JP2016117381A - Oil circulation device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To keep the temperature of oil within a proper range so that a drive unit of a vehicle is properly lubricated and actuated.SOLUTION: An oil circulation device of a vehicle comprises: a driving force transmission system dr for transmitting driving force of an engine 5 and a motor 4 to wheels 6; an oil circulation path R0 for circulating oil supplied to the motor 4; an oil pump 32 for pressure-feeding the oil in the oil circulation path R0; cooling means 13 for cooling the oil; and heating means 12 for heating the oil. The oil circulation path R0 comprises: a cooling path r2 for cooling the oil; a heating path r1 capable of heating the oil; and a switching part 11 for allowing the oil to flow into either the cooling path r2 or the heating path r1. The oil circulation device also comprises a heating control part 142 and a switching control part 143 for setting a first state in which the oil is cooled by the cooling means 13, a second state in which the oil flows into the heating path r1 when the engine 5 is not driven, and a third state in which the oil flows into the heating path r1 and is heated by the heating means 12 when the engine 5 is driven.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an oil circulation device for a vehicle that is employed in oil lubrication of a driving force transmission system of a vehicle having a plurality of driving sources.

Conventionally, vehicles including a plurality of drive sources, for example, hybrid vehicles and plug-in hybrid vehicles are known.
Such a vehicle drive device includes a plurality of drive sources such as motors and engines, and travels with at least one drive source selected by the control device in accordance with the travel situation. The drive device is usually an engine as a drive source, a motor as another drive source housed in a housing integrally connected to the engine body, an engine-driven generator, a clutch, and other rotation transmissions. An engine side gear train and a motor side gear train, which are members, are provided.

The housing contains oil therein, and includes an oil splash supply device using rotation of a storage member driven inside, and an oil circulation supply device using an oil circulation path including an electric oil pump. By driving these oil supply devices, oil is supplied to the sliding part of the housing member in the housing and the clutch that is the hydraulic operation member, and the driving force of the two drive sources is selectively transferred to the wheel side. To maintain proper operation.
However, in order for the oil accommodated in the housing to lubricate the sliding portion of the accommodating member in the housing and to hydraulically operate the hydraulic operation portion, the oil is generally held at an appropriate temperature, for example, around 50 ° C. Desirably, if it is lower than that, the viscosity of the oil becomes excessively high, which may cause friction loss of the rotating rotor, delay in response of the intermittently operated clutch, and malfunction.

For example, when the atmospheric temperature of the area where the vehicle stays is extremely low, the oil viscosity increases. In this case, the discharge amount of the electric oil pump decreases, the oil is not sufficiently supplied to the motor, generator, clutch, etc., and the lubrication of the sliding part and the connection / disconnection of the hydraulic multi-plate clutch of the hydraulic operation part operate properly. It becomes impossible.
Therefore, in addition to the configuration in which the hybrid vehicle is provided with an engine that drives the wheels by a motor and drives the wheels via a clutch in addition to the motor, the engine exhaust pipe is heated on the outer wall of the housing that houses the clutch and the motor. The structure which opposes as a member is proposed (for example, refer patent document 1).
By adopting such a configuration, the temperature of the oil in the housing can be increased in a short time by the exhaust gas of the engine, so that reduction of motor friction loss and clutch response delay can be prevented.

However, when the exhaust pipe of the engine is used as a heating member, the oil in the housing may not be sufficiently heated depending on the relative distance between the outer wall of the housing and the exhaust pipe when the outside air temperature in the traveling region is in a cryogenic atmosphere. .
Conversely, when the area where the vehicle stays is in a high temperature atmosphere, depending on the relative distance between the outer wall of the housing and the exhaust pipe, the oil temperature in the housing is excessively heated, and the configuration of electric devices such as motors and generators There is a problem that the surface deterioration of the coil in the member proceeds and the durability is lowered.

JP 2011-68288 A

  As described above, there is a technique that satisfies this need even though the temperature of the oil supplied to the sliding portion of the storage device provided in the housing and the hydraulic operation member needs to be maintained in an appropriate range. Not yet proposed.

  An object of the present invention is to provide a vehicle oil circulation device for keeping the temperature of oil in an appropriate range so that the vehicle drive device is properly lubricated and operated.

  An oil circulation device for a vehicle according to claim 1, wherein a driving force transmission system that transmits engine driving force and motor driving force to wheels, an oil circulation path that circulates oil supplied to the motor, and the oil An oil pump provided in the circulation path for pumping the oil in the oil circulation path; cooling means for radiating and cooling the oil flowing through the oil circulation path; and exhaust gas of the engine when the engine is driven Heating means for heating oil flowing through the oil circulation path as a heat source, the oil circulation path being provided in parallel with the cooling path for cooling the oil by the cooling means, and the heating means. A heating path capable of heating the oil and a switching section for switching between flowing the oil to the cooling path and the heating path, and supplying the oil to the cooling path A first state in which the oil is cooled by the cooling means, a second state in which the oil flows to the heating path when the engine is not driven, and an oil is allowed to flow to the heating path when the engine is driven. A heating control unit for controlling the operation of the heating unit and a switching control unit for controlling the operation of the switching unit for setting the third state for heating the oil by the heating unit. It is in the oil circulation device of the vehicle characterized by the above-mentioned.

  According to a second aspect of the present invention, there is provided the vehicle oil circulation device according to the first aspect, wherein the oil temperature detecting means for detecting the temperature of the oil, and the temperature of the oil detected by the oil temperature detecting means is the oil temperature detecting means. When the oil temperature is higher than a predetermined range suitable for use, the first state is set. When the oil temperature detected by the oil temperature detecting means is lower than the predetermined range, the third state is set. When the oil temperature detected by the oil temperature detecting means is within the predetermined range, the second state is set.

  The invention according to claim 3 is the oil circulation device for a vehicle according to claim 2, further comprising an outside air temperature detecting means for detecting the outside air temperature of the vehicle, and the temperature of the oil detected by the oil temperature detecting means is Even when the temperature is within the predetermined range, when the outside air temperature detected by the outside air temperature detecting means is on a lower temperature side than a predetermined temperature suitable for oil use, the third state is set. It is in the oil circulation device of the vehicle which is characterized.

  A fourth aspect of the present invention is the oil circulation device for a vehicle according to the third aspect, further comprising rotational speed detection means for detecting the rotational speed of the motor, and the temperature of the oil detected by the oil temperature detection means. Is within the predetermined range and the outside air temperature detected by the outside air temperature detecting means satisfies the predetermined temperature, the rotation speed detected by the rotation speed detecting means is used for oil. The vehicle oil circulation device is characterized in that the third state is set when the rotation speed is higher than a suitable predetermined rotation speed.

The present invention provides a first state in which oil is caused to flow through the cooling path by the control function of the heating control unit and the switching control unit and is cooled by the cooling means, and a second state in which oil is allowed to flow through the heating path when the engine is not driven. And a third state in which oil is passed through a heating path and heated by a heating means to which exhaust gas is supplied when the engine is driven, and the temperature of the oil is maintained within an appropriate range. The fluidity is maintained, and the lubricity and performance of a portion to which oil is supplied, such as a motor provided in the oil circulation path, can be secured.
When the temperature of the oil is higher than a predetermined range suitable for use of the oil, the first state is set, and when the temperature of the oil is lower than the predetermined range, the third state is set. When the oil temperature is within the predetermined range, the second state can be set. Based on the detected temperature, the oil temperature is maintained within an appropriate range to maintain fluidity, and the oil circulation path can be maintained. The lubricity and performance of the portion to which oil is supplied, such as a provided motor, can be secured.
Even when the oil temperature is within the predetermined range, if the outside air temperature is lower than the predetermined temperature suitable for the use of oil, the third state is set, and the oil temperature is set within the appropriate range. The fluidity can be maintained and the lubricity and performance of the part to which oil is supplied, such as a motor, can be secured.
Even if the oil temperature is within the predetermined range and the outside air temperature satisfies the predetermined temperature, the third state is set when the rotational speed is higher than the predetermined rotational speed suitable for the use of oil. In addition, the fluidity can be maintained by keeping the temperature of the oil within an appropriate range, and the lubricity and performance of the part to which the oil is supplied, such as a motor, can be secured.

1 is an overall schematic functional configuration diagram of a vehicle equipped with an oil circulation device for a vehicle according to an embodiment of the present invention. FIGS. 2A and 2B are explanatory diagrams of an oil passage of the oil circulation device for the vehicle shown in FIG. 1, in which FIG. It is a sectional side view of the confluence | merging branch member employ | adopted as the oil circulation apparatus of the vehicle of one Embodiment of this invention. It is a flowchart of the control processing which the oil circulation apparatus of the vehicle shown in FIG. 1 performs.

A vehicle oil circulation device 1 according to this embodiment, which is an example of a vehicle oil circulation device according to the present invention, will be described.
A vehicle equipped with a vehicle oil circulation device 1 is a so-called plug-in hybrid vehicle (hereinafter also simply referred to as “vehicle”) 2.
The vehicle 2 includes a driving device 3. The driving device 3 includes a motor 4 and an engine 5 that are two driving sources, a driving force transmission system dr that transmits the driving force of the engine 5 and the motor 4 to the front wheels 6, and a storage unit that stores the driving force transmission system dr. And a housing 9 formed. The vehicle 2 includes a front wheel 6 that rotates and receives a driving force transmitted from the driving force transmission system dr, a rear wheel 7 that rotates following, and an exhaust pipe 34 that exhausts exhaust gas from the engine 5 to the atmosphere. Of the motor 4 and the engine 5 and the driving force transmission system dr, a later-described housing member housed in the housing 9 supplies the oil circulation device 1 (hereinafter simply referred to as “ Also called “oil circulation device”.

  The engine 5 has an engine output shaft 15 that is driven when the fuel supplied from the fuel tank 26 is combusted. The engine output shaft 15 transmits the driving force to the engine side gear train 16 provided in the driving force transmission system dr. The engine side gear train 16 has two connecting ends, one end side rotating shaft 171 is connected to a generator (generator) 17, and the other end side is connected to a clutch 21 via a clutch shaft 20.

The generator 17 is connected to a high voltage battery (hereinafter also simply referred to as “battery”) 19 via a generator inverter 18. The clutch shaft 20 is connected to the motor side gear train 8 and the front wheel 6 via the clutch 21.
The generator 17 includes a power generation unit 701 including a rotor (not shown) fixed to the rotating shaft 171 and a stator (not shown) fixed to the inner wall of the generator 17. The rotating shaft 171 and the rotor (not shown) receive the engine driving force, and the electric power generated in response to crossing the magnetic field on the stator (not shown) is supplied to the battery 19 via the generator inverter 18. Oil is supplied to the power generation unit 701 from a merging / branching member 31, which will be described later, and is lubricated by the oil.

  The motor 4 includes an electric unit 401. The electric unit 401 includes a rotor (not shown) fixed to one end of the output shaft 27 of the motor side gear train 8 and a stator (not shown) fixed to the inner wall of the motor 4. Electric power corresponding to the occupant's pedal operation is supplied from the battery 19 to the stator of the electric unit 401 via the motor inverter 22, and the rotor and the output shaft 27 are rotated by the magnetic field generated by the stator. The driving force of the output shaft 27 is configured to be transmitted to the front wheels 6 via the motor side gear train 8. Oil that flows down from a merging / branching member 31 (described later) shown in FIGS. 1 and 3 is supplied to the motor unit 401 and lubricated by the oil.

A sub-battery (12 V battery) 24 for driving auxiliary machines is connected to the battery 19 via a DC / DC converter 23. An in-vehicle charger 25 is connected to the battery 19, and the battery 19 can be charged by an external commercial power source, and a 12V battery 24 for in-vehicle devices can be charged by the power of the battery 19. .
The output shaft 27 and the clutch shaft 20 are disposed on the same rotation shaft, and constitute the shaft portion of the clutch 21 that is a wet multi-plate clutch.
A first clutch plate 211 is integrally connected to the clutch shaft 20, and a second clutch plate 212 is integrally connected to the output shaft 27. The first clutch plate 211 and the second clutch plate 212 form a switching operation portion, and the engagement / disengagement between the first clutch plate 211 and the second clutch plate 212 is performed by an oil passage opening / closing valve (not shown). The first clutch plate 211 and the second clutch plate 212 can be switched by the operation of the control device 14 via. The intermediate portion of the output shaft 27 is connected to the front axle 28 on the front wheel 6 side via the motor side gear train 8.

In the engine 5, a housing 9 serving as a housing portion is integrally connected to an end portion on the engine output shaft 15 side.
The housing 9 is cast from a light alloy and contains the driving force transmission system dr and the oil supplied to the motor 4 together with the following containing member including the motor 4. The housing member accommodated in the housing 9 includes an engine side gear train 16 coupled to the engine output shaft 15, a clutch 21 that connects the engine side gear train 16 to the front wheel 6 in an intermittent manner, and the engine side gear train 16. The generator 17 is connected to the engine 5, and the motor 4 is connected to the front wheels 6 via the motor side gear train 8.

The oil circulation device 1 is provided to circulate and supply oil so as to ensure lubricity and performance of the housing member.
As shown in FIGS. 1 and 2, the oil circulation device 1 includes a driving force transmission system dr, a housing 9 that contains oil supplied to the motor 4 together with a containing member, and an oil in the housing 9 supported by the housing 9. And an oil pump 32 that discharges the air to the outside of the housing 9.
The oil circulation device 1 discharges the oil in the housing 9 to the outside of the housing 9 and cools the oil flowing through the oil circulation path R0 and the oil circulation path R0 for returning the oil discharged to the outside of the housing 9 to the housing 9. And a heating unit 12 that heats oil flowing through the oil circulation path R0 using the exhaust gas of the engine 5 as a heat source when the engine 5 is driven. The oil circulation device 1 includes a heating control unit 142 that controls the operation of the heating means 12, a switching control unit 143 that controls the operation of the switching valve 11 as a switching unit provided in the oil circulation path R0, as will be described later, have.

The oil circulation device 1 includes an oil temperature sensor 38 as oil temperature detecting means for detecting the temperature of oil in the housing 9, an outside air temperature sensor 39 as outside air temperature detecting means for detecting the outside air temperature of the vehicle 2, and the motor 4. Motor rotation speed detection means 40 as rotation speed detection means for detecting the rotation speed of the motor.
The oil circulation path R0 includes an internal flow path R1 provided in the housing 9 for flowing oil, and an external circulation path R2 for discharging oil to the outside of the housing 9 and returning the oil flowing outside the housing 9 to the housing 9. .
The internal flow path R <b> 1 distributes and supplies oil supplied from a merging / branching member 31, which will be described later, supported by the upper outer wall of the housing 9 to a plurality of housing members in the housing 9. The oil supplied by the internal flow path R <b> 1 flows through the oil reservoir 29 located at the lower portion of the housing 9 after flowing through the sliding portions and the hydraulic operation portions of the plurality of housing members housed in the housing 9.

As shown in FIG. 2, in the external circulation path R2, the upper flow path r0 into which the oil sucked and discharged from the suction port m1 located in the oil reservoir 29 flows by the oil pump 32, and the oil that has passed through the upper flow path r0 flows in. The switching valve 11 to be heated, the heating path r2 extending from the switching valve 11 where oil may be heated, the cooling path r1 provided in parallel to the heating path r2, and the downstream ends of the heating path r2 and the cooling path r1 And a merging / branching member 31 connected to the merging position.
The switching valve 11 is formed with an inlet m2 that receives oil from the upper flow path r0, a cooling path port m3 connected to the cooling path r1, and a heating path port m4 connected to the heating path r2, and the inlet m2 is connected to the cooling path port m3. And a three-way solenoid valve that is switched and communicated with either the heating path port m4. The switching valve 11 is controlled by the switching control unit 143 to switch to which of the cooling path r1 and the heating path r2 the oil flowing in from the inflow port m2.
The cooling path r1 is provided with a cooler 13 that is an oil cooler in the middle of the flow path. The cooler 13 has a function of reducing the temperature of the oil toward the merging / branching member 31 by radiating the passing oil to the outside air.

As shown in FIG. 1, the heating path r <b> 2 includes a bent pipe portion 120 in the middle of the oil flow path. As shown in FIGS. 1 and 2, the heating path r <b> 2 is formed so as to be wound around the bent pipe part 120 and heats oil flowing through the bent pipe part 120. Part 121 is mounted. The coiled heating part 121 is formed by a part of the exhaust gas pipe 36 having one end connected to a branch inlet m5 provided in the middle of the exhaust pipe 34. The other end of the exhaust gas pipe 36 is connected to a junction outlet m6 provided in the middle of the exhaust pipe 34. The exhaust gas pipe 36 guides the exhaust gas flowing in from the branch inlet m5 to the coiled heating part 121 and allows the exhaust gas to pass through the coiled heating part 121 from the junction outlet m6 into the exhaust pipe 34. Let it flow.
The oil flowing through the heating path r2 is heated by receiving heat from the exhaust gas flowing through the coiled heating part 121 while flowing through the bent pipe part 120 provided in the middle of the heating path r2, and flows. It flows into the junction branching member 31 after the resistance is reduced.
In addition to the configuration having the coiled heating unit 121 described above, the configuration of the heating unit 12 includes, for example, two metal panels that are overlapped, and an exhaust gas passage and an oil passage are alternately formed in parallel there. It is also possible to use other heat exchangers such as heat exchange panels.

As shown in FIG. 3, the junction branch member 31 is a junction in which the downstream end openings 311 and 312 of the cooling path r1 and the heating path r2 and the downstream end openings 311 and 312 communicate with each other in a rectangular main body container. An internal outlet m0 that communicates with the chamber 313, the junction chamber 313, and is opposed to the upper end of the internal downstream channel R1, and an upper outlet that is formed on the inner wall of the junction chamber 313 and branches off from the internal outlet m0. mp.
The junction branch member 31 is connected to the upper end outlet mp so as to protrude from the main body container, and has an oil supply pipe rs that supplies the hydraulic pressure of the junction chamber 313 to the clutch 21.
The junction branching member 31 has a flow divider 310 that supplies oil flowing out from the internal outlet m0 toward the upper end position of the internal downstream path R1. The flow divider 310 divides the oil flowing down from the internal outlet m0, supplies the oil toward the upper positions of the plurality of accommodating members in the housing 9, and sequentially supplies the oil to the accommodating members at the lower position.
Since the inner diameter of the internal outlet m0 is formed to be relatively small with respect to the inner diameter of the upper end outlet mp, the internal outlet m0 has a throttling function. The throttle function of the internal outlet m0 suppresses a decrease in oil pressure in the merge chamber 313. Therefore, when the clutch 21 is operated, a decrease in oil pressure from the upper end outlet mp toward the clutch 21 is suppressed, and the clutch 21 operates accurately. .
One-way valves 314 for preventing the backflow of oil are attached to the downstream end openings 311 and 312, respectively.

The heating control unit 142 and the switching control unit 143 are realized as part of the function of the control device 14 that performs overall control of the vehicle 2.
In addition to the heating control unit 142 and the switching control unit 143, the control device 14 also has a control function as a drive source control unit 141 that performs selection of a travel mode according to the driving state of the vehicle 2 and drive source control. That is, the control device 14 is used as a travel control device for the vehicle 2. In addition, the control device 14 functions as an oil pump control means for operating the oil pump 32 when the main switch 144 of the vehicle 2 is turned on.
The heating control unit 142 and the switching control unit 143 cooperate to flow the oil to the heating path r2 when the engine 5 is not driven and the first state for flowing the oil to the cooling path r1 and cooling by the cooler 13 A function for setting the second state and a third state for flowing oil through the heating path r2 when the engine 5 is driven and heating the oil by the heating means 12 is provided.

The heating of the oil by the heating unit 12 is controlled so that the engine 5 is driven by the drive source control unit 141, that is, the drive source control unit 141 functions as an engine drive control unit and drives the engine 5. Therefore, a drive source control unit 141 as an engine drive control unit is also substantially included in the oil circulation device 1, and the drive source control unit 141 as an engine drive control unit is substantially used as a heating control unit 142. Function.
The switching control unit 143 sets the initial position of the switching valve 11 in advance as the heating path r2, and the heating control unit 142 is set to hold the engine 5 in a non-operating state when starting, that is, when the main switch 144 is turned on. Has been. The heating control unit 142 intermittently controls the engine 5 in accordance with the operation state, and the switching control unit 143 controls the switching valve 11 to be switched and connected to the heating path r2 and the cooling path r1 as described later.
The first state is formed by the switching control unit 143 switching the switching valve 11 to the cooling path r1, and the second state is the switching control unit 143 switching the switching valve 11 to the heating path r2 and the heating control unit 142. The third state is formed when the switching control unit 143 switches the switching valve 11 to the heating path r2 and the heating control unit 142 drives the engine 5. The first, second, and third states and the respective setting conditions will be described later.
The driving mode of the vehicle 2 is controlled by taking into account the state of charge of the battery 19 (hereinafter also referred to as “SOC (State of Charge)”), the driver's required output (accelerator opening), the characteristics of the vehicle 2, and the like. The unit 141 is set as appropriate.

The drive source control unit 141 can select three travel modes, and selectively drive-controls the engine 5, the motor 4, the generator 17, the clutch 21, and the like according to the selected travel mode.
The drive source control unit 141 disconnects the clutch 21 and drives the motor 4 to control the vehicle 2 in the EV mode. The drive source control unit 141 keeps the clutch 21 disengaged, drives the engine 5, drives the generator 17 with this power, and drives the motor 4 with the generated power to drive the vehicle 2 in the series mode. Control. The drive source control unit 141 engages the clutch 21 and drives the motor 4 and the engine 5 to control traveling of the vehicle 2 in the parallel mode.

The setting conditions for the first, second, and third states will be described along the control routine of FIG.
When it is determined that the main switch 144 of the vehicle 2 is turned on (step s1) and reaches step s2, the switching valve 11 is held in communication with the heating path r2, and the engine 5 is driven on the main routine (not shown). As long as the above is not established, the engine 5 is held in a non-operating state. Further, the oil temperature tn from the oil temperature sensor 38, the outside air temperature ta from the outside air temperature sensor 39, and the motor rotation speed Nm from the motor rotation speed detecting means 40 are taken in as detection data, and initial processing such as driving of the oil pump 32, etc. And the process proceeds to step s3.

In step s3, it is determined what relationship the oil temperature tn read in step s2 has with respect to a predetermined range suitable for the use of oil, specifically, a range of 0 ° C. to 60 ° C. When the oil temperature tn is within the predetermined range, the oil temperature tn is set at step s4. When the oil temperature tn is lower than the predetermined range, that is, when the oil temperature tn is lower than 0 ° C. which is the lower limit value of the predetermined range, When the temperature tn is higher than the predetermined range, that is, when it is 60 ° C. or more which is the upper limit value of the predetermined range, the process proceeds to step s6.
In the determination of step s3, 0 ° C. is adopted as the lower limit value of the high and low temperature range which is a predetermined range suitable for use of oil, and 60 ° C. is adopted as the upper limit value.
In setting a predetermined range suitable for the use of oil, the values on the high temperature side and the low temperature side are set in consideration of the following points.
In other words, the motor 4 and the generator 17 are electrical devices having coil windings. When an excessively high temperature oil is supplied, the surface deterioration and durability of the coils in the components of the electric device are deteriorated over time. Invite. As a value at which such a problem does not occur, 60 ° C. is adopted as the upper limit value of the oil temperature here. When setting the lower limit value, it is possible to prevent the occurrence of a situation in which the temperature of the oil becomes excessively low and the flow resistance becomes excessively high, resulting in a deterioration in the lubricity and performance of the part to which the oil is supplied. 0 ° C is set.
However, these values are examples, and other values may be set as appropriate.

In step s5, the third state, in other words, the heating mode for heating the oil is set. At this time, when the engine 5 is not operating (in the case of EV traveling or the like), the engine 5 is driven. Thus, the third state is a state of the cold zone heat treatment in which the oil flows into the heating path r2 and the oil is heated by the heating means 12 in the cold zone.
In the third state, the exhaust gas whose temperature has been increased by driving the engine flows into the heating means 12. At this time, the oil flowing through the heating path r2 is heated by receiving heat released from the exhaust gas flowing through the coiled heating section 121 while flowing through the bent pipe section 120, and the flow resistance is reduced. Flows into the junction branching member 31.

  In step s4, whether or not the outside air temperature ta read in step s2 is on a lower temperature side than a predetermined temperature suitable for use of oil, specifically, −5 ° C. set as the heating determination outside air temperature ta1. That is, it is determined whether or not it is lower than the heating determination outside air temperature ta1. The heating determination outside air temperature ta1 is set in advance as a value that may cause the outside air temperature to fall below the temperature suitable for oil use by cooling the oil. The heating determination outside air temperature ta1 is appropriately set according to the oil characteristics, the temperature characteristics of the traveling area, and the like.

Step s4 is executed when it is determined in step s3 that the oil has an appropriate temperature. However, if it is determined in step s4 that the outside air temperature ta is lower than the heating determination outside air temperature ta1, the oil is at the appropriate temperature. Nevertheless, the process proceeds to step s5.
In step s5, the third state is set and the oil is heated, so that an excessive decrease in the oil temperature is prevented.
On the other hand, if it is determined in step s4 that the outside air temperature ta is a temperature suitable for the use of oil, that is, if it is determined that the outside air temperature ta is in a temperature range that does not fall below the heating determination outside air temperature ta1, the process proceeds to step s7. .

In step s7, whether or not the motor rotational speed Nm read in step s2 is on a predetermined rotational speed suitable for use of oil, specifically, on the high rotational speed side that is higher than the high rotational speed value Nm1. Judge. The high rotational speed value Nm1 is set in advance as a value indicating the degree to which the rotational speed of the motor 4 requires that the oil viscosity is at a high level. The high rotation speed value Nm1 is appropriately set according to the oil characteristics, the characteristics of the motor 4 and the motor side gear train 8, and the like.
Step s7 is executed when it is determined that the oil has an appropriate temperature in step s3 and the outside air temperature ta is determined to be an appropriate temperature in step s4. In step s7, the motor rotational speed Nm is set to the high rotational speed value Nm1. If it is determined that the rotation speed is higher than the high rotation speed, the process proceeds to step s5 even though the oil and the outside air temperature are at appropriate temperatures.
In step s5, the third state is set and the oil is heated, so that the viscosity of the oil is reduced to a level suitable for high rotation of the motor 4 and the performance of the motor 4 is ensured.
The oil temperature is increased to reduce the flow resistance, the increase in the sliding friction resistance at the time of high rotation of the rotating member of the electric part 401 of the motor 4 is suppressed, and the durability of the motor 4 is ensured.
The process proceeds from step s7 to step s5, for example, in the following case.
The motor 4 is linked to the front wheel 6 via the motor-side gear train 8 and the motor rotation speed Nm substantially corresponds to the vehicle speed. Therefore, the motor 2 is driven at high speed in the EV mode while the engine 5 is not driven. When the vehicle travels while rotating, the motor rotational speed Nm exceeds the high rotational speed value Nm1.

If it is determined in step s7 that the motor rotation speed Nm is a rotation speed suitable for use of oil, that is, if it is determined that the rotation speed value Nm1 or less, the process proceeds to step s8.
When the process proceeds to step s8, the oil temperature tn is within a predetermined range suitable for using oil of 0 ° C. to 60 ° C., and the outside temperature does not fall below −5 ° C., and the motor 4 rotates at a high speed. This is a steady running state that does not exceed the speed value Nm1. In step s8, the second state, in other words, a circulation mode for circulating the oil without intentionally changing the temperature is set. In the second state, the heating path r2 is normally within a predetermined range without changing the temperature of the flowing oil, except for the influence of unintended temperature such as the outside air temperature or the temperature of each part of the vehicle 2. It is allowed to flow while keeping

When it is determined in step s3 that the oil temperature tn is higher than the predetermined range, that is, when the oil temperature tn is equal to or higher than 60 ° C. which is the upper limit value of the predetermined range, the process proceeds to step s6. In step s6, the first state, in other words, the cooling mode for cooling the oil is set.
In the first state, the oil in the cooling path r1 passes through the cooler 13 and dissipates heat to the outside air that passes through the cooler 13 in the process of passing, so the temperature of the oil decreases.
The first state is a state of a high temperature cooling process in which the oil flows into the cooling path r1 when the oil is hot and the oil is cooled by the cooler 13.
As described above, the oil temperature and viscosity are optimized by setting the first, second, and third states in accordance with the oil temperature, the outside air temperature, and the rotation speed of the motor 4. Thus, the oil whose temperature and viscosity are optimized is supplied from the merging / branching member 31 to the power generation unit 701 of the generator 17 and the electric unit 401 of the motor 4 in the housing 9 along the internal flow path R1. Therefore, the lubricity of the power generation unit 701 and the electric unit 401 is improved, the frictional resistance is reduced, and the surface degradation and durability of the coils of the power generation unit 701 and the electric unit 401 of the motor 4 and the generator 17 that are electric devices are reduced. Reduction is suppressed.
Further, since oil that maintains fluidity and hydraulic pressure is supplied to the clutch 21 through the oil supply pipe rs, the switching operation portion of the clutch 21 can be operated with appropriate performance.

In the oil circulation device 1, the switching valve 11 is described as an electromagnetic valve and is switched by the control device 14. However, the switching valve 11 is configured such that the temperature sensing unit and the diaphragm are displaced according to the temperature of the oil flowing in. The configuration of the oil circulation device 1 may be simplified as an on-off valve (not shown) that switches between the cooling path r1 and the heating path r2.
Since the oil temperature sensor 38 detects the temperature of the oil flowing into the oil reservoir 29 after flowing into the motor 4 and the generator 17 in the housing 9, in preventing the durability of the motor 4 and the generator 17 from decreasing. Accurate information can be obtained. However, the oil temperature sensor 38 may be attached to another location on the oil circulation path R0.
In the oil circulation device 1, since the oil flow is started when the main switch 144 is turned on, even when at least one of the motor 4 or the generator 17 rotates idly by the rotation of the front wheels 6 or the engine 5, the motor 4 or Insufficient lubrication of the generator 17 can be suppressed.

The preferred embodiments of the present invention have been described above. However, the present invention is not limited to the specific embodiments, and the present invention described in the claims is not specifically limited by the above description. Various modifications and changes are possible within the scope of the above.
For example, the vehicle 2 equipped with the oil circulation device 1 according to the present invention has been described as a front wheel drive vehicle, but the oil circulation of the vehicle according to the present invention is implemented in a vehicle having a four wheel drive by mounting a rear motor on the rear axle. A device may be provided, and in this case, the same effect as that of the oil circulation device 1 can be obtained.

The above-described control device 14 has been described as a configuration having all the functions of the heating control unit 142, the switching control unit 143, and the drive source control unit 141, but the drive source control unit 141, the heating control unit 142, and the switching control. The unit 143 may have a separate configuration as appropriate.
The vehicle oil circulation device according to the present invention may be applied to plug-in hybrid vehicles and other hybrid vehicles.
In the above-described embodiment, the motor and the generator are provided in parallel in the housing on the oil circulation path R0. However, the motor generator in which the vehicle driving device is integrated with the motor and the generator is installed in the housing on the oil circulation path R0. You may comprise so that it may accommodate.
The switching unit is not limited to the upstream branch position of the cooling path and the heating path, and may be configured to be attached to the downstream junction position. Steps s4 and s7 may be omitted as appropriate.

In the above-described example, since the exhaust gas constantly heats the heating path when the engine is driven, the heating control unit controls the heating means by substantially controlling the driving of the engine. Instead of this, an opening / closing valve (indicated by a two-dotted line in FIG. 2) vg for switching whether or not exhaust gas flows on the heating path side is provided, and the heating control unit closes the opening / closing valve vg when heating is unnecessary. Then, the second state and the third state may be switched by controlling the heating means. If the on-off valve is provided to stop the inflow of exhaust gas to the heating means, the durability of the heating means is improved.
The effects described in the embodiments of the present invention only list the most preferable effects resulting from the present invention, and the effects of the present invention are not limited to those described in the embodiments of the present invention. Absent.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle oil circulation device, 2 ... Vehicle, 3 ... Drive device, 4 ... Motor, 401 ... Electric part, 5 ... Engine, 6 ... Wheel (front wheel) , 11 ... switching unit (switching valve), 12 ... heating means, 13 ... cooling means (cooler), 14 ... control means (control device), 142 ... heating control unit, 143 ... Switching control unit, 701 ... Power generation unit, 21 ... Clutch, 31 ... Junction / branching member, 32 ... Oil pump, 38 ... Oil temperature detection means (oil temperature sensor), 39・ ・ ・ Outside air temperature detecting means (outside air temperature sensor), 40. Road, rs ... oil supply pipe, t1 ... heating temperature, ta ... outside air temperature, ta1 ... Thermal determination outside air temperature, tn ... oil temperature, Nm ... motor rotation speed, Nm1 ... high rotation speed value, R0 ... oil circulation path, R1 ... internal flow path, R2 ... External circuit.

Claims (4)

A driving force transmission system for transmitting engine driving force and motor driving force to the wheels;
An oil circulation path for circulating oil supplied to the motor;
An oil pump provided in the oil circulation path and pumping the oil in the oil circulation path;
Cooling means for radiating and cooling the oil flowing through the oil circulation path;
Heating means for heating oil flowing through the oil circulation path using the exhaust gas of the engine as a heat source when the engine is driven,
The oil circulation path includes a cooling path for cooling the oil by the cooling means, a heating path provided in parallel with the cooling path and capable of heating the oil by the heating means, and oil for the cooling path and the heating path. And a switching unit for switching to which of the flow to,
A first state for flowing oil through the cooling path and cooling the oil by the cooling means; a second state for flowing oil through the heating path when the engine is not driven; and an oil when driving the engine To control the operation of the heating control unit for controlling the operation of the heating unit and the switching unit for setting the third state for heating the oil by the heating unit A vehicle oil circulation device comprising: a switching control unit. The oil circulation device for a vehicle according to claim 1,
An oil temperature detecting means for detecting the temperature of the oil;
When the temperature of the oil detected by the oil temperature detection means is higher than a predetermined range suitable for use of the oil, the first state is set,
When the temperature of the oil detected by the oil temperature detection means is lower than the predetermined range, set to the third state,
An oil circulation device for a vehicle, wherein the oil temperature detected by the oil temperature detecting means is set to a second state when the oil temperature is within the predetermined range. In the vehicle oil circulation device according to claim 2,
An outside air temperature detecting means for detecting the outside air temperature of the vehicle,
Even if the temperature of the oil detected by the oil temperature detecting means is within the predetermined range, the outside air temperature detected by the outside air temperature detecting means is lower than a predetermined temperature suitable for oil use. If so, the vehicle oil circulation device is set to the third state. The oil circulation device for a vehicle according to claim 3,
A rotation speed detecting means for detecting the rotation speed of the motor;
Even if the temperature of the oil detected by the oil temperature detecting means is within the predetermined range and the outside air temperature detected by the outside air temperature detecting means satisfies the predetermined temperature, the rotational speed detecting means The vehicle oil circulation device is set to the third state when the rotational speed detected by the step is higher than a predetermined rotational speed suitable for oil use.

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