JP2014184821A - Drive device for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a drive device for hybrid vehicle that can suitably cool a lock mechanism.SOLUTION: A drive device for hybrid vehicle includes: a first differential mechanism having a sun gear to which a first rotary machine is connected, a carrier to which an engine is connected, and a ring gear to which a second rotary machine and driving wheels are connected; a second differential mechanism including a first rotary element to which the first rotary machine is connected and a second rotary element to which the engine is connected; a lock mechanism; and a pump which is driven by the engine to supply lubricating oil to the lock mechanism. The lock mechanism can execute a first lock mode in which the sun gear is restrained from rotating and a transmission ratio is fixed at a first transmission ratio, and a second lock mode in which a predetermined rotary element of the second differential mechanism is restrained from rotating and the transmission ratio is fixed at a second transmission ratio more on an over-drive side than the first transmission ratio. The mode is switched to the first lock mode (S40) when a temperature of the lock mechanism rises to or above a predetermined value (S20-Y) during a travel in the second lock mode (S30-Y).

Description

  The present invention relates to a hybrid vehicle drive device.

  Conventionally, there is a hybrid vehicle provided with a lock mechanism. For example, in Patent Document 1, a power source, an output member, and a first motor / generator are connected to a power distribution mechanism including a plurality of sets of differential mechanisms. Technology of a hybrid vehicle drive device provided with a brake that selectively blocks rotation to fix the rotational speed ratio between the power source and the output member in an overdrive state in which the power source rotates at a lower speed than the output member. Is disclosed.

JP 2004-345527 A

  It is desirable that the lock mechanism can be properly cooled when the lock mechanism is operated. For example, it is preferable that an excessive temperature rise of the lock mechanism due to heat generation of the actuator or the like can be suppressed.

  The objective of this invention is providing the drive device for hybrid vehicles which can cool a lock mechanism appropriately.

  The hybrid vehicle drive device of the present invention includes an engine, a first rotating machine, a second rotating machine, a sun gear to which the first rotating machine is connected, a carrier to which the engine is connected, and the second rotation. A first differential mechanism having a ring gear to which a machine and a drive wheel are connected, a first rotary element to which the first rotary machine is connected, and a second rotary element to which the engine is connected A second differential mechanism having a rotating element, a lock mechanism, and a pump that is driven by rotation of the engine to supply lubricating oil to the lock mechanism, and the lock mechanism includes the first differential mechanism A first lock mode for restricting the rotation of the sun gear and fixing the gear ratio by the first differential mechanism and the second differential mechanism to the first gear ratio, and a plurality of rotating elements of the second differential mechanism Rotation of a predetermined rotating element other than the first rotating element And a second lock mode for fixing the speed ratio of the first differential mechanism and the second differential mechanism to a second speed ratio on the overdrive side of the first speed ratio. And when the temperature of the lock mechanism reaches a predetermined value or more when the lock mechanism is running in the second lock mode, the lock mechanism is switched to the first lock mode.

  The hybrid vehicle drive device preferably includes a relief valve that opens according to the hydraulic pressure of the lubricant discharged from the pump, and the lubricant discharged from the relief valve is preferably supplied to the lock mechanism.

  The hybrid vehicle drive device according to the present invention includes a lock mechanism, and the lock mechanism restricts the rotation of the sun gear of the first differential mechanism and sets the speed ratio of the first differential mechanism and the second differential mechanism to the first. The first lock mode for fixing to the transmission gear ratio and the rotation of the predetermined rotation element of the second differential mechanism are restricted, and the gear ratio by the first differential mechanism and the second differential mechanism exceeds the first gear ratio. And a second lock mode for fixing to the second gear ratio on the drive side. The hybrid vehicle drive device switches the lock mechanism to the first lock mode when the temperature of the lock mechanism becomes a predetermined value or more while the lock mechanism is traveling in the second lock mode. According to the hybrid vehicle drive device of the present invention, there is an effect that the lock mechanism can be appropriately cooled.

FIG. 1 is a flowchart according to the control of the embodiment. FIG. 2 is a schematic configuration diagram of the vehicle according to the embodiment. FIG. 3 is a collinear diagram of the hybrid vehicle drive device according to the embodiment. FIG. 4 is a diagram showing a lubricating oil supply system. FIG. 5 is a diagram illustrating supply of lubricating oil to the lock mechanism.

  Hereinafter, a drive device for a hybrid vehicle according to an embodiment of the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art or those that are substantially the same.

[Embodiment]
The embodiment will be described with reference to FIGS. 1 to 5. The present embodiment relates to a hybrid vehicle drive device. FIG. 1 is a flowchart according to the control of the embodiment of the present invention, FIG. 2 is a schematic configuration diagram of the vehicle according to the embodiment, FIG. 3 is a collinear diagram of the hybrid vehicle drive device according to the embodiment, and FIG. FIG. 5 is a diagram showing a lubricating oil supply system, and FIG. 5 is a diagram showing lubricating oil supply to the lock mechanism.

  As shown in FIG. 2, the vehicle 100 according to the embodiment is a hybrid (HV) vehicle having an engine 1, a first rotating machine MG1, and a second rotating machine MG2 as power sources. Vehicle 100 may be a plug-in hybrid (PHV) vehicle that can be charged by an external power source. In addition to the above power source, the vehicle 100 includes a first planetary gear mechanism 10, a second planetary gear mechanism 20, a lock mechanism 3 (first brake B1, second brake B2), an engine drive oil pump 41, an ECU 50, and drive wheels. 34 is comprised.

  Further, the hybrid vehicle drive device 1-1 according to the present embodiment includes an engine 1, a first rotating machine MG1, a second rotating machine MG2, a first planetary gear mechanism 10, and a second planetary gear mechanism 20. The lock mechanism 3 (first brake B1, second brake B2) and the engine drive oil pump 41 are included. The hybrid vehicle drive device 1-1 may further include an ECU 50. The hybrid vehicle drive device 1-1 can be applied to an FF (front engine front wheel drive) vehicle, an RR (rear engine rear wheel drive) vehicle, or the like. The hybrid vehicle drive device 1-1 is mounted on the vehicle 100 such that the axial direction is the vehicle width direction, for example.

  The engine 1 which is an engine converts the combustion energy of the fuel into a rotational motion of the output shaft and outputs it. The output shaft of the engine 1 is connected to the input shaft 2. The input shaft 2 is an input shaft of the power transmission device. The power transmission device includes a first rotating machine MG1, a second rotating machine MG2, a first planetary gear mechanism 10, a second planetary gear mechanism 20, a first brake B1, a second brake B2, a differential device 31, and the like. Has been. The input shaft 2 is arranged coaxially with the output shaft of the engine 1 and on an extension line of the output shaft. The input shaft 2 is connected to the first carrier 14 of the first planetary gear mechanism 10 and the second carrier 24 of the second planetary gear mechanism 20.

  The first planetary gear mechanism 10 of the present embodiment corresponds to the first differential mechanism. The first planetary gear mechanism 10 is a single pinion type and includes a first sun gear 11, a first pinion gear 12, a first ring gear 13, and a first carrier 14.

  The first ring gear 13 is coaxial with the first sun gear 11 and is disposed on the radially outer side of the first sun gear 11. The first pinion gear 12 is disposed between the first sun gear 11 and the first ring gear 13 and meshes with the first sun gear 11 and the first ring gear 13, respectively. The first pinion gear 12 is rotatably supported by the first carrier 14. The first carrier 14 is connected to the input shaft 2 and rotates integrally with the input shaft 2. Therefore, the first pinion gear 12 can rotate (revolve) together with the input shaft 2 around the central axis of the input shaft 2 and is supported by the first carrier 14 and rotated around the central axis of the first pinion gear 12 ( Rotation) is possible.

  The second planetary gear mechanism 20 of the present embodiment corresponds to a second differential mechanism. The second planetary gear mechanism 20 is a double pinion type and includes a second sun gear 21, an inner second pinion gear 22 a, an outer second pinion gear 22 b, a second ring gear 23, and a second carrier 24.

  The second ring gear 23 is coaxial with the second sun gear 21 and is disposed on the radially outer side of the second sun gear 21. The inner second pinion gear 22 a and the outer second pinion gear 22 b are disposed between the second sun gear 21 and the second ring gear 23. The inner second pinion gear 22a meshes with the second sun gear 21 and the outer second pinion gear 22b, respectively. Further, the outer second pinion gear 22b meshes with the inner second pinion gear 22a and the second ring gear 23, respectively. The inner second pinion gear 22 a and the outer second pinion gear 22 b are rotatably supported by the second carrier 24. The second carrier 24 is connected to the input shaft 2 and rotates integrally with the input shaft 2. Accordingly, the inner second pinion gear 22a and the outer second pinion gear 22b can rotate (revolve) around the central axis of the input shaft 2 together with the input shaft 2, and are supported by the second carrier 24 to be supported by the gears 22a, It can rotate (spin) around the central axis of 22b.

  The first sun gear 11 and the second sun gear 21 are connected to the rotating shaft 35 of the rotor 36 of the first rotating machine MG1 and rotate integrally with the rotating shaft 35. The rotating shaft 35 has a cylindrical shape, and is disposed coaxially with the input shaft 2 and radially outside the input shaft 2. The rotating shaft 35 is supported so as to be rotatable relative to the input shaft 2.

  A counter drive gear 25 is provided on the outer peripheral surface of the first ring gear 13. The counter drive gear 25 meshes with the counter driven gear 26. The counter driven gear 26 is connected to the rotor 28 and the drive pinion gear 30 of the second rotary machine MG <b> 2 via the rotary shaft 27. The drive pinion gear 30 meshes with the diff ring gear 32 of the differential device 31. The differential device 31 is connected to drive wheels 34 via left and right drive shafts 33. That is, the first ring gear 13 is connected to the second rotary machine MG2 and the drive wheels 34 so that power can be transmitted.

  In the present embodiment, in the second planetary gear mechanism 20, the second sun gear 21 is a first rotating element to which the first rotating machine MG <b> 1 is connected, and the second carrier 24 is a second rotation to which the engine 1 is connected. Is an element. The second planetary gear mechanism 20 further includes a second ring gear 23 as a third rotating element, and can rotate each rotating element differentially.

  The lock mechanism 3 includes a first brake B1 and a second brake B2. The first brake B1 regulates the rotation of the second ring gear 23 of the second planetary gear mechanism 20. The first brake B1 has a first engagement member connected to the vehicle body side (for example, a case housing the second planetary gear mechanism 20) and a second engagement member connected to the second ring gear 23. doing. The first brake B1 regulates the rotation of the second ring gear 23 when the first engagement member and the second engagement member are engaged. The first brake B <b> 1 according to the present embodiment has a solenoid as an actuator, and engages when the solenoid is energized and operates to restrict the rotation of the second ring gear 23.

  The second brake B2 regulates the rotation of the rotation shaft 35, the first sun gear 11 and the second sun gear 21 of the first rotating machine MG1. The second brake B <b> 2 has a first engagement member connected to the vehicle body side (for example, a case that houses the first rotating machine MG <b> 1) and a second engagement member connected to the rotation shaft 35. . The second brake B2 regulates the rotation of the rotation shaft 35 and the sun gears 11 and 21 by the engagement of the first engagement member and the second engagement member. The second brake B <b> 2 according to the present embodiment has a solenoid as an actuator, and engages when the solenoid is energized and operates to restrict the rotation of the rotary shaft 35. The first brake B1 and the second brake B2 can be, for example, a friction engagement type brake device or a meshing type brake device.

  The first rotating machine MG1 and the second rotating machine MG2 each have a function as a motor (electric motor) and a function as a generator. The first rotating machine MG1 includes a rotor 36, a stator 37, and a rotating shaft 35 of the rotor 36. The second rotating machine MG2 includes a rotor 28, a stator 29, and a rotating shaft 27 of the rotor 28. The first rotary machine MG1 and the second rotary machine MG2 are connected to a battery via an inverter. The first rotating machine MG1 and the second rotating machine MG2 can convert the electric power supplied from the battery into mechanical power and output it, and are driven by the input power to convert the mechanical power into electric power. Can be converted. The electric power generated by the rotating machines MG1 and MG2 can be stored in the battery. As the first rotating machine MG1 and the second rotating machine MG2, for example, an AC synchronous motor generator can be used.

  The engine drive oil pump 41 is driven by the rotation of the engine 1 to supply lubricating oil to the lock mechanism 3 and cool the lock mechanism 3. The engine drive oil pump 41 is connected to the input shaft 2 and is rotationally driven by torque transmitted through the input shaft 2 to discharge lubricating oil. The supply path of the lubricating oil will be described later with reference to FIG.

  In the vehicle 100 of the present embodiment, the first planetary gear mechanism 10, the first rotating machine MG1, the second brake B2, the second planetary gear mechanism 20, and the engine drive are arranged in order from the side closer to the engine 1 coaxially with the engine 1. An oil pump 41 is arranged.

  The ECU 50 is an electronic control unit having a computer. The ECU 50 is electrically connected to the engine 1, the first rotating machine MG1, the second rotating machine MG2, the first brake B1 and the second brake B2, respectively, and the engine 1, the first rotating machine MG1, and the second rotating machine. The MG2, the first brake B1, and the second brake B2 are controlled. Moreover, ECU50 can acquire the signal which shows the detection result of temperature from the detection apparatus which detects the temperature of 1st brake B1 and 2nd brake B2. The detection device detects, for example, the solenoid temperature of the brakes B1 and B2.

  The vehicle 100 according to the present embodiment has an HV traveling mode and an EV traveling mode. The EV travel mode is a travel mode in which the second rotary machine MG2 is used as a power source. The EV travel mode is selected, for example, under relatively low vehicle speed and low load travel conditions.

  The HV travel mode is a travel mode in which the engine 1 travels using the power source. In the HV traveling mode, the second rotary machine MG2 can be used as a power source. The HV travel mode has three travel modes: a THS travel mode, an MG1 lock travel mode, and an OD lock travel mode.

(THS travel mode)
The THS travel mode is a travel mode in which the lock mechanism 3 is released and the first brake B1 and the second brake B2 are not operated. That is, in the THS travel mode, neither the solenoid of the first brake B1 nor the solenoid of the second brake B2 is energized. Accordingly, the second ring gear 23 and the rotation shaft 35 of the first rotating machine MG1 are allowed to rotate. The ECU 50 causes the first rotary machine MG1 to output a reaction torque with respect to the engine torque and function as a reaction force receiver. The engine torque is transmitted from the first ring gear 13 to the drive wheels 34 via the counter drive gear 25 to generate a driving force that drives the vehicle 100. In the THS travel mode, the gear ratio (hereinafter referred to as “the first planetary gear mechanism 10” and the second planetary gear mechanism 20) is changed by changing the rotational speed of the first rotary machine MG1 (hereinafter referred to as “MG1 rotational speed”). (Referred to as “system speed ratio γ”) can be changed steplessly. The system speed ratio γ is, for example, a speed ratio in which the engine speed is an input speed and the first ring gear 13 is an output speed.

(MG1 lock running mode)
The MG1 lock travel mode is a travel mode in which the lock mechanism 3 travels as the first lock mode. The lock mechanism 3 in the first lock mode operates the second brake B2 and releases it without operating the first brake B1. In the MG1 lock travel mode, the rotation of the second ring gear 23 is allowed because the first brake B1 is released in an inoperative state. Moreover, rotation of the rotating shaft 35 and the sun gears 11 and 21 is controlled because the second brake B2 is activated and engaged. Thereby, in the MG1 lock traveling mode, the rotation state shown by the solid line in FIG.

  In the alignment chart of FIG. 3, reference numeral S <b> 1 indicates the first sun gear 11, C <b> 1 indicates the first carrier 14, and R <b> 1 indicates the first ring gear 13. Reference numeral S2 denotes a second sun gear 21, C2 denotes a second carrier 24, and R2 denotes a second ring gear 23. In the MG1 lock travel mode, the rotation of the rotary shaft 35 is restricted, and the rotation speed of the first rotary machine MG1 is locked to zero. Therefore, the speed ratio (system speed ratio γ) by the first planetary gear mechanism 10 and the second planetary gear mechanism 20 is fixed to the first speed ratio γ1. That is, the lock mechanism 3 in the first lock mode restricts the rotation of the first sun gear 11 and fixes the system speed ratio γ to the first speed ratio γ1. The first gear ratio γ1 is a gear ratio determined by the gear ratio of the first planetary gear mechanism 10. The first speed ratio γ1 of the present embodiment is a speed ratio in an overdrive state, and the output speed is higher than the input speed.

(OD lock running mode)
The OD lock travel mode is a travel mode in which the lock mechanism 3 travels as the second lock mode. The lock mechanism 3 in the second lock mode operates the first brake B1 and releases it without operating the second brake B2. In the OD lock travel mode, the rotation of the second ring gear 23 is restricted by the first brake B1 being operated and engaged. Moreover, rotation of the rotating shaft 35 and the sun gears 11 and 21 is permitted because the second brake B2 is opened in an inoperative state. Thereby, in the OD lock traveling mode, the rotation state indicated by the broken line in FIG.

  In the OD lock travel mode, the rotation of the second ring gear 23 is restricted, and the rotation speed of the second ring gear 23 is locked to zero. Therefore, the system speed ratio γ is fixed to the second speed ratio γ2. The second speed ratio γ2 is a speed ratio on the overdrive side with respect to the first speed ratio γ1. That is, as shown in FIG. 3, the engine speed is lower in the OD lock travel mode than in the MG1 lock travel mode for the same vehicle speed (the same speed of the first ring gear 13). The lock mechanism 3 in the second lock mode restricts the rotation of the second ring gear 23, which is a predetermined rotation element other than the second sun gear 21 among the plurality of rotation elements of the second planetary gear mechanism 20, and sets the system speed change ratio. The second gear ratio γ2 is fixed.

  The ECU 50 selects a travel mode to be executed from the three travel modes of the THS travel mode, the OD lock travel mode, and the MG1 lock travel mode according to the travel state. For example, the ECU 50 selects and executes a travel mode that can optimize the fuel consumption according to the travel situation. In the OD lock travel mode and the MG1 lock travel mode, the rotation of the rotating elements of the planetary gear mechanisms 10 and 20 is mechanically restricted to function as a reaction force receiver for the engine torque. Thereby, the reaction torque of the first rotating machine MG1 can be made unnecessary and the efficiency can be improved. The MG1 lock travel mode and the OD lock travel mode are selected, for example, in a travel state at a higher vehicle speed and lower load than the THS travel mode. Further, the MG1 lock travel mode is selected, for example, in a travel situation at a higher vehicle speed than the OD lock travel mode.

  As shown in FIG. 4, the vehicle 100 includes an engine drive oil pump 41 and an electric oil pump 42 as a supply source for supplying lubricating oil. The lubricating oil supply system 40 includes an engine drive oil pump 41, an electric oil pump 42, check valves 45 and 46, and a relief valve 48.

  The intake ports of the engine drive oil pump 41 and the electric oil pump 42 are connected to an oil pan (not shown) via a strainer. A discharge port of the engine drive oil pump 41 is connected to a supply oil passage 47 through an oil passage 43 and a check valve 45. The check valve 45 allows the flow of the lubricating oil from the oil passage 43 toward the supply oil passage 47 and restricts the flow of the lubricating oil from the supply oil passage 47 toward the oil passage 43. The electric oil pump 42 is driven and controlled by the ECU 50. For example, when the engine drive oil pump 41 is stopped, for example, during EV traveling, the ECU 50 drives the electric oil pump 42 to supply lubricating oil to each part.

  A discharge port of the electric oil pump 42 is connected to a supply oil passage 47 via an oil passage 44 and a check valve 46. The check valve 46 allows the flow of the lubricating oil from the oil passage 44 to the supply oil passage 47 and restricts the flow of the lubricating oil from the supply oil passage 47 to the oil passage 44. Lubricating oil discharged from the engine drive oil pump 41 and the electric oil pump 42 is supplied from the supply oil passage 47 to each part, for example, the rotating machines MG1 and MG2, the planetary gear mechanisms 10 and 20, and the like.

  A relief valve 48 is connected to the supply oil passage 47. The relief valve 48 opens according to the oil pressure of the supply oil passage 47. That is, the relief valve 48 opens according to the hydraulic pressure of the lubricating oil discharged from the engine drive oil pump 41 and the electric oil pump 42. The relief valve 48 opens when the oil pressure in the supply oil passage 47 exceeds a predetermined relief pressure, and discharges the lubricating oil in the supply oil passage 47 from the discharge port 48a. In the present embodiment, as indicated by an arrow Y2 in FIG. 5, the lubricating oil discharged from the discharge port 48a is supplied to the lock mechanism 3 to cool the lock mechanism 3. The solenoids of the first brake B1 and the second brake B2 constituting the lock mechanism 3 generate heat when energized during operation. The solenoids of the lock mechanism 3 are collectively arranged below the discharge port 48a. The lubricating oil discharged from the discharge port 48a flows toward the solenoid of the lock mechanism 3 and cools the solenoid.

  Here, during traveling in the OD lock traveling mode, the temperature of the lock mechanism 3 may rise and exceed the upper limit of the allowable temperature. As described with reference to FIG. 3, when compared at the same vehicle speed, the engine speed is lower in the OD lock travel mode than in the MG1 lock travel mode. Thereby, in the OD lock travel mode, the discharge amount and discharge pressure of the engine drive oil pump 41 are relatively small. For this reason, the amount of lubricating oil discharged from the discharge port 48a of the relief valve 48 is small, and the temperature rise of the lock mechanism 3 may not be sufficiently suppressed.

  In order to increase the discharge amount from the engine drive oil pump 41, it is conceivable to shift to the THS travel mode and increase the engine speed. However, in this case, there is a problem that the fuel consumption is reduced by releasing the lock by the lock mechanism 3.

  The hybrid vehicle drive device 1-1 according to the present embodiment shifts to the MG1 lock travel mode when the temperature of the lock mechanism 3 becomes equal to or higher than a predetermined value while traveling in the OD lock travel mode. That is, when the lock mechanism 3 is traveling in the second lock mode and the temperature of the lock mechanism 3 exceeds a predetermined value, the lock mechanism 3 is switched to the first lock mode. By switching the lock mechanism 3 from the second lock mode to the first lock mode, the engine speed increases as indicated by the arrow Y1 in FIG. 3, and the discharge amount and discharge pressure of the engine drive oil pump 41 increase. Therefore, the amount of lubricating oil supplied to the lock mechanism 3 increases, and cooling of the lock mechanism 3 is promoted.

  The control according to the present embodiment will be described with reference to FIG. The control flow shown in FIG. 1 is repeatedly executed at predetermined intervals during traveling, for example.

  First, in step S10, the ECU 50 acquires the temperature of the lock mechanism 3 during the lock travel. ECU50 acquires a detection result from the detection apparatus which detects the temperature of brake B1, B2.

  Next, in step S20, the ECU 50 determines whether or not the acquired temperature is equal to or higher than a first threshold value Tmax1. The first threshold value Tmax1 is a predetermined value, and is determined based on, for example, the upper limit of the allowable temperature in the solenoid of the lock mechanism 3. The ECU 50 determines whether or not the temperature acquired in step S10 is equal to or higher than the first threshold value Tmax1. As a result of the determination in step S20, when it is determined that the acquired temperature is equal to or higher than the first threshold value Tmax1 (step S20-Y), the process proceeds to step S30. Otherwise (step S20-N), this control flow is performed. Ends.

  In step S30, the ECU 50 determines whether or not the OD is locked. In step S30, it is determined whether or not the vehicle is traveling in the OD lock traveling mode. The ECU 50 determines whether or not the lock mechanism 3 is in the second lock mode, that is, the mode in which the first brake B1 is engaged and the second brake B2 is released. As a result of the determination in step S30, if it is determined that the OD is locked (step S30-Y), the process proceeds to step S40. If not (step S30-N), the process proceeds to step S50.

  In step S40, the ECU 50 changes to MG1 lock. In step S40, transition from the OD lock travel mode to the MG1 lock travel mode is performed. The ECU 50 switches the lock mechanism 3 from the second lock mode to the first lock mode. The ECU 50 releases the first brake B1 and engages the second brake B2. As a result, the travel mode shifts from the OD lock travel mode to the MG1 lock travel mode, and the amount of lubricating oil discharged by the engine drive oil pump 41 increases. As a result, the amount of lubricating oil discharged from the discharge port 48a of the relief valve 48 increases, and the cooling capacity for the lock mechanism 3 increases. When step S40 is executed, the process proceeds to step S50.

  In step S50, the ECU 50 determines whether or not the temperature of the lock mechanism 3 is equal to or higher than the second threshold value Tmax2. The second threshold Tmax2 is a temperature higher than the first threshold Tmax1. For example, when the temperature of the lock mechanism 3 further rises despite the transition to the MG1 lock travel mode, an affirmative determination is made in step S50. As a result of the determination in step S50, when it is determined that the temperature of the lock mechanism 3 is equal to or higher than the second threshold value Tmax2 (step S50-Y), the process proceeds to step S60, and otherwise (step S50-N) The control flow ends.

  In step S60, the electric oil pump 42 is driven by the ECU 50. The ECU 50 outputs a drive command to the electric oil pump 42 and operates the electric oil pump 42. When the electric oil pump 42 discharges the lubricating oil in addition to the engine drive oil pump 41, the hydraulic pressure in the supply oil passage 47 increases. Thereby, the amount of lubricating oil discharged from the discharge port 48a of the relief valve 48 is further increased, and the cooling capacity for the lock mechanism 3 is improved. When step S60 is executed, the control flow ends.

  As described above, according to the hybrid vehicle drive device 1-1 according to the present embodiment, the temperature rise of the lock mechanism 3 can be suppressed and the lock mechanism 3 can be protected. By shifting from the OD lock travel mode to the MG1 lock travel mode, it is possible to improve the cooling performance for the lock mechanism 3 while maintaining the locked state in which the system speed ratio γ is fixed.

  According to the hybrid vehicle drive device 1-1 according to the present embodiment, the lubricating oil discharged from the relief valve 48 can be effectively used for cooling the lock mechanism 3.

  In the present embodiment, the actuator of the lock mechanism 3 is a solenoid. However, the present invention is not limited to this, and other actuators that require cooling during operation (when locked) may be used.

[First Modification of Embodiment]
A first modification of the embodiment will be described. In the above embodiment, when the temperature of the lock mechanism 3 decreases as a result of the transition from the OD lock travel mode to the MG1 lock travel mode, the mode may be returned to the OD lock travel mode. For example, if a negative determination is made in step S50 of the above embodiment (FIG. 1), if the temperature of the lock mechanism 3 is lower than the third threshold Tmax3, the MG1 lock travel mode is shifted to the OD lock travel mode. Also good. The third threshold Tmax3 is, for example, a temperature lower than the first threshold Tmax1.

[Second Modification of Embodiment]
The configuration of the hybrid vehicle drive device 1-1 is not limited to that illustrated in the above embodiment. For example, in the above embodiment, a double pinion planetary gear mechanism is exemplified as the second differential mechanism, but a differential mechanism having another configuration may be used. Further, the connection relationship between the first differential mechanism and the second differential mechanism is not limited to that illustrated. For example, in the second differential mechanism, the first rotating element connected to the first rotating machine MG <b> 1 is not limited to the one corresponding to the second sun gear 21. Further, the second rotating element connected to the engine 1 is not limited to one corresponding to the second carrier 24.

  Further, the mechanism for realizing the first lock mode and the second lock mode is not limited to those illustrated. For example, the mechanism that realizes the second lock mode is not limited to the brake device that restricts the rotation of the rotating element corresponding to the second ring gear 23. It is possible to appropriately employ a mechanism that can fix the system speed ratio γ to a speed ratio on the overdrive side with respect to the first speed ratio γ1.

[Third Modification of Embodiment]
In the above embodiment, the lubricating oil discharged from the relief valve 48 is supplied to the lock mechanism 3. However, the method of supplying the lubricating oil to the lock mechanism 3 is not limited to this. For example, an oil passage that guides the lubricating oil in the supply oil passage 47 to the lock mechanism 3 may be provided.

  The contents disclosed in the above embodiments and modifications can be executed in appropriate combination.

1-1 Hybrid Vehicle Drive Device 1 Engine 3 Lock Mechanism 10 First Planetary Gear Mechanism 11 First Sun Gear 12 First Pinion Gear 13 First Ring Gear 14 First Carrier 20 Second Planetary Gear Mechanism 21 Second Sun Gear 22a Inside First Two-pinion gear 22b Outer second pinion gear 23 Second ring gear 24 Second carrier 34 Drive wheel 35 Rotating shaft 40 Lubricating oil supply system 41 Engine drive oil pump 42 Electric oil pump 48 Relief valve 48a Discharge port MG1 First rotary machine MG2 Second rotating machine γ System transmission ratio γ1 First transmission ratio γ2 Second transmission ratio

Claims (2)

With the agency,
The first rotating machine,
A second rotating machine,
A first differential mechanism having a sun gear to which the first rotating machine is connected; a carrier to which the engine is connected; and a ring gear to which the second rotating machine and drive wheels are connected;
A second differential mechanism having a plurality of rotating elements including a first rotating element connected to the first rotating machine and a second rotating element connected to the engine;
A locking mechanism;
A pump that is driven by rotation of the engine to supply lubricating oil to the lock mechanism;
With
The locking mechanism is
A first lock mode for restricting rotation of the sun gear of the first differential mechanism and fixing a gear ratio by the first differential mechanism and the second differential mechanism to the first gear ratio;
Of the plurality of rotating elements of the second differential mechanism, the rotation of a predetermined rotating element other than the first rotating element is restricted, and the transmission ratio by the first differential mechanism and the second differential mechanism is set to the first differential element. A second lock mode for fixing the second gear ratio on the overdrive side with respect to the gear ratio, and
The hybrid vehicle drive device, wherein the lock mechanism is switched to the first lock mode when the temperature of the lock mechanism becomes a predetermined value or more while the lock mechanism is traveling in the second lock mode. A relief valve that opens according to the hydraulic pressure of the lubricating oil discharged from the pump,
The drive device for a hybrid vehicle according to claim 1, wherein lubricating oil discharged from the relief valve is supplied to the lock mechanism.

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