir. And the total time for which the second state is reached (hereinafter referred to as “second state total time”) t2 _all is the total time for which the first state is set (hereinafter referred to as “first state total time”). The position of the pinion gear P is controlled so as to be longer than t1 _all .

  In this embodiment, as shown in FIG. 2, a lubricating oil reservoir 15 is provided inside the ring gear R of the first planetary gear mechanism 10. For the storage portion 15, a portion located below in an on-vehicle state is utilized in an annular space along the inner teeth of the ring gear R.

  Further, if the position of the pinion gear P can be estimated from the rotation angle of another rotating element (ring gear R or the like), for example, the estimation result is used. In this case, the electronic control device 100 is provided with a pinion position estimation unit. In addition, as shown in FIG. 2, if the pinion detector 61 for detecting the position of the pinion gear P is provided, the detection result is used. The pinion detection unit 61 detects at least one position of each pinion gear P. Specifically, the pinion detection unit 61 exemplified here detects the position of the pinion gear P immersed in the lubricating oil in the storage unit 15, that is, the position of at least one pinion gear P positioned at the lowest position when the vehicle is mounted. The detection signal is transmitted to the electronic control device 100. For example, as the pinion detection unit 61, a gap sensor or the like that can detect the protruding portion 13a of the rotation shaft (pinion shaft) 13 of the pinion gear P may be used.

  In addition, the first planetary gear mechanism 10 of the present embodiment is assumed to include three pinion gears P as shown in FIGS. FIG. 3 shows the first state described above. FIG. 4 shows the second state described above. In the first state, one pinion gear P located at the lowermost position when the vehicle is mounted is immersed in the lubricating oil in the storage portion 15, and the pinion gear P of the ring gear R of the second planetary gear mechanism 20 that is traveling in the EV mode. Rotating in conjunction with the rotation, the lubricating oil in the reservoir 15 is scraped up. The scraped up lubricating oil is supplied to other pinion gears P, sun gears S, and the like. In the second state, all the pinion gears P are not immersed in the lubricating oil in the storage unit 15. For this reason, in this second state, supply of the lubricating oil by scraping the pinion gear P is not performed, but the agitation resistance of the pinion gear P in the lubricating oil in the reservoir 15 can be eliminated, so that loss can be reduced. It becomes possible. In FIG. 4, the distance between the lubricating oil surface of the reservoir 15 and the two pinion gears P is the same. However, the second state is not limited to the state of this figure, and all the pinion gears P The various states which are not immersed in the lubricating oil of the storage part 15 are pointed out. Further, “Rs”, “Rr”, and “Rp” in FIGS. 3 and 4 indicate the rotation directions of the sun gear S, the ring gear R, and the pinion gear P, respectively.

The pinion control unit of the electronic control device 100 controls the position of the pinion gear P so that the second state total time t2 _all becomes longer than the first state total time t1 _all when the engine is stopped during traveling in the EV traveling mode. . For this reason, the pinion control unit switches between the first state and the second state when the engine is stopped during EV traveling. The switching is performed by rotating the carrier C using the power of the first rotating machine MG1.

Here, when the end time of EV travel is known in advance during EV travel, the pinion control unit performs EV from the start to the end of EV travel so that the relationship of “t2 _all > t1 _all ” is satisfied. The travel time t _all is allocated to the first state total time t1 _all and the second state total time t2 _all . At that time, depending on the length of the EV travel time t _all , for example, the second state total time t2 _all may be long enough to cause a shortage of lubricating oil in the pinion gear P. For this reason, the duration t2 of the second state (hereinafter referred to as “second state duration”) t2 in which the lubricating oil is not insufficient is determined in advance through experiments and simulations, and the pinion control unit performs the second state total time t2. _All is divided by the second state duration t2 to calculate the number of executions of the second state. Then, the pinion control unit, based on the number of executions of the second state and the first state total time t1 _all so that the first state and the second state are alternately repeated, A duration t1 (hereinafter referred to as “first state duration”) t1 is calculated. The pinion control unit alternately repeats the first state and the second state when the engine is stopped during EV traveling based on the first state duration t1 and the second state duration t2.

  In addition, during EV traveling, the end time of EV traveling may not be known in advance. In this case, on the basis of the second state duration t2, the first state duration t1 that satisfies “t2> t1” is also determined in advance. In this case, the pinion control unit determines whether the state when the engine ENG is stopped is the first state or the second state. When the state at this time is the first state, the pinion control unit, for example, executes the first state for the first state duration time t1, then switches to the second state, and changes the second state to the second state. The program is executed only for the duration t2 and switched to the first state. In this way, the pinion control unit alternately repeats the first state and the second state when the engine is stopped until the EV traveling is finished. On the other hand, when the state when the engine ENG is stopped is the second state, the pinion control unit executes the second state for the second state duration t2, and then switches to the first state, and changes the first state to the first state. It is executed for one state duration t1 and switched to the second state. In this way, the pinion control unit alternately repeats the first state and the second state when the engine is stopped until the EV traveling is finished. When the engine ENG is stopped in the first state, since the lubricating oil is supplied from the oil pump 41 until the engine ENG stops, the loss associated with the stirring resistance of the lubricating oil is further reduced. In order to achieve this, it is possible to switch to the second state without waiting for the elapse of the first state duration t1.

As described above, the power transmission device 1 of the present embodiment adjusts the position of the pinion gear P so that the second state total time t2 _all becomes longer than the first state total time t1 _all when the engine is stopped during EV traveling. Control. Therefore, the power transmission device 1 is in the second state while suppressing a decrease in durability and an increase in driving loss of the first planetary gear mechanism 10 by supplying lubricating oil in the first state when the engine is stopped during EV traveling. Thus, the loss associated with the stirring resistance of the lubricating oil can be reduced. At this time, since the power transmission device 1 does not need to start the engine ENG, it is possible to suppress a reduction in fuel consumption and an increase in loss due to the driving of the engine ENG, and a reduction in the cruising distance in the EV traveling mode. Can also be suppressed. Further, the power transmission device 1 causes the power of the second rotating machine MG2 to be transmitted to the first planetary gear mechanism 10 via the second planetary gear mechanism 20 during EV traveling, and operates the first planetary gear mechanism 10. Since the lubricating oil is supplied in the first state, it is possible to suppress a decrease in the durability of each pinion gear P without excessively increasing the strength of the pinion gear P. In addition, since the power transmission device 1 can suppress an increase in driving loss of the first planetary gear mechanism 10 when the engine is stopped during EV traveling, the power of the second rotating machine MG2 can be reduced by the amount of the suppression. Thus, it is possible to improve the power consumption during EV traveling.

Here, when the second state is, for example, the state shown in FIG. 5, for example, in-vehicle due to backlash between the pinion gear P and the sun gear S due to gravity or backlash between the pinion gear P and the ring gear R. Sometimes, the load is concentrated on the pinion gear P _low located at the lowest position, or one-side contact occurs, and this pinion gear P _low becomes disadvantageous in terms of strength compared to other pinion gears P. Therefore, in the second state when the number of pinion gears P is three, the distance between the two pinion gears P located below and the oil level of the lubricating oil in the reservoir 15 is substantially equal as shown in FIG. It is desirable to control as follows. For this purpose, the pinion control unit controls the first state so that, for example, one pinion gear P that is at the bottom when mounted on the vehicle meshes with the ring gear R at the deepest part of the storage unit 15 (FIG. 3). By rotating C by about 60 degrees, the second state shown in FIG. 4 may be controlled. Thereby, in the second state, the backlash due to gravity becomes uniform, and the load applied to the lower two pinion gears P can be dispersed. Therefore, the strength of the pinion gears P is not excessively increased. In both cases, a decrease in the durability of each pinion gear P can be suppressed.

  In the first planetary gear mechanism 10, the pinion gear P can scoop up the lubricating oil in the storage portion 15 in the first state, while the pinion gear P is stored in the second state so that all the pinion gears P are not immersed in the lubricating oil in the storage portion 15. What is necessary is just to determine the oil quantity of the lubricating oil of the part 15. FIG.

[Modification 1]
Regarding the first planetary gear mechanism 10 of the above-described embodiment and the control related to the first state and the second state for the first planetary gear mechanism 10, the first planetary gear mechanism 10 of the power transmission device 2 of the present modification is also applied. Applicable. The power transmission device 2 of the present modification is the same as the power transmission device 1 of the above-described embodiment, but is provided with a brake device 53 that prevents the rotation of the engine ENG by engagement (FIG. 6). The brake device 53 is a so-called friction engagement device, and is disposed between the carrier shaft 12, the damper device 51, and the torque limiter 52.

  In the hybrid vehicle provided with the power transmission device 2, unlike the embodiment, not only EV traveling only by the power of the second rotating machine MG2 (EV traveling by MG2 single drive) but also the first rotating machine MG1 and the second rotating machine MG1. EV traveling using both powers of the rotating machine MG2 (EV traveling by driving both MG1 & 2) can also be performed. That is, in this hybrid vehicle, the engine ENG, the first rotating machine MG1, and the second rotating machine MG2 are power sources. The brake device 53 is released in the EV traveling mode and the HV traveling mode by MG2 single drive, and is engaged in the EV traveling mode by both MG1 & 2 driving.

The pinion control unit of this modified example is configured so that the second state total time t2 _all is longer than the first state total time t1 _all when the engine is stopped during EV traveling by MG2 single drive. Control the position of P. Therefore, this power transmission device 2 can obtain the same effect as the power transmission device 1 of the embodiment.

Further, in the pinion control unit of the present modified example, the second state total time t2 _all becomes longer than the first state total time t1 _{all in the} same manner as in the embodiment even when the engine is stopped during EV traveling by both MG1 & 2 drives. In this way, the position of the pinion gear P is controlled. Therefore, this power transmission device 2 can obtain the same effects as those of the power transmission device 1 of the embodiment even during EV traveling with both MG1 & 2 drives. However, in this case, the brake device 53 is released at the time of switching between the first state and the second state, and the brake device 53 is engaged after the switching.

[Modification 2]
Regarding the first planetary gear mechanism 10 of the above-described embodiment and the control related to the first state and the second state of the first planetary gear mechanism 10, the first planetary gear mechanism 10 and the first planetary gear mechanism 10 of the power transmission device 3 of the present modification example. The present invention can also be applied to the two planetary gear mechanism 20. The power transmission device 3 of this modification is the same as the power transmission device 1 of the above-described embodiment, the brake device 71 that prevents the rotation of the carrier C of the second planetary gear mechanism 20 by engagement, and the first planetary by engagement. A clutch device 72 that integrates the respective carriers C of the gear mechanism 10 and the second planetary gear mechanism 20 is provided (FIG. 7). The brake device 71 is a so-called friction engagement device, and is disposed between the carrier shaft 22 and the case CA. The clutch device 72 is a so-called friction engagement device, and is disposed between the respective carriers C.

  In the hybrid vehicle provided with the power transmission device 3, EV traveling by MG2 single drive and EV traveling by both MG1 & 2 drives can be performed as in the first modification. That is, in this hybrid vehicle, the engine ENG, the first rotating machine MG1, and the second rotating machine MG2 are power sources. In the EV traveling mode and the HV traveling mode by MG2 single drive, the brake device 71 is engaged and the clutch device 72 is released. Further, in the EV traveling mode in which both MG1 & 2 are driven, both the brake device 71 and the clutch device 72 are engaged.

When the engine is stopped during EV traveling by MG2 single drive, the pinion control unit of the present modification is configured so that the second state total time t2 _all becomes longer than the first state total time t1 _all , as in the embodiment. The position of the pinion gear P of the one planetary gear mechanism 10 is controlled. Thereby, this power transmission device 3 can acquire the effect equivalent to the power transmission device 1 of an Example.

Further, in the second planetary gear mechanism 20, the position of the pinion gear P fluctuates in the same manner as the first planetary gear mechanism 10 as the brake device 71 is released and engaged. For this reason, the pinion control unit of this modification example also immerses at least one of the pinion gears P in the lubricating oil of the storage unit for the second planetary gear mechanism 20 even when the engine is stopped during EV traveling by MG2 single drive. And a second state in which each pinion gear P is not immersed in the lubricating oil in the reservoir. That is, when the engine is stopped during EV traveling by MG2 single drive, the pinion control unit sets the pinion gear P of the second planetary gear mechanism 20 so that the second state total time t2 _all becomes longer than the first state total time t1 _all . Also controls the position. Therefore, in the power transmission device 3, the same effect as that of the first planetary gear mechanism 10 can be obtained for the second planetary gear mechanism 20. The second planetary gear mechanism 20 has the same structure as the first planetary gear mechanism 10.

  Here, at the time of switching between the first state and the second state, for example, the pinion control unit releases the brake device 71 and engages the clutch device 72, and the first planetary gear is driven by the power of the first rotating machine MG1. What is necessary is just to control the position of each pinion gear P of the mechanism 10 and the 2nd planetary gear mechanism 20 to a 1st state or a 2nd state simultaneously. Therefore, it is desirable that the illustrated first planetary gear mechanism 10 and the second planetary gear mechanism 20 include the same number of pinion gears P, respectively. The illustrated second planetary gear mechanism 20 includes three pinion gears P in the same manner as the first planetary gear mechanism 10. In the power transmission device 3, the second planetary gear mechanism 20 is controlled when the first planetary gear mechanism 10 is in the first state in order to control the states of the first planetary gear mechanism 10 and the second planetary gear mechanism 20 at the same time. And the second planetary gear mechanism 20 may be assembled in the second state when the first planetary gear mechanism 10 is in the second state. At that time, it is desirable that each pinion gear P in the first state and the second state is controlled to the position described with reference to FIGS. The pinion control unit engages the brake device 71 and releases the clutch device 72 after switching to the first state or the second state.

Further, in the pinion control unit of the present modified example, the second state total time t2 _all becomes longer than the first state total time t1 _{all in the} same manner as in the embodiment even when the engine is stopped during EV traveling by both MG1 & 2 drives. In this way, the position of the pinion gear P of the first planetary gear mechanism 10 is controlled. Further, the pinion control unit is configured to make the second state total time t2 _all longer than the first state total time t1 _all when the engine is stopped during EV traveling by both MG1 & 2 driving. Also controls the position. Therefore, in this power transmission device 3, the first planetary gear mechanism 10 and the second planetary gear mechanism 20 have the same effects as the first planetary gear mechanism 10 of the embodiment even when the engine is stopped during EV traveling by both MG1 & 2 drives. Can be obtained.

  Here, in this example, the position of the pinion gear P of each of the first planetary gear mechanism 10 and the second planetary gear mechanism 20 is simultaneously changed by the power of the first rotating machine MG1 in the same way as during EV traveling by MG2 single drive. Control to 1 state or 2nd state. Therefore, the pinion control unit releases the brake device 71 with the clutch device 72 engaged while switching between the first state and the second state, and returns the brake device 71 to the engaged state after the switching. .

Further, in the hybrid vehicle having the power transmission device 3, for example, at the time of deceleration during HV traveling, the brake device 71 and the clutch device 72 are both released, and the engine ENG is stopped, thereby improving the fuel consumption. There is. In this case, the pinion control unit sets the position of the pinion gear P of the second planetary gear mechanism 20 so that the second state total time t2 _all is longer than the first state total time t1 _all even when the engine is stopped during HV traveling. Control. At that time, the pinion control unit switches to the first state or the second state using, for example, the power of the second rotating machine MG2. Therefore, in this power transmission device 3, the second planetary gear mechanism 20 can obtain the same effect as the first planetary gear mechanism 10 of the embodiment even when the engine is stopped during HV traveling.

[Modification 3]
The control of the first planetary gear mechanism 10 in the above-described embodiments and the first and second modified examples 1 and 2 is not only a hybrid vehicle that performs EV traveling, but even if there is only one type of power source, the vehicle is traveling through the power source. If the vehicle can be stopped, it can be applied to this vehicle. Reference numeral 4 in FIG. 8 indicates a power transmission device of this modification. The vehicle having the power transmission device 4 uses the engine ENG as a power source.

  The power transmission device 4 of this modification includes a clutch device 110, a torque converter 120, and a planetary gear mechanism 130.

  The clutch device 110 is a so-called friction engagement device, and includes a first engagement element 111 and a second engagement element 112. The first engagement element 111 is connected to the output shaft 141 of the engine ENG. On the other hand, the second engagement element 112 is connected to the torque converter 120. The engagement operation and the release operation of the clutch device 110 are controlled by an electronic control unit (ECU) 101.

  The torque converter 120 is a fluid transmission device that includes a pump impeller 121, a turbine runner 122, and a stator 123 that are housed in a housing (not shown), and the housing is filled with a fluid (so-called ATF). A second engagement element 112 of the clutch device 110 is connected to the pump impeller 121. A planetary gear mechanism 130 is connected to the turbine runner 122. In addition, an oil pump 151 is connected to the stator 123. The oil pump 151 is driven by the rotation of the engine ENG being transmitted to the torque converter 120 via the engaged clutch device 110 to discharge the lubricating oil. The discharged lubricating oil is supplied to the planetary gear mechanism 130, for example.

  The planetary gear mechanism 130 is of a single pinion type, and includes a sun gear S, a ring gear R, a plurality of pinion gears P, and a carrier C. In the illustrated planetary gear mechanism 130, the turbine runner 122 and the drive wheel are connected to the carrier C via the carrier shaft 131. The illustrated planetary gear mechanism 130 includes three pinion gears P in the same manner as the first planetary gear mechanism 10 of the embodiment. A drive wheel side is connected to the ring gear R.

  In the vehicle having the power transmission device 4, the clutch device 110 is engaged to travel using the power of the engine ENG. This vehicle is provided with a so-called idling stop mechanism that stops the engine ENG when the vehicle is stopped and restarts the engine ENG when the vehicle starts running from the stopped state. A starter motor 142 is used to restart the engine ENG. In addition, this vehicle can perform inertial traveling by stopping the engine ENG during traveling.

Here, the oil pump 151 can discharge the lubricating oil during traveling using the power of the engine ENG, but cannot discharge the lubricating oil during idling stop or coasting. For this reason, the second state total time t2 _all is given to the pinion control unit of the electronic control unit 101 at the time of idling stop or coasting, like the first planetary gear mechanism 10 of the embodiment. The position of the pinion gear P of the planetary gear mechanism 130 is controlled so as to be longer than _all . Therefore, in this power transmission device 4, the planetary gear mechanism 130 can obtain the same effects as the first planetary gear mechanism 10 of the embodiment when idling is stopped or coasting.

[Modification 4]
In the above-described embodiment and each modification 1-3, the first planetary gear mechanism 10, the second planetary gear mechanism 20, or the planetary gear mechanism 130 is exemplified as a single pinion type having three pinion gears P. . In the present modification, the first planetary gear mechanism 10, the second planetary gear mechanism 20, or the planetary gear mechanism 130 in the embodiment and each modification 1-3 can be replaced with the following planetary gear mechanism.

  For example, the planetary gear mechanism 210 shown in FIGS. 9 and 10 is the same single pinion type, but is provided with four pinion gears P. In the planetary gear mechanism 210, as shown in FIG. 9, the state where one pinion gear P located at the bottom when in the vehicle is engaged with the ring gear R at the deepest portion of the storage portion 215 is the first state. On the other hand, in the planetary gear mechanism 210, as shown in FIG. 10, the best condition is that the distance between the two pinion gears P located below and the oil level of the lubricating oil in the reservoir 215 is approximately equal when mounted. There are two states. The best second state is a state in which the load deviation with respect to the pinion gear P is suppressed as much as possible as described in the embodiment. same as below.

  The planetary gear mechanism 310 of FIGS. 11 and 12 is the same single pinion type, but is provided with five pinion gears P. In this planetary gear mechanism 310, as shown in FIG. 11, the state where one pinion gear P located at the bottom when in-vehicle is engaged with the ring gear R at the deepest portion of the storage portion 315 is the first state. On the other hand, in this planetary gear mechanism 310, as shown in FIG. 12, the best condition is that the distance between the two pinion gears P located below when mounted on the vehicle and the oil level of the lubricating oil in the reservoir 315 are substantially equal. There are two states.

  The planetary gear mechanism 410 shown in FIGS. 13 and 14 is a so-called double pinion type, and includes a first pinion gear P1 that meshes with the sun gear S and a second pinion gear P2 that meshes with the ring gear R. Here, three pairs of the first pinion gear P1 and the second pinion gear P2 are provided. In the planetary gear mechanism 410, a state in which at least one of the first pinion gears P1 and the second pinion gears P2 is immersed in the lubricating oil in the storage portion 415 is defined as a first state. FIG. 13 illustrates a first state in which one first pinion gear P1 is immersed in the lubricating oil in the reservoir 415. FIG. 14 illustrates a second state in which all the first pinion gears P1 and the second pinion gears P2 are not immersed in the lubricating oil in the storage portion 415. Here, in the planetary gear mechanism 410, there is a possibility that a load bias with respect to the first pinion gear P1 or the second pinion gear P2 may occur in the first state or the second state. For this reason, it is desirable for the pinion control unit to control the positions of the first pinion gear P1 and the second pinion gear P2 so as to suppress such load bias. It should be noted that the best first state or second state in which the load deviation is suppressed depends on the structure of the planetary gear mechanism 410, such as the size of the first pinion gear P1 and the second pinion gear P2, for example. It is necessary to decide on.

1, 2, 3, 4 Power transmission device 10 First planetary gear mechanism 15, 215, 315, 415 Reservoir 20 Second planetary gear mechanism 41, 151 Oil pump 51 Damper device 52 Torque limiter 53 Brake device 61 Pinion detector 71 Brake device 72 Clutch device 100, 101 Electronic control device 110 Clutch device 120 Torque converter 130, 210, 310, 410 Planetary gear mechanism C carrier CA case ENG engine MG1 First rotating machine MG2 Second rotating machine P Pinion gear P1 First pinion gear P2 2nd pinion gear R ring gear S sun gear

Claims (5)

A planetary gear mechanism in which a power source and an oil pump are connected to a carrier;
A first state in which at least one of the plurality of pinion gears in the planetary gear mechanism is immersed in the lubricating oil in the reservoir, and a first state in which all the pinion gears in the planetary gear mechanism are not immersed in the lubricating oil in the reservoir. A control device capable of switching between two states;
With
The power transmission device for a vehicle, wherein the control device performs control so that the time for the second state is longer than the time for the first state when the power source is stopped during traveling.   The power transmission device for a vehicle according to claim 1, further comprising a pinion detection unit that detects at least one position of the plurality of pinion gears.   The power transmission device for a vehicle according to claim 1, wherein the storage portion is formed inward of a ring gear of the planetary gear mechanism.   4. The second state according to claim 1, 2 or 3, wherein two of the plurality of pinion gears are at a distance equivalent to an oil level of the lubricating oil in the reservoir. Vehicle power transmission device.   When a second power source different from the power source is connected to the sun gear of the planetary gear mechanism, the control device uses the power of the second power source to perform the first state and the first power source. The power transmission device for a vehicle according to claim 1, 2, 3 or 4, wherein switching between two states is performed.

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