JP2015159679A - cooling system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a cooling system which properly cools a rotary electric machine and an inverter with a simple structure.SOLUTION: A cooling system is provided with: rotary electric machine cooling means 30 which includes a first cooling passage 31, in which a first coolant circulates, and supplies the first coolant in the first cooling passage 31 to a rotary electric machine 10 to cool the rotary electric machine 10; inverter cooling means 40 which includes a second cooling passage 41, in which a second coolant circulates, and supplies the second coolant in the second cooling passage 41 to an inverter 4 to cool the inverter 4; and an inverter side heat exchanger 61. The inverter side heat exchanger 61 conducts heat exchange between the first coolant and the second coolant and cools the first coolant with the second coolant.

Description

  The present invention relates to a cooling system.

  2. Description of the Related Art Conventionally, in a vehicle equipped with a rotating electrical machine such as a hybrid vehicle, a rotating electrical machine that increases in temperature as it rotates and an inverter for controlling the current output from the rotating electrical machine have been cooled with a coolant. .

  For example, Patent Document 1 discloses a hybrid vehicle including an engine and a rotating electrical machine, a cooling mechanism for cooling the engine, a cooling mechanism for cooling the rotating electrical machine, and a cooling for cooling the inverter. And a radiator is provided for each cooling mechanism, and these radiators are arranged behind a fan provided at the front end of the vehicle.

JP 2007-245946 A

  In the apparatus of Patent Document 1, each cooling mechanism is provided with a radiator individually, and the number of parts increases, and as these radiators are arranged at the front end of the vehicle, a cooling passage that connects the rotating electrical machine and the radiator. In addition, the cooling passages connecting the inverter and the radiator have to be routed to the front of the vehicle, resulting in a complicated piping.

  This invention is made | formed in view of this point, and aims at provision of the cooling system which can cool a rotary electric machine and an inverter appropriately with simple structure.

  In order to solve the above-described problems, the present invention is a cooling system including a rotating electrical machine having a stator and a rotor that rotates about a predetermined axis, an inverter, and a first cooling passage through which a first coolant flows. A rotating electric machine cooling means for cooling the rotating electric machine by supplying the first cooling liquid to the rotating electric machine, and a second cooling passage through which the second cooling liquid flows, and supplying the second cooling liquid to the inverter And inverter-side heat exchange in which the first cooling liquid and the second cooling liquid are introduced between the inverter cooling means for cooling the inverter and the first cooling passage and the second cooling passage. The inverter-side heat exchanger heat-exchanges the introduced first cooling liquid and the second cooling liquid, and cools the first cooling liquid with the second cooling liquid. Characteristic cooling system Providing beam (claim 1).

  According to this cooling system, the first coolant for cooling the rotating electrical machine, and thus the rotating electrical machine, is cooled by heat exchange with the second coolant for cooling the inverter in the inverter-side heat exchanger. Therefore, it is not necessary to separately provide a device for cooling these coolants, and the device can be simplified. That is, according to this cooling system, the apparatus for cooling the coolant can be shared by the rotating electrical machine cooling means and the inverter cooling means, and the rotating electrical machine and the inverter are appropriately cooled with a simple configuration. be able to.

  In the present invention, the first cooling system includes an engine that generates driving force for the vehicle, and a clutch that is interposed between the engine and the rotating electrical machine and that can change a connection state between the engine and the rotating electrical machine. It is preferable that the passage passes through the clutch, and the rotating electrical machine cooling means cools the clutch together with the rotating electrical machine by the first coolant.

  In this configuration, since the rotating electric machine cooling means also cools the clutch in addition to the rotating electric machine, the rotating electric machine and the clutch can be appropriately cooled while simplifying the apparatus.

  In the above configuration, an engine cooling means including a third cooling passage through which a third cooling liquid flows, supplying the third cooling liquid to the engine to cool the engine, the first cooling passage, and the third cooling is provided. The first coolant and the third coolant are introduced through a passage, and the first coolant is heated by the third coolant by exchanging heat between the coolants. A heat exchanger switching means for switching the introduction destination of the first coolant between the inverter side heat exchanger and the engine side heat exchanger, and the heat exchanger switching When the temperature of the first coolant is lower than a preset reference temperature, the means sets the introduction destination of the first coolant to the engine-side heat exchanger, and the temperature of the first coolant is equal to or higher than the reference temperature. In the case of the introduction of the first coolant Preferably from to to the inverter-side heat exchanger (claim 3).

  In this way, when the temperature of the first coolant is lower than the preset reference temperature, the introduction destination of the first coolant is the engine-side heat exchanger, and the temperature of the first coolant is equal to or higher than the reference temperature. In this case, the introduction destination of the first coolant is the inverter-side heat exchanger. Therefore, it is possible to ensure proper operation of the clutch while properly cooling the rotating electrical machine and the clutch. Specifically, when the temperature of the first coolant is low and the viscosity thereof is high, the operation of the clutch may be deteriorated by supplying the first coolant having a high viscosity. On the other hand, as described above, when the temperature of the first coolant is low, it is a third coolant that cools the engine that is higher in temperature than the inverter and is at least higher than the second coolant that cools the inverter. If the third cooling liquid and the first cooling liquid are subjected to heat exchange, the temperature of the first cooling liquid can be increased earlier, and an appropriate operation of the clutch can be ensured. Therefore, according to this configuration, the first cooling liquid is cooled by the second cooling liquid to properly cool the rotating electrical machine and the like, and the first cooling liquid is heated by the third cooling liquid to thereby ensure the proper clutch. Operation can be ensured.

  In the above configuration, it is preferable that a transmission is provided, and the first cooling passage passes through the transmission so that the transmission is lubricated by the first coolant.

  In this way, the lubricating oil for the transmission and the cooling fluid for the rotating electrical machine and the clutch can be shared, which can further simplify the device and is advantageous in terms of cost.

  Further, in the present invention, an engine, a clutch that is interposed between the engine and the rotating electrical machine and can change a connection state between the engine and the rotating electrical machine, a transmission, and the transmission in the transmission. Preferably, the lubricating oil supply means supplies lubricating oil to lubricate the clutch, and the lubricating oil supply means supplies the lubricating oil to the clutch and cools the clutch with the lubricating oil. 5).

  In this case, the lubricating oil for the transmission and the cooling liquid for cooling the clutch can be shared. When these are provided separately, the cooling liquid is supplied to the device and the clutch for supplying the lubricating oil to the transmission and the clutch. As compared with the case where the apparatus for supplying the gas is provided separately, the apparatus can be simplified and advantageous in terms of cost.

  Preferably, the rotating electrical machine includes a clutch case having a predetermined space formed therein, and the clutch is housed in the clutch case.

  In this way, the entire apparatus including the rotating electrical machine and the clutch can be reduced in size.

  In the present invention, the first cooling passage is branched in the middle of a stator side passage toward the stator and a rotor side passage toward the rotor, and the rotating electrical machine cooling means is provided on the stator side. Preferably, the stator is cooled by the first coolant flowing in the passage, and the rotor is cooled by the first coolant flowing in the rotor-side passage.

  If it does in this way, a stator and a rotor can be cooled effectively separately.

  In the above configuration, the rotating electrical machine has a housing that houses the rotor and the stator inside, and the housing has a housing chamber that houses at least one of the stator and the rotor inside. It is preferable that the storage chamber communicates with at least one of the stator side passage and the rotor side passage and stores the first coolant flowing in from the passage inside.

  If it does in this way, a rotor or a stator can always be cooled with the 1st cooling fluid stored in a storage room, and these can be maintained to low temperature more certainly.

  Further, in the above-described configuration, the rotating electrical machine cooling means can change a ratio between the inflow amount of the first coolant flowing into the stator side passage and the inflow amount of the first coolant flowing into the rotor side passage. It is preferable to provide a ratio changing means (claim 9).

  In this way, a more appropriate amount of the first coolant can be supplied to the rotor and the stator, and these can be effectively cooled.

  The flow rate ratio changing means is configured so that the ratio of the inflow amount of the first coolant flowing into the stator side passage and the inflow amount of the first coolant flowing into the rotor side passage is given to the stator. It is preferable to change the ratio according to the ratio between the mechanical load and the thermal load applied to the rotor.

  If it does in this way, a rotor and a stator can be cooled more appropriately according to these thermal loads.

  Further, in the present invention, the rotating electrical machine cooling means includes first flow rate changing means capable of changing a flow rate of the first coolant in the first cooling passage, and the first flow rate changing means is the rotating electrical machine. Preferably, the flow rate of the first coolant is changed based on the thermal load applied to the (Claim 11).

  If it does in this way, a rotary electric machine can be cooled more appropriately according to the thermal load.

  The inverter cooling means includes second flow rate changing means capable of changing the flow rate of the second coolant in the second cooling passage, and the second flow rate changing means is a thermal element applied to the rotating electrical machine. Preferably, the flow rate of the second coolant is changed based on the load, the temperature of the first coolant, and the temperature of the second coolant.

  In this case, the second cooling is performed based on the flow rate of the second cooling liquid necessary for cooling the first cooling liquid and the rotating electrical machine and the flow rate of the second cooling liquid necessary for cooling the inverter. Since the flow rate of the liquid is changed, all of the first cooling liquid, the rotating electrical machine, and the inverter can be appropriately cooled by the second cooling liquid.

  In the above configuration, the load estimation unit estimates a thermal load applied to the rotating electrical machine, and the load estimation unit estimates a thermal load of the rotor based on a current output from the rotating electrical machine. And estimating the thermal load of the stator based on the current output from the rotating electrical machine and the temperature of the stator, and adding the total load of the thermal load of the rotor and the thermal load of the stator to the rotating electrical machine. It is preferable to estimate the applied thermal load (claim 13).

  In this way, the thermal load on the rotor, the thermal load on the stator, and the thermal load on the rotating electrical machine can be estimated with higher accuracy.

  In the above configuration, the load estimating means is instantaneously applied to the rotor based on the d-axis current and the q-axis current generated in the rotating electrical machine, the rotational speed of the rotating electrical machine, and the temperature of the first coolant. A rotor-side instantaneous load that is a thermal load to be calculated, a moving average value with respect to the time of the rotor-side instantaneous load is calculated, and this calculated value is used as a rotor-side cumulative load that is a thermal load accumulated in the rotor. It is preferable to set and estimate the total load of the rotor side instantaneous load and the rotor side accumulated load as the load of the rotor (claim 14).

  In this way, the rotor-side instantaneous load is accurately estimated, and in addition to the rotor-side instantaneous load, the rotor-side accumulated load, which is the thermal load accumulated in the rotor, is taken into consideration. Since the thermal load is estimated, the thermal load of the rotor can be estimated more accurately.

  Further, in the above configuration, the load estimating means sets a stator side instantaneous load that is a thermal load instantaneously applied to the stator based on an effective current generated in the rotating electrical machine, and the temperature of the stator The stator side cumulative load, which is the thermal load accumulated in the stator, is set based on and the total load of the stator side instantaneous load and the stator side cumulative load is estimated as the thermal load of the stator. Preferred (claim 15).

  In this way, the stator-side instantaneous load is accurately estimated, and in addition to the stator-side instantaneous load, the stator-side cumulative load, which is the thermal load accumulated in the stator, is taken into account, and the stator load Since the thermal load is estimated, the thermal load of the stator can be estimated with higher accuracy.

  As described above, according to the present invention, the rotating electrical machine and the inverter can be appropriately cooled with a simple configuration.

1 is a schematic system diagram of a cooling system according to a first embodiment of the present invention. It is a figure which shows the schematic sectional drawing of the motor in the cooling system shown in FIG. It is a figure which shows the control block in the cooling system shown in FIG. It is a flowchart for demonstrating the control procedure of the pump pressure of an oil pump. It is a flowchart for demonstrating the calculation procedure of a magnet load. It is a flowchart for demonstrating the calculation procedure of a coil load. It is the figure which showed the relationship between a motor load and target oil amount. It is a figure which shows the relationship between d-axis current value, q-axis current value, and a basic magnet load. It is a graph which shows the relationship between a motor rotation speed and a 1st correction value. It is a graph which shows the relationship between cooling oil temperature and a 2nd correction value. It is a graph which shows the relationship between an effective current value and an instantaneous coil load. It is a graph which shows the relationship between coil temperature and accumulated oil load. It is a graph which shows the relationship between a motor load and the 1st target cooling water amount. It is a graph which shows the relationship between cooling oil temperature and the 2nd target cooling water amount. It is a graph which shows the relationship between an inverter cooling water temperature and the 3rd target cooling water amount. It is a figure which shows the modification of 1st Embodiment. It is a figure which shows the other modification of 1st Embodiment. It is a schematic system diagram of a cooling system according to a second embodiment of the present invention. It is the schematic of the cooling system which concerns on 2nd Embodiment of this invention. It is the schematic of the cooling system which concerns on 3rd Embodiment of this invention. It is the schematic of the cooling system which concerns on 4th Embodiment of this invention.

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

  FIG. 1 is a schematic system diagram of a vehicle including a cooling system 1 according to the first embodiment of the present invention. A cooling system 1 of the present invention includes a motor (rotary electric machine) 10 and an engine 2 that are used as a drive source of a vehicle, and is mounted on a hybrid vehicle. The cooling system 1 is a controller for controlling each part of the vehicle including the inverter 4 for converting the output current of the motor 10, the transmission 3 for transmitting the driving force to the wheels, and the inverter 4. VCM (Vehicle Control Module, load estimation means) 5 (see FIG. 3).

  The cooling system 1 includes a motor cooling mechanism (rotary electric machine cooling means) 30 for cooling the motor 10, an inverter cooling mechanism (inverter cooling means) 40 for cooling the inverter 4, and an engine for cooling the engine 2. A cooling mechanism (engine cooling means) 50, an inverter-side heat exchanger 61, an engine-side heat exchanger 62, and a path switching valve (heat exchanger switching means) 63 are provided.

  The inverter cooling mechanism 40 includes an inverter cooling water passage (second cooling passage) 41 through which inverter cooling water (second cooling liquid) flows, and a water pump (second flow rate change) provided on the inverter cooling water passage 41. Means) 42.

  The inverter cooling water passage 41 is a closed route, and the inverter cooling water circulates in the inverter cooling water passage 41. The inverter cooling water passage 41 passes through the inverter 4 and is cooled by the inverter cooling water. The inverter cooling water passage 41 passes through the radiator 43, and the inverter cooling water dissipates heat by the radiator 43. The radiator 43 is disposed behind the fan 44 provided at the front end of the vehicle. The inverter cooling water effectively radiates heat in the radiator 43 by the air blown from the fan 44. In this way, the inverter cooling water and thus the inverter 4 are maintained at a low temperature by the cooling by the fan 44 and the radiator 43.

  The water pump 42 is a pump that pumps the inverter cooling water. The pump pressure of the water pump 42 is changed based on a signal from the VCM 5. With this change in pump pressure, the flow rate (flow velocity, volume flow rate) of the inverter cooling water is changed. The pump pressure changing procedure of the water pump 42, that is, the control procedure of the water pump 42 will be described later.

  The engine cooling mechanism 50 includes an engine cooling water passage (third cooling passage) 51 through which engine cooling water (third cooling water) flows.

  The engine coolant passage 51 is a closed route, and the engine coolant circulates in the engine coolant passage 51. The engine coolant passage 51 passes through the engine 2, and the engine 2 is cooled by the engine coolant. Similarly to the inverter cooling water, a radiator (not shown) arranged behind the fan 44 is arranged on the engine cooling water passage 51, and the engine cooling water is cooled by the radiator.

  The motor cooling mechanism 30 includes a cooling oil passage (first cooling passage) 31 through which cooling oil (first cooling liquid) flows, and an oil pump (first flow rate changing means) 32 provided on the cooling oil passage 31. With.

  The cooling oil passage 31 is a closed path, and the cooling oil circulates in the cooling oil passage 31. The cooling oil passage 31 passes through the motor 10 and the transmission 3, and the cooling oil cools the motor 10 and lubricates the transmission 3. As described above, in the first embodiment, ATF (Automatic Transmission Fluid) which is a lubricating oil for lubricating the transmission 3 also functions as a coolant for cooling the motor 10. The detailed structure of the motor 10 will be described later.

  The oil pump 32 is a pump that pumps cooling oil. The pump pressure of the oil pump 32 is changed based on a signal from the VCM 5, and the flow rate (flow velocity, volume flow rate) of the cooling oil is changed with the change of the pump pressure. The pump pressure changing procedure of the oil pump 32, that is, the control procedure of the oil pump 32 will be described later.

  The inverter-side heat exchanger 61 is for exchanging heat between the cooling oil supplied to the motor 10 and the transmission 3 and the inverter cooling water, and between the cooling oil passage 31 and the inverter cooling water passage 41. Intervene. The inverter-side heat exchanger 61 is an indirect heat exchanger, in which inverter cooling water is introduced from the inverter cooling water passage 41 and cooling oil is introduced from the cooling oil passage 31 inside, and these are indirectly heat-exchanged. After that, the inverter cooling water is returned to the inverter cooling water passage 41 and the cooling oil is returned to the cooling oil passage 31.

  As described above, the inverter cooling water is maintained at a low temperature by the radiator 43. Therefore, the cooling oil is cooled by heat exchange with low-temperature inverter cooling water in the inverter-side heat exchanger 61. Thus, in the present cooling system 1, the cooling oil in the cooling oil passage 31 is cooled by the inverter cooling water for cooling the inverter 4, and the cooled cooling oil is supplied to the motor 10.

  The engine-side heat exchanger 62 is for exchanging heat between the coolant supplied to the motor 10 and the transmission 3 and the engine coolant, and is provided between the coolant passage 31 and the engine coolant passage 51. Intervene. The engine-side heat exchanger 62 is an indirect heat exchanger, in which engine cooling water is introduced from the engine cooling water passage 51 and cooling oil is introduced from the cooling oil passage 31, and these are indirectly heated. After the replacement, the engine cooling water is returned to the engine cooling water passage 51 and the cooling oil is returned to the cooling oil passage 31.

  Here, as described above, the engine cooling water is cooled by the radiator similarly to the inverter cooling water, but is maintained at a relatively high temperature because the engine 2 is hotter than the inverter 4. Therefore, the cooling oil is heated when heat is exchanged with the engine cooling water by the engine side heat exchanger 62. In the first embodiment, only when it is desired to heat the cooling oil, the cooling oil is introduced into the engine-side heat exchanger 62 to exchange heat with the high-temperature engine cooling water. Specifically, in the first embodiment, the cooling oil functions as the lubricating oil for the transmission 3 as described above. Therefore, when the temperature of the cooling oil (hereinafter referred to as the cooling oil temperature) is extremely low and its viscosity is excessively high, such as during a cold start, the cooling oil becomes a resistance in the transmission 3, and the appropriateness of the transmission 3 Operation may be hindered. Therefore, in this first embodiment, in such a case, the cooling oil is heated by exchanging heat with the engine cooling water by the engine side heat exchanger 62, and the cooling oil temperature is increased to lower the viscosity of the cooling oil. Thus, an appropriate operation of the transmission 3 is realized.

  The path switching valve 63 is for switching the introduction destination of the cooling oil in the cooling oil passage 31 between the inverter side heat exchanger 61 and the engine side heat exchanger 62. In the first embodiment, the cooling oil passage 31 is connected to the inverter side heat exchanger 61 and the engine side heat exchanger 62 at a portion upstream of the inverter side heat exchanger 61 and the engine side heat exchanger 62. It branches into the path which goes to, and merges again in the part downstream from these heat exchangers 61 and 62. The path switching valve 63 is provided at this branching section, and switches the distribution destination of the cooling oil in the cooling oil passage 31 between a path toward the inverter side heat exchanger 61 and a path toward the engine side heat exchanger 62. .

  The path switching valve 63 operates in response to a signal from the VCM 5 as will be described later. The control procedure of the path switching valve 63, that is, the switching procedure of the heat exchanger that introduces cooling oil will be described later.

  The detailed structure around the motor 10 will be described with reference to FIG. FIG. 2 shows a cross section of the motor 10, but in order to simplify the drawing, a part of the oblique lines indicating the cross section is omitted.

  As shown in FIG. 2, the motor 10 includes a motor-side shaft 11, a rotor 12, a stator 13, a housing 14, and a clutch case 15 in which a clutch 18 is accommodated.

  The motor side shaft 11 is a substantially cylindrical member and rotates around a predetermined axis. The motor side shaft 11 is inserted through the housing 14. An engine side shaft 19 is further inserted into the housing 14. The engine side shaft 19 is connected to the engine 2 and rotates integrally with the engine 2. The engine side shaft 19 is a substantially cylindrical member and is arranged coaxially with the motor side shaft 11. These shafts 11 and 19 are arranged in a state of being separated from each other in the axial direction. Hereinafter, the axial direction of the shafts 11 and 19 may be simply referred to as the axial direction, and the radial direction of the shafts 11 and 19 may be simply referred to as the radial direction.

  The connection state of the motor side shaft 11 and the engine side shaft 19 is changed by the clutch 18. Specifically, the clutch 18 is configured so that the motor-side shaft 11 and the engine-side shaft 19 are connected to each other, the engagement state in which the shafts 11 and 19 are engaged with each other, and the engagement between the shafts 11 and 19. The combination is released and the shaft 11 and 19 are changed to a release state in which the rotational force is not transmitted between them. The clutch 18 only needs to be an existing one, and a detailed description thereof will be omitted. To put it briefly, the clutch 18 includes a clutch plate that rotates integrally with the motor-side shaft 11, an engine-side shaft 19, and the like. The clutch plate and the clutch disk rotate integrally with each other, and the motor side shaft 11 and the engine side shaft 19 are brought into contact with or separated from each other according to the hydraulic pressure supplied into the clutch chamber 15d. Change the connection status.

  The clutch case 15 extends radially outward from the outer peripheral surface of the motor-side shaft 11. Specifically, the clutch case 15 extends in the axial direction from the outer peripheral surface of the motor-side shaft 11 in the radial direction and from the radially outer end of the first side wall 15a toward the engine-side shaft 19 side. It has a peripheral wall 15b and a second side wall 15c extending radially inward from the axial end of the peripheral wall 15b on the engine side shaft 19 side. The second side wall 15 c faces the outer peripheral surface of the engine side shaft 19. The clutch 18 is accommodated in a space 15 d surrounded by the side walls 15 a and 15 c of the clutch case 15, the peripheral wall 15 b, and the outer peripheral surface of the engine side shaft 19, and this space defines a clutch chamber 15 d for accommodating the clutch 18. It is composed. The clutch case 15 is connected to the outer peripheral surface of the motor side shaft 11 so as to rotate integrally with the motor side shaft 11.

  The rotor 12 has a magnet 12 a inside thereof and rotates integrally with the motor-side shaft 11. The rotor 12 is disposed on the radially outer side of the clutch case 15, and is fixed to the outer peripheral surface of the clutch case 15 so as to be integrally rotatable with the clutch case 15 and the motor side shaft 11. In the first embodiment, the electromagnetic steel plates are laminated in the axial direction, and the rotor 12 is formed by embedding a plurality of magnets 12a in the laminated electromagnetic steel plates. In the rotor 12, a plurality of magnet holes 12b extending in the axial direction and penetrating the rotor 12 are formed side by side in the circumferential direction. These magnet holes 12b are larger than the magnet 12a. Each magnet 12a is inserted into the magnet hole 12b while forming a passage 12c passing through the rotor 12 in the axial direction between the inner peripheral surface of the magnet hole 12b and the outer peripheral surface of the magnet 12a.

  The stator 13 is formed by winding a stator core. The stator 13 is disposed on the radially outer side of the rotor 12 with a slight gap from the rotor 12. Coil ends 13 a are formed at both axial ends of the stator 13. The stator 13 is formed and arranged such that the coil end 13 a protrudes outward in the axial direction from the rotor 12.

  In the first embodiment, the cooling oil passage 31 passes through all of the rotor 12, the stator 13, and the clutch 18 configured as described above, and these are cooled at once by the cooling oil.

  The cooling oil passage formed in the motor 10 will be described.

  The motor-side shaft 11 is formed with an in-shaft passage 21 through which cooling oil is introduced from the outside of the motor-side shaft 11 to the inside of the motor-side shaft 11. The in-shaft passage 21 communicates with the clutch chamber 15d. Specifically, the in-shaft passage 21 extends in an axial direction from an opening (not shown) provided in a portion of the outer peripheral surface of the motor-side shaft 11 that is located outside the housing 14, so that the engine of the motor-side shaft 11. An opening is formed in the axial end surface on the side shaft side, and this opening communicates with the clutch chamber 15d. The cooling oil pumped by the oil pump 32 passes through the inverter side heat exchanger 61 or the engine side heat exchanger 62 and is then introduced into the clutch chamber 15 d through the motor side shaft 11.

  A clutch case through passage 22 is formed in the first side wall 15 a of the clutch case 15 to communicate the inside of the clutch chamber 15 d and the outside of the clutch case 15. The clutch case penetration path 22 opens at the radially outer end of the inner side surface of the first side wall 15a and opens at the outer peripheral surface of the first side wall 15a. The cooling oil introduced into the clutch chamber 15d After cooling 18, it is led out from the inside of the clutch chamber 15 d to the radially outer side of the first side wall 15 a and the radially outer side of the clutch case 15 through the clutch case through passage 22.

  The opening 22a of the clutch case through-passage 22 formed on the outer peripheral surface of the first side wall 15a is a position on the outer peripheral surface of the clutch case 15 that is axially outside the rotor 12 and faces the coil end 13a of the stator 13. Is formed. In other words, the clutch case 15 protrudes outward in the axial direction from the rotor 12, and the clutch case through passage 22 is open at a position that is the protruding portion and faces the coil end 13a. Therefore, the cooling oil led out radially outward of the clutch case 15 through the clutch case through-passage 22 is directed to the rotor 12 and the stator 13 arranged on the radially outer side of the clutch case 15, particularly to the coil end 13 a of the stator 13. Scatter and cool them. The cooling oil that has cooled the rotor 12 and the stator 13 is discharged to the outside of the housing 14 through a discharge port 14 a provided in the housing 14.

  As described above, in the first embodiment, the space in the shaft passage 21, the clutch chamber 15d, the clutch case through passage 22, and the space between the housing 14 and the clutch case 15 is a part of the cooling oil passage 31 through which the cooling oil flows. The cooling oil cools the clutch 18, the rotor 12, and the stator 13 by configuring this section and following this path. The cooling oil that cools the clutch 18 and the like and is discharged to the outside of the housing 14 from the discharge port 14 a is introduced into a portion of the cooling oil passage 31 on the downstream side of the motor 10.

  Here, in the clutch 18, frictional heat is generated as the clutch plate and the clutch disk slide in a transitional state when the shafts 11 and 12 are connected to each other. Therefore, if the clutch 18 is cooled together with the rotor 12 and the stator 13 as described above, adverse effects due to this frictional heat can be suppressed. On the other hand, when the cooling oil temperature is extremely low and its viscosity is excessively high, the cooling oil introduced into the clutch chamber 15d and entering between the clutch plate and the clutch disk becomes a resistance, and the clutch plate and the clutch There is a possibility that the disk is not properly separated and the connection between the motor side shaft 11 and the engine side shaft 19 is not properly released. On the other hand, as described above, in the first embodiment, when the cooling oil temperature is extremely low and the viscosity thereof is excessively high, the cooling oil is separated from the engine cooling water in the engine side heat exchanger 62. It is heated by heat exchange. Therefore, it is possible to ensure proper operation of the clutch 18 at the time of cold start or the like while properly cooling the clutch 18 at the normal time. In other words, in the first embodiment, in order to ensure proper operation of the clutch 18 in addition to the transmission 3, when the cooling oil temperature is extremely low and the viscosity thereof is excessively high, the cooling oil is used. It introduce | transduces into the engine side heat exchanger 62, is heat-exchanged with engine cooling water, and is heated by this.

  Next, control procedures for the path switching valve 63, the oil pump 32, and the water pump 42 will be described. As described above, these devices are controlled by the VCM 5. The VCM 5 includes a CPU, a memory, a counter timer group, an interface, and a microprocessor having a path connecting these units.

  As shown in FIG. 3, detection signals from various sensors SW <b> 1 to SW <b> 5 are input to the VCM 5.

  The motor rotation speed sensor SW1 is a sensor that detects the rotation speed of the motor 10, and is provided in the vicinity of the motor-side shaft 11. The coil temperature sensor SW <b> 2 is a sensor that detects the temperature of the stator 13, that is, the coil temperature, and is attached to the stator 13. The cooling oil temperature sensor SW 3 is a sensor that detects the cooling oil temperature, and is attached to the cooling oil passage 31. The inverter cooling water temperature sensor SW4 is a sensor that detects the temperature of the inverter cooling water (hereinafter referred to as inverter cooling water temperature), and is attached to the inverter cooling water passage 41. The current sensor SW <b> 5 is a sensor for detecting a current value output from the motor 10, and is attached to the inverter 4.

  The VCM 5 performs various calculations based on the detection signals of the sensors SW1 to SW5, outputs signals to the path switching valve 63, the oil pump 32, and the water pump 42, and controls them.

(1) Control procedure of path switching valve 63 The VCM 5 controls the path switching valve 63 based on the detection value of the cooling oil temperature sensor SW3. In the first embodiment, the VCM 5 determines whether or not the cooling oil temperature detected by the cooling oil temperature sensor SW3 is equal to or higher than a preset reference oil temperature (reference temperature). When the cooling oil temperature detected by the cooling oil temperature sensor SW3 is equal to or higher than the reference oil temperature, the VCM 5 is detected by the cooling oil temperature sensor SW3 so that the cooling oil introduction destination is the inverter-side heat exchanger 61. When the cooling oil temperature thus obtained is lower than the reference oil temperature, the path switching valve 63 is controlled so that the introduction destination of the cooling oil is the engine-side heat exchanger 62. This reference oil temperature is set to 20 degrees, for example. Thus, when the cooling oil temperature is equal to or higher than the reference oil temperature due to the operation of the path switching valve 63, the cooling oil is introduced into the inverter-side heat exchanger 61, and the inverter-side heat exchanger 61 performs inverter cooling water. On the other hand, when the cooling oil temperature is lower than the reference oil temperature, the cooling oil is introduced into the engine side heat exchanger 62 and heated by the engine cooling water in the engine side heat exchanger 62.

(2) Control procedure of oil pump 32 The control procedure of the oil pump 32 will be described with reference to the flowcharts of FIGS.

  As shown in FIG. 4, the VCM 5 is a thermal load applied to the rotor 12 in step S1, and represents an amount indicating how much the rotor 12 should be cooled, that is, a cooling flow rate to be supplied to the rotor 12. The corresponding magnet load L1 is calculated (estimated), and in step S2, it is a thermal load applied to the stator 13 and represents an amount indicating how much the stator 13 should be cooled, that is, supplied to the stator 13 The coil load L2 corresponding to the cooling flow rate is calculated (estimated). Next, in step S3, the VCM 5 is a thermal load applied to the entire motor 10 based on these loads, and represents an amount indicating how much the motor 10 should be cooled, that is, to be supplied to the motor 10. The motor load LOAD_M corresponding to the cooling flow rate is calculated (estimated). In the first embodiment, the motor load LOAD_M is calculated by an expression of LOAD_M = L1 + L2. That is, the total load of the magnet load L1 and the coil load L2 is calculated as the motor load LOAD_M. Thus, the detailed calculation procedure of these loads will be described later.

  The VCM 5 determines a target oil amount OIL_V that is a target value of the cooling oil flow rate based on the motor load LOAD_M calculated in step S3. The target oil amount OIL_V is determined to increase as the motor load LOAD_M increases. Specifically, the VCM 5 is set in advance, and a detailed calculation procedure of these loads will be described later. The relationship between the determined motor load LOAD_M and the target oil amount OIL_V is stored in a map, and the VCM 5 extracts the target oil amount OIL_V corresponding to the motor load LOAD_M calculated in step S3 from this map. For example, as shown in FIG. 7, this map is set so that the target oil amount OIL_V and the motor load LOAD_M are proportional.

  When the target oil amount OIL_V is determined in step S4, the VCM 5 changes the pump pressure of the oil pump 32 according to the target oil amount OIL_V (step S5). Specifically, the pump pressure of the oil pump 32 increases as the target oil amount OIL_V increases.

  As described above, in the first embodiment, the motor load LOAD_M that is a thermal load applied to the motor 10 is estimated, and the flow rate of the cooling oil increases as the motor load LOAD_M increases. Thereby, the motor 10 is effectively cooled according to the thermal load.

  A detailed calculation procedure of the load related to the motor 10 will be described.

  As described above, the magnet load L1, the coil load L2, and the motor load LOAD_M are values for obtaining the flow rate of the cooling oil to be supplied to the rotor 12, the stator 13, and the motor 10, and in the first embodiment, these are the values. Calculate the load as a standardized value for the coolant flow rate. Specifically, the magnet load L1 and the coil load L2 are calculated as values between 0 and 10, respectively, and the motor load LOAD_M is calculated as a value between 0 and 20.

  Here, the inventors of the present application accumulate a transient thermal load applied to the rotor 12 instantaneously and a transient thermal load applied to the rotor 12, which is a thermal load applied to the rotor 12. It was noted that it was determined by the thermal load. Similarly, the inventors of the present application have a coil load L2 that is a thermal load applied to the stator 13 and a transient thermal load applied instantaneously to the stator 13 and accumulated in the stator 13. It was noted that it was determined by the thermal load.

  Further, since the rotor 12 is a rotating body, it is difficult to directly detect the temperature, which is one index representing the thermal load. In contrast, the inventors of the present application focused on the fact that the temperature of the rotor 12 is highly correlated with the d-axis current value, the q-axis current value of the motor 10, the rotation speed of the motor 10, and the cooling oil temperature.

  Furthermore, the inventors of the present application show that the thermal load instantaneously applied to the stator 13 is highly correlated with the effective current value of the motor 10, and the thermal load accumulated in the stator 13 is We focused on the high correlation with temperature.

  Based on these points of interest, the load on the motor 10 was calculated (estimated) as follows.

  A detailed procedure for calculating the magnet load L1 in step S1 will be described with reference to the flowchart of FIG.

  First, in step S11, the VCM 5 detects the d-axis current value and the q-axis current value of the motor 10 detected by the current sensor SW5, the rotation speed of the motor 10 detected by the motor rotation speed sensor SW1, and the cooling oil temperature. The cooling oil temperature detected by the sensor SW3 is acquired.

  Next, in step S12, the VCM 5 calculates (estimates) the basic magnet load Qm based on the acquired d-axis current value and q-axis current value. The basic magnet load Qm is set to a larger value as the d-axis current value and the q-axis current value are larger in the range from 0 to 5. Specifically, the VCM 5 stores a map of the basic magnet load Qm with respect to the preset d-axis current value and q-axis current value, and the VCM 5 stores the basic magnet load corresponding to each current value from this map. Qm is extracted. As shown in FIG. 8, this map is set so that the basic magnet load Qm increases stepwise with respect to the d-axis current value and the q-axis current value.

  In step S13, which proceeds after step S12, the VCM 5 calculates a first correction value K_RPM based on the acquired rotation speed (motor rotation speed) of the motor 10. The first correction value RPM is set to a larger value in the range from 0 to 1 as the motor rotation speed increases. Specifically, the VCM 5 stores a map of the first correction value K_RPM with respect to a preset motor rotation speed, and the VCM 5 extracts the first correction value K_RPM corresponding to the motor rotation speed from this map. As shown in FIG. 9, this map is set so that the increasing rate of the first correction value K_RPM increases as the motor rotation speed increases.

  In step S14, which proceeds after step S13, the VCM 5 calculates a second correction value K_OIL based on the acquired cooling oil temperature. The second correction value K_OIL is set such that the cooling oil temperature is greater than or equal to a predetermined temperature and greater than 0 in the range of 0 to 1, and the higher the cooling oil temperature is, the higher the value is. Specifically, the VCM 5 stores a map of the second correction value K_OIL for a preset cooling oil temperature, and the VCM 5 extracts the second correction value K_OIL corresponding to the cooling oil temperature from this map. . As shown in FIG. 10, this map is set so that the second correction value K_OIL increases linearly with respect to the cooling oil temperature under the condition that the cooling oil temperature is equal to or higher than the predetermined temperature T_OIL1.

  In step S15 following step S14, the VCM 5 corrects the basic magnet load Qm calculated in step S12 with the first correction values K_RPM and K_OIL calculated in steps S13 and S14, and instantaneously applies the corrected values to the rotor 12. Is calculated (estimated) as an instantaneous magnet load Rise_M, which is an applied load. Specifically, the VCM 5 calculates the instantaneous magnet load Rise_M by an expression of Rise_M = Qm × K_RPM × K_OIL.

  Thus, the instantaneous magnet load Rise_M is a value in the range of 0 to 5, and becomes 0 when the cooling oil temperature is lower than the predetermined temperature T_OIL1, and under the condition that the cooling oil temperature is equal to or higher than the predetermined temperature T_OIL1, d It is calculated as a value that increases as the shaft current value, q-axis current value, motor rotation speed, and cooling oil temperature increase.

  In step S16, which proceeds after step S15, the VCM 5 averages the instantaneous magnet load Rise_M calculated in step S15 over a predetermined time, and this average value is a cumulative magnet load Total_M which is a thermal load accumulated in the rotor 12. Is calculated (estimated).

  In step S17, which proceeds after step S16, the VCM 5 is a magnet which is the total load applied to the rotor 12 with the total value of the instantaneous magnet load Rise_M calculated in step S15 and the cumulative magnet load Total_M calculated in step S17. Calculate (estimate) as the load L1. That is, the magnet load L1 is calculated by L1 = Rise_M + Total_M.

  As described above, in the first embodiment, the instantaneous magnet load Rise_M, which is the load instantaneously applied to the rotor 12, is highly correlated with the thermal load applied to the rotor 12, the d-axis current value q Since the calculation is based on the shaft current value, the motor rotation speed, and the cooling oil temperature, the instantaneous magnet load Rise_M can be calculated with high accuracy. Also, the instantaneous magnet load Rise_M is subjected to a moving average to calculate a cumulative magnet load Total_M that is a thermal load accumulated in the rotor 12, and a total value of these is calculated as a magnet load L <b> 1, and instantaneously applied to the rotor 12. Since the thermal load L1 of the rotor 12 is calculated in consideration of the applied thermal load and the thermal load accumulated in the rotor 12, the thermal load L1 of the rotor 12 should be calculated appropriately. Can do.

  The calculation procedure of the magnet load L1 in step S2 will be described using the flowchart of FIG.

  First, in step S21, the VCM 5 acquires the effective current value of the motor 10 detected by the current sensor SW5 and the coil temperature detected by the coil temperature sensor SW2, that is, the temperature of the stator 13.

  Next, in step S22, the VCM 5 calculates (estimates) an instantaneous coil load Rise_C that is a load instantaneously applied to the stator 13 based on the acquired effective current value. At this time, the VCM 5 calculates the instantaneous coil load Rise_C as a value of 0 or more and 5 or less. The instantaneous coil load Rise_C is set to a larger value as the effective current is larger. Specifically, the VCM 5 stores a map of the preset effective current value and the instantaneous coil load Rise_C, and the VCM 5 extracts the instantaneous coil load Rise_C corresponding to the effective current value from this map. As shown in FIG. 11, this map is set so that the increasing rate of the instantaneous coil load Rise_C increases as the effective current value increases.

  In step S23, which proceeds after step S22, the VCM 5 calculates (estimates) an accumulated coil load Total_C, which is a load accumulated in the stator 13, based on the acquired coil temperature. At this time, the VCM 5 calculates the cumulative coil load Total_C as a value of 0 or more and 5 or less. The cumulative coil load Total_C is a value greater than 0 when the coil temperature is equal to or higher than the predetermined temperature T_OIL2, and is higher as the coil temperature is higher than the predetermined temperature T_OIL2. Specifically, the VCM 5 stores a map of a preset coil temperature and the cumulative coil load Total_C, and the VCM 5 extracts the cumulative coil load Total_C corresponding to the coil temperature from this map. As shown in FIG. 12, this map is set so that the cumulative coil load Total_C increases linearly with respect to the coil temperature under the condition where the coil temperature is equal to or higher than the predetermined temperature T_OIL2.

  In step S24, which proceeds after step S23, the VCM 5 is a thermal load applied to the stator 13 with the total value of the instantaneous coil load Rise_C calculated in step S22 and the cumulative coil load Total_C calculated in step S23. Calculate (estimate) as the coil load L2. That is, the coil load L2 is calculated by L2 = Rise_C + Total_C.

  As described above, in the first embodiment, the instantaneous coil load Rise_C that is a thermal load instantaneously applied to the stator 13 is calculated based on the effective current value of the motor 10 that has a high correlation with the instantaneous coil load Rise_C. Since the cumulative coil load Total_C, which is the thermal load stored in 13, is calculated based on the coil temperature, which is the temperature of the stator 13 having a high correlation with this, the instantaneous coil load Rise_C and the cumulative coil load Total_C are It can be calculated with high accuracy. Further, the total value of these loads is calculated as a coil load, and the thermal load of the stator 13 is considered in consideration of the thermal load momentarily applied to the stator 13 and the thermal load accumulated in the stator 13. Since L2 is calculated, the thermal load of the stator 13 can be calculated appropriately.

(3) Control procedure of water pump 42 The VCM 5 is a target value of the flow rate of the inverter cooling water based on the motor load LOAD_M, the cooling oil temperature, and the inverter cooling water temperature calculated when the pump pressure of the oil pump 32 is determined. A certain target cooling water amount is determined, and the pump pressure of the water pump 42 is changed according to this target cooling water amount.

  Specifically, the VCM 5 determines the first target cooling water amount based on the motor load LOAD_M, determines the second target cooling water amount based on the cooling oil temperature, and determines the third target cooling water amount based on the inverter cooling water temperature. decide. Then, the VCM 5 determines the largest value among the first to third target cooling water amounts as the final target cooling water amount.

  The first to third target cooling water amounts are set to larger values as the motor load LOAD_M, the cooling oil temperature, and the inverter cooling water temperature are larger. Specifically, as shown in FIGS. 13 to 15, the first to third target cooling water amounts are set to values proportional to the motor load LOAD_M, the cooling oil temperature, and the inverter cooling water temperature, respectively.

  As described above, in the first embodiment, the maximum flow rate among the required flow rates of the inverter cooling water determined from the motor load LOAD_M, the cooling oil temperature, and the inverter cooling water temperature is determined as the target cooling water amount. The inverter 4 can be more reliably cooled to an appropriate state.

  As described above, in the cooling system 1 according to the first embodiment, the cooling oil that cools the motor 10 is cooled by heat exchange with the inverter cooling water that cools the inverter 4. Therefore, a radiator for cooling the cooling oil can be omitted, and the number of parts can be reduced and the apparatus can be simplified. Further, it is not necessary to route the cooling oil passage 31 through which the cooling oil circulates to the radiator disposed behind the fan provided at the front end portion of the vehicle, and this also simplifies the apparatus.

  Moreover, in this cooling system 1, the clutch 18 is cooled in addition to the motor 10 by the cooling oil, and the motor 10 and the clutch 18 can be simultaneously cooled with a simple configuration. In particular, since the clutch 18 is housed in a clutch case provided in the motor 10, a passage for cooling the motor 10 and the clutch 18 can be simplified.

  In this cooling system 1, the transmission 3 is disposed on the cooling oil passage 31, and the cooling oil for cooling the motor 10 is supplied to the transmission 3 as lubricating oil, and cooling for cooling the motor 10 is performed. The oil and the lubricating oil of the transmission 3 can be shared, which is advantageous in terms of cost.

  In particular, when the cooling oil temperature is lower than the reference oil temperature, the cooling oil is introduced not to the inverter-side heat exchanger 61 but to the engine-side heat exchanger 62, so that the cooling oil is properly cooled during normal times. In addition, when the cooling oil temperature is extremely low, such as during cold start, the cooling oil is heated with engine cooling water to reduce the viscosity of the cooling oil as the lubricating oil, thereby allowing the transmission 3 to operate properly. As well as ensuring the proper operation of the clutch.

  Here, in the first embodiment, the cooling oil passage 31 is disposed in the upstream side of the inverter side heat exchanger 61 and the engine side heat exchanger 62, and the inverter side heat exchanger 61 and the engine side heat exchanger. The cooling oil passage 31 has been described with respect to the case where it is branched into a passage toward the passage 62, and is joined again at a portion downstream of the heat exchangers 61 and 62, and the passage switching valve 63 is provided at the branch portion. The configuration in which the cooling oil introduction destination is switched between the inverter-side heat exchanger 61 and the engine-side heat exchanger 62 is not limited thereto. For example, as shown in FIG. 16, a bypass passage 161 that bypasses the inverter-side heat exchanger 61 and a bypass passage 162 that bypasses the engine-side heat exchanger 62 are provided in the cooling oil passage 31, and each bypass passage 161, 162 is provided. Are provided with switching valves 163a and 163b that can switch the connection destination of the upstream side of the branching section between the heat exchanger side and the bypass passages 161 and 162, respectively. The switching valves 163a and 163b Thus, the introduction destination of the cooling oil in the cooling oil passage 31 may be switched between the inverter side heat exchanger 61 and the engine side heat exchanger 62.

  Further, the configuration for supplying the cooling oil to the transmission 3 with respect to the first embodiment may be omitted. Further, a configuration in which heat is exchanged between the cooling oil for cooling the motor 10 and the engine cooling water for cooling the engine 2 may be omitted. For example, in FIG. 2, the transmission 3, the engine-side heat exchanger 62, and the path switching valve 63 may be excluded from the cooling oil passage 31 and may be configured as shown in FIG. 17.

  However, as described above, when the clutch 18 is disposed on the cooling oil passage 31, a configuration is provided in which heat is exchanged between the cooling oil for cooling the motor 10 and the clutch 18 and the engine cooling water for cooling the engine 2. Then, it is possible to ensure the proper operation of the clutch while properly cooling the clutch 18 and the motor 10.

  As described above, if the transmission 3 is arranged on the cooling oil passage 31 and the cooling oil for cooling the motor 10 is supplied to the transmission 3 as a lubricating oil, the cooling oil for cooling the motor 10; The lubricating oil of the transmission 3 can be shared, which is advantageous in terms of cost.

  In the first embodiment, the case where the clutch 18 is cooled by the cooling oil together with the motor 10 has been described. However, the motor 10 may be cooled separately from the clutch 18. In this case, the lubricating oil (ATF) of the transmission 3 may be supplied to the clutch 18. Moreover, although the said 1st Embodiment demonstrated the case where the stator 13 was cooled with the cooling oil after cooling the rotor 12, you may supply a cooling oil to the rotor 12 and the stator 13 separately. Next, an embodiment (second embodiment) with such a configuration will be described with reference to FIGS. 18 and 19. The same members as those in the first embodiment are denoted by the same reference numerals. Further, the description of the same members as those in the first embodiment is omitted.

  In the cooling system 201 according to the second embodiment, unlike the first embodiment, the cooling oil passage 31 does not pass through the transmission 3. Further, in the cooling system 201, unlike the first embodiment, the engine-side heat exchanger 62 is not provided, and heat exchange between the engine cooling water and the cooling oil in the cooling oil passage 31 is not performed.

  On the other hand, the cooling system 201 is provided with a lubricating oil supply mechanism (lubricating oil supply means) 280 that supplies lubricating oil for lubricating the transmission 3 to the clutch 18 in addition to the transmission 3.

  The lubricating oil supply mechanism 280 has a lubricating oil passage 281 through which the lubricating oil passes. The lubricating oil passage 281 is a closed system that passes through the transmission 3 and the clutch 18. The lubricating oil circulates in this lubricating oil passage 281 while lubricating the transmission 3 and the clutch 18.

  In the cooling system 201 according to the second embodiment, the cooling oil passage 31 is branched into two on the upstream side of the motor 210, and the stator 13 and the rotor 12 are individually disposed on each passage.

  A detailed structure of the motor 210 according to the second embodiment will be described.

  In the motor 210 according to the second embodiment, end plates 212 a and 212 b that cover the axial end surface of the rotor 12 from the axially outer side are provided on the radially outer side of the clutch case 15. The end plates 212a and 212b cover the axial end surface of the rotor 12 over the entire circumference, and also cover the axial end surface of the rotor 12 so that a predetermined space is formed between the end plates 212a and 212b. ing.

  In addition to the in-shaft passage 21 that connects the clutch chamber 15d described in the first embodiment and the outside of the motor-side shaft 11, the motor-side shaft 11 includes the outside of the motor-side shaft 11, an end plate 212a, A rotor cooling oil passage 215b is formed to communicate with a space between the end plate 212a and the end surface on one side of the rotor 12 in the axial direction. The rotor cooling oil passage 215b extends inwardly from the outside of the motor-side shaft 11, and then extends in the axial direction toward the engine-side shaft 19, and then extends in the radial direction and passes through the first side wall 15a. An opening is formed between the end plate 212a and the end surface on one side of the rotor 12 in the axial direction.

  Inside the engine side shaft 19, an engine side shaft inner passage 219 a for discharging the cooling oil to the outside of the housing 14 is formed. The second side wall 15c communicates with the space between the end plate 212b disposed outside the second side wall 15c and the other end surface in the axial direction of the rotor covered by the end plate 212b, and the engine-side shaft passage 219a. A clutch case discharge passage 215e is formed.

  An isolation wall 213 b is provided between the rotor 12 and the stator 13 so as to isolate them and define a stator chamber (accommodating chamber) 213 a for accommodating the stator 13 inside the housing 14. A stator chamber introduction port 214b and a stator chamber outlet port 214c are formed in the outer peripheral wall 214a of the housing 14 so as to communicate the stator chamber 213a with the outside of the housing 14. The stator chamber introduction port 214b and the stator chamber outlet port 214c are formed at positions almost opposite in the axial direction and the circumferential direction.

  The cooling oil passage 31 is branched into two passages (a stator side passage 231b and a rotor side passage 231c) at a branch portion 231a provided at a portion upstream of the motor 210. The passages 231b and 231c are respectively Each is directed toward the stator 13 and the rotor 12. Specifically, the rotor-side passage 231c is connected to a rotor cooling oil passage 215b that is formed in the motor-side shaft 11 and communicates with a space between the end plate 212a and the axial end surface of the rotor 12. On the other hand, the stator side passage 231b is connected to a stator chamber introduction port 214b communicating with the stator chamber 213a.

  Also in the second embodiment, the clutch case through passage 222 is formed in the first side wall 15a of the clutch case 15 so as to penetrate the first side wall 15a and communicate with the inside and outside of the clutch chamber 15d. However, in the second embodiment, the clutch case penetration path 222 is opened not on the outer peripheral surface of the clutch case 15 but on the outer surface of the clutch case 15.

  Further, in the second embodiment, a lubricating oil discharge passage 214 d that communicates a space inside the housing 14 with respect to the isolation wall 213 b and the outside of the housing 14 is provided.

  In the second embodiment, not the cooling oil but the lubricating oil after lubricating the transmission 3 is introduced into the in-shaft passage 21 communicating with the clutch chamber 15d.

  In the cooling system 201 according to the second embodiment configured as described above, the lubricating oil in the lubricating oil passage 281 and derived from the transmission 3 is introduced into the clutch chamber 15d through the in-shaft passage 21. Is done. The lubricating oil introduced into the clutch chamber 15d cools the clutch 18, and then is discharged to the outside of the clutch case 15 through the clutch case through passage 222 without going to the rotor 12 and the stator 13 side. Thereafter, the lubricating oil is discharged to the outside of the motor 210 through the lubricating oil discharge passage 214d and is again introduced into the transmission 3. As described above, in the second embodiment, the in-shaft passage 21, the clutch case through-passage 222, the space between the clutch case 15 and the housing 14, and the lubricating oil discharge passage 214d are used as lubricating oil. It functions as a part of the passage 281.

  Further, in this cooling system 201, a part of the cooling oil in the cooling oil passage 31 is introduced into the stator chamber 213a from the stator chamber introduction port 214b, and after cooling the stator 13, the motor chamber 210 passes through the stator chamber outlet port 214c. It is discharged outside. Here, the cooling oil is stored in the stator chamber 213a, and the stator 13 is always cooled by the stored cooling oil.

  On the other hand, the remaining cooling oil in the cooling oil passage 31 is introduced into the clutch chamber 15d through the in-shaft passage 21, cools the clutch 18, and then passes through the clutch case through passage 222 to the axial direction of the end plate 212a and the rotor 12. It is derived | led-out in the space between one side end surfaces. And the cooling oil led out to this space cools the magnet 12a and the rotor 12, and in the magnet hole 12b formed in the rotor 12, specifically, the inner peripheral surface of the magnet hole 12b and the outer peripheral surface of the magnet 12a. Through the passage 12c formed between the end plate 212b and the end plate 212b. The engine side shaft passage 219a passes through the clutch case discharge passage 215e. Then, it is discharged to the outside of the motor 210. The respective cooling oils discharged to the outside of the motor 210 through the stator chamber outlet 214c and the engine-side shaft passage 219a merge on the outside of the motor 210 and flow toward the transmission 3 side.

  Here, in the example shown in FIG. 19, the flow rate at which the ratio (flow rate ratio) of the cooling oil flowing into the stator side passage 231 b and the rotor side passage 231 c into the branch portion 231 a of the cooling oil passage 31 can be changed. A ratio switching valve (flow ratio changing means) 290 is provided. The flow rate switching valve 290 is controlled by the VCM 5 and changes the flow rate of the cooling oil.

  Specifically, the VCM 5 calculates a coil load L2 that is a thermal load of the stator 13 and a magnet load L1 that is a thermal load of the rotor 12, as in the first embodiment. In the VCM 5, the ratio of the flow rate of the cooling oil flowing into the stator side passage 231b and supplied to the stator 13 and the flow rate of the cooling oil flowing into the rotor side passage 231c and supplied to the rotor 12 is the coil load. That is, the ratio of the flow rate of the cooling oil flowing into the stator side passage 231b to the flow rate of the cooling oil flowing into the rotor side passage 231c is equal to the ratio between the L2 and the magnet load L1. The flow rate ratio switching valve 290 is controlled so as to have a ratio.

  As described above, in the cooling system 201, the stator 13 and the rotor 12 are individually cooled, and these are each effectively cooled. In particular, the stator 13 is always cooled by the cooling oil stored in the stator chamber 213a, and the temperature is more reliably maintained low. Further, in the rotor 12, the cooling oil passes through a passage 12c formed between the inner peripheral surface of the magnet hole 12b and the outer peripheral surface of the magnet 12a, so that the magnet 12a is effectively cooled.

  Further, the flow rate ratio switching valve 290 provides a ratio between the flow rate of the cooling oil flowing into the stator side passage 231b and supplied to the stator 13 and the flow rate of the cooling oil flowing into the rotor side passage 231c and supplied to the rotor 12. However, since each flow rate is adjusted to match the ratio of the coil load L2 and the magnet load L1, the stator 13 and the rotor 12 can be effectively cooled according to the thermal load.

  Furthermore, since the clutch 18 and the motor 210 are individually cooled, they can be more effectively cooled. In addition, the proper operation of the clutch 18 can be more reliably ensured while the motor 210 is properly cooled. That is, as described in the first embodiment, in order to ensure proper operation of the clutch 18, the temperature of the coolant supplied to the clutch 18 needs to be increased to some extent. On the other hand, it is preferable that the temperature of the motor 210 is lower. On the other hand, in the second embodiment, the cooling path of the clutch 18 is separated from the cooling path of the motor 210 so that the coolant (lubricating oil) supplied to the clutch 18 is not cooled by the inverter cooling water. It is composed. Therefore, it is possible to prevent the operation of the clutch 18 from deteriorating due to excessively low temperature of the coolant supplied to the clutch 18 while cooling the motor 210 effectively.

  In addition, in the second embodiment, since the lubricating oil of the transmission 3 is supplied to the clutch 18 and the clutch 18 is cooled by this lubricating oil, the cooling oil and the lubricating oil for cooling the clutch 18 are shared. Therefore, the apparatus can be simplified and advantageous in terms of cost.

  Here, in the second embodiment, not the lubricating oil for the transmission 3 but the cooling oil for cooling the motor 10 may be introduced into the clutch 18. Next, an embodiment (third embodiment) configured as described above will be described with reference to FIG. The same members as those in the second embodiment are denoted by the same reference numerals. Further, the description of the same configuration as in the first and second embodiments is omitted.

  In this cooling system 301, a portion of the cooling oil passage 31 on the upstream side of the flow rate switching valve 290 and the in-shaft passage 21 communicating with the clutch chamber 15d communicate with each other. An opening / closing valve (opening / closing changing means) 390 for opening and closing the passage is provided in a passage between the portion upstream of the flow rate switching valve 290 and the passage 21 in the shaft.

  The on-off valve 390 is controlled by the VCM 5. The VCM 5 detects the timing when the clutch 18 is slipping when the connection state between the engine 2 and the motor 310 is changed, and opens the on-off valve 390 only when the clutch 18 is slipping.

  Thus, in the third embodiment, the cooling oil is supplied only when the clutch 18 is slipping and the clutch 18 is heated to high temperature due to frictional heat. For this reason, the clutch 18 and the motor 10 are cooled by a common cooling oil so that the structure is simplified and the introduction of excess lubricating oil to the clutch 18 is avoided, and the cooling oil to the stator 13 and the rotor 12 is avoided. Thus, the motor 310 can be effectively cooled.

  In this third embodiment, a lubricating oil discharge passage that communicates the space inside the housing 14 with respect to the isolation wall 213b and the outside of the housing 14 (in this embodiment, the cooling is not lubricating oil but cooling. A reserve tank 350 is provided on the downstream side of 214 d (which becomes oil), and the cooling oil supplied to the clutch 18 is configured to be stored in the reserve tank 350. In addition, the cooling oil in the reserve tank 350 is configured to be led out from the reserve tank 350 to the cooling oil passage 31 as appropriate according to the amount of cooling oil that flows through the cooling oil passage 31 and is supplied to the motor 310. Has been.

  In the case where the cooling oil is separately supplied to the rotor 12 and the stator 13 as in the second embodiment, and the cooling oil is also supplied to the clutch 18 as in the third embodiment, the rotor The cooling oil after cooling 12 and the cooling oil after cooling the clutch 18 may be merged. An embodiment (fourth embodiment) in such a configuration will be described with reference to FIG. The same members as those in the second embodiment and the third embodiment are denoted by the same reference numerals.

  In the cooling system 401 according to the fourth embodiment, the clutch case discharge passage 215e provided for discharging the cooling oil after cooling the rotor 12 to the outside of the housing 14 in the second and third embodiments, and The engine-side shaft passage 219a is omitted. The end plate 212b on the side where the clutch case discharge passage 215e was formed, that is, the end surface in the axial direction of the rotor 12, formed between the inner peripheral surface of the magnet hole 12b and the outer peripheral surface of the magnet 12a. The cooling oil led out of the rotor 12 is transferred from the space between the end plate 212b and the end face of the rotor 12 to the end plate 212b facing the portion where the cooling oil passing through the passage 12c is led out of the rotor 12. A through hole for leading out to the outside of the end plate 212b is formed.

  In the fourth embodiment configured as described above, the cooling oil after cooling the rotor 12 is led out to the space between the axial end surface of the rotor 12 and the end plate 212b and then to the outside of the end plate 212b. Discharged. When the cooling oil is introduced into the clutch chamber 15d, the cooling oil is discharged from the clutch chamber 15d through the clutch case through passage 222 to the outside of the clutch chamber 15d, and the lubricating oil discharge passage 214d is formed. It passes through and is stored in the reserve tank 350. In this way, the structure of the cooling oil passage in the motor 410 can be simplified.

  Further, the present invention is not limited to the above-described embodiment, and can be substituted without departing from the spirit of the claims. For example, the coolant for cooling the motor is not limited to oil.

DESCRIPTION OF SYMBOLS 1 Cooling system 2 Engine 3 Transmission 4 Inverter 5 VCM (load estimation means)
10 Rotating electric machine 30 Motor cooling mechanism (rotating electric machine cooling means)
40 Inverter cooling mechanism (inverter cooling means)
61 Inverter side heat exchanger 62 Engine side heat exchanger 290 Flow ratio switching valve (Flow ratio changing means)

Claims (15)

A cooling system,
A rotating electric machine having a stator and a rotor rotating around a predetermined axis;
An inverter;
A rotating electrical machine cooling means including a first cooling passage through which the first coolant flows, and supplying the first cooling liquid to the rotating electrical machine to cool the rotating electrical machine;
An inverter cooling means including a second cooling passage through which the second coolant flows, and supplying the second coolant to the inverter to cool the inverter;
An inverter-side heat exchanger that is interposed between the first cooling passage and the second cooling passage and into which the first cooling liquid and the second cooling liquid are introduced;
The inverter-side heat exchanger causes heat exchange between the introduced first coolant and the second coolant, and cools the first coolant with the second coolant. . The cooling system of claim 1, wherein
Engine,
A clutch that is interposed between the engine and the rotating electrical machine and capable of changing a connection state between the engine and the rotating electrical machine;
The first cooling passage passes through the clutch,
The cooling system, wherein the rotating electrical machine cooling means cools the clutch together with the rotating electrical machine by the first coolant. The cooling system according to claim 2, wherein
Engine cooling means including a third cooling passage through which the third coolant flows, and supplying the third coolant to the engine to cool the engine;
The first cooling liquid and the third cooling liquid are introduced between the first cooling path and the third cooling path, and the third cooling liquid is exchanged by heat exchange. An engine-side heat exchanger that heats the first coolant by:
A heat exchanger switching means for switching the introduction destination of the first coolant between the inverter side heat exchanger and the engine side heat exchanger;
When the temperature of the first coolant is lower than a preset reference temperature, the heat exchanger switching means sets the introduction destination of the first coolant as the engine-side heat exchanger, and sets the temperature of the first coolant. When the temperature is equal to or higher than the reference temperature, the cooling system is characterized in that the introduction destination of the first coolant is the inverter-side heat exchanger. The cooling system according to claim 3.
Equipped with a transmission,
The cooling system according to claim 1, wherein the first cooling passage passes through the transmission so that the transmission is lubricated by the first coolant. The cooling system of claim 1, wherein
Engine,
A clutch that is interposed between the engine and the rotating electrical machine and capable of changing a connection state between the engine and the rotating electrical machine;
A transmission,
Lubricating oil supply means for supplying lubricating oil for lubricating the transmission to the transmission;
The cooling system, wherein the lubricating oil supply means supplies the lubricating oil to the clutch and cools the clutch with the lubricating oil. The cooling system according to any one of claims 2 to 5,
The rotating electrical machine includes a clutch case in which a predetermined space is formed inside,
The cooling system, wherein the clutch is housed in the clutch case. In the cooling system in any one of Claims 1-6,
In the middle of the first cooling passage, the first cooling passage branches into a stator side passage toward the stator and a rotor side passage toward the rotor,
The rotating electrical machine cooling means cools the stator with the first coolant flowing in the stator side passage, and cools the rotor with the first coolant flowing in the rotor side passage. Cooling system. The cooling system according to claim 7,
The rotating electrical machine has a housing that houses the rotor and the stator inside,
The housing is partitioned with a housing chamber that houses at least one of the stator and the rotor inside,
The said storage chamber is connected with at least one of the said stator side channel | path and the said rotor side channel | path, and has stored the said 1st cooling fluid which flowed in from the said channel | path inside. The cooling system according to claim 7 or 8,
The rotating electrical machine cooling means includes a flow rate ratio changing means capable of changing a ratio between an inflow amount of the first coolant flowing into the stator side passage and an inflow amount of the first coolant flowing into the rotor side passage. A cooling system featuring. The cooling system according to claim 9, wherein
The flow rate ratio changing means is configured so that a ratio between an inflow amount of the first coolant flowing into the stator side passage and an inflow amount of the first coolant flowing into the rotor side passage is given to the stator. The cooling system is changed according to a ratio between a load and a thermal load applied to the rotor. In the cooling system in any one of Claims 1-10,
The rotating electrical machine cooling means includes first flow rate changing means capable of changing a flow rate of the first coolant in the first cooling passage,
The cooling system, wherein the first flow rate changing means changes the flow rate of the first coolant based on a thermal load applied to the rotating electrical machine. In the cooling system in any one of Claims 1-11,
The inverter cooling means includes second flow rate changing means capable of changing the flow rate of the second coolant in the second cooling passage,
The second flow rate changing means changes the flow rate of the second coolant based on a thermal load applied to the rotating electrical machine, a temperature of the first coolant, and a temperature of the second coolant. A cooling system featuring. The cooling system according to any one of claims 9 to 12,
Load estimation means for estimating a thermal load applied to the rotating electrical machine,
The load estimating means estimates a thermal load of the rotor based on a current output from the rotating electrical machine, and calculates a thermal load of the stator based on a current output from the rotating electrical machine and a temperature of the stator. A cooling system that estimates and estimates a total load of a thermal load of the rotor and a thermal load of the stator as a thermal load applied to the rotating electrical machine. The cooling system of claim 13, wherein
The load estimating means is a thermal load that is instantaneously applied to the rotor based on a d-axis current and a q-axis current generated in the rotating electrical machine, a rotational speed of the rotating electrical machine, and a temperature of the first coolant. The rotor side instantaneous load is set, the moving average value with respect to the time of the rotor side instantaneous load is calculated, and this calculated value is set as the rotor side cumulative load that is the thermal load accumulated in the rotor. A cooling system for estimating a total load of a rotor side instantaneous load and a rotor side accumulated load as a thermal load of the rotor. The cooling system according to claim 13 or 14,
The load estimating means sets a stator-side instantaneous load that is a thermal load instantaneously applied to the stator based on an effective current generated in the rotating electrical machine, and applies to the stator based on the temperature of the stator. A stator-side cumulative load that is a stored thermal load is set, and a total load of the stator-side instantaneous load and the stator-side cumulative load is estimated as a thermal load of the stator.