JP2017144890A - Vehicle drive device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle drive device which can efficiently reduce stirring resistance of lubricating oil with a simple constitution and also reduce spin loss.SOLUTION: A vehicle drive device 10 comprises a housing 11 that a plurality of gear trains for transmitting power to an output shaft are housed in, and which is partitioned into a first chamber 12 and a second chamber 61 by a partition wall 20a. The first chamber 12 includes the following between the first chamber and the second chamber 61: an opening allowing lubricating oil to circulate; a lubricating oil regulation part for regulating the amount of the lubricating oil to be discharged from the opening to store the lubricating oil in the first chamber 12; the gear trains 38 which, while becoming in a halting state in a motor traveling mode for traveling by drive force generated only by an engine E/G, scrapes up the lubricating oil stored by the lubricating oil regulation part with the rotation generated by the drive force of the engine E/G; and a lubricating oil discharge hole from which the lubricating oil sprung by the rotation of the gear trains 38 can be discharged to the second chamber.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle drive device mounted on a vehicle such as an automobile.

  As a vehicle drive device mounted on a vehicle such as an automobile, there is a hybrid vehicle using an engine and a motor as power sources.

  In this type of vehicle drive device, for example, a first motor generator, a second motor generator, and a power split mechanism, a speed reduction mechanism, and the like disposed therebetween are disposed in the housing and stored on the bottom side of the housing. Each portion requiring lubrication is lubricated and cooled with splashes which are splashed up and scattered by a rotating gear with the lower part immersed in the lubricating oil.

  In such a drive device, the standard oil level of the lubricating oil stored in the housing is set so that the lubrication required part can be sufficiently lubricated or cooled by the lubricating oil splashed up by the gears and scattered. However, if the standard oil level is set higher, the amount of gear immersion increases, the agitation resistance of the lubricating oil increases with the rotation of the gear, and friction loss, so-called spin loss increases, resulting in power loss of the vehicle drive device. Increase. On the other hand, if the standard oil level is set low in order to reduce the agitation resistance of the lubricating oil accompanying the rotation of the gear, especially when the lubricating oil has a high viscosity when starting or starting after a long stoppage, etc. As a result, the amount of splashing splashed and scattered is reduced, and there is concern about insufficient lubrication of each part.

  The technique disclosed in Patent Document 1 as a countermeasure is a splash lubrication type vehicle drive device that splashes up lubricating oil in a housing by rotation of a gear and supplies the lubricating oil to each lubrication-required portion. An oil catch tank that accepts and stores splashes that are splashed up and scattered at the tank is provided, and a drain valve that can be opened and closed is arranged at the discharge port provided on the bottom side of this oil catch tank, and the parking position of the transmission is selected When the drain valve is opened, the lubricating oil in the oil catch tank is returned to the housing to raise the oil level in the housing to a high level, while the drain drive system shift position is selected. By closing the valve, lubricating oil is stored in the oil catch tank and the oil level in the housing is lowered.

  As a result, when the vehicle for which the parking position is selected by the speed change mechanism is stopped, the oil level in the housing is increased as much as possible in preparation for the start of the vehicle, so When the lubrication oil supply is good and a drive system shift position other than the parking position is selected, the oil level in the housing is lowered to reduce the agitation resistance of the lubricant, thereby reducing the power loss.

JP 2008-51176 A

  According to Patent Document 1, when a drive system shift position other than the parking position is selected, the oil level in the housing is maintained at a low position, and the agitation resistance of the lubricating oil is reduced.

  However, an oil catch tank is installed in the housing, and a discharge port and a drain valve that are opened when a parking position is selected are arranged on the bottom side of the oil catch tank. As costs increase, maintenance becomes cumbersome.

  Furthermore, in the parallel running mode in which the engine and the second motor generator are used together, the load on the second motor generator and the power split mechanism is large and sufficient cooling and lubrication are required. While it is necessary to set a high value, the oil level of the lubricating oil in the housing is set in the same way as in the parallel running mode even in the motor running mode where the load on the first motor generator and the power split mechanism is small and the demand for lubrication of the part is extremely small In addition, the agitation resistance of the lubricating oil in the motor running mode is large, and it is difficult to sufficiently reduce the spin loss.

  Accordingly, an object of the present invention made in view of such a point is for a vehicle that can secure efficient lubrication corresponding to a traveling mode with a simple configuration and that can reduce spin loss by reducing agitation resistance of lubricating oil. It is to provide a driving device.

  According to a first aspect of the present invention, there is provided a vehicular drive device that accommodates a power source including an engine and a motor generator, and a plurality of gear trains that transmit power to an output shaft. A housing divided into a chamber and a second chamber in which an input shaft extending from the first chamber is disposed, and the first chamber can flow lubricating oil between the first chamber and the second chamber. Traveling by the driving force of only the motor generator, a lubricating oil regulating portion for regulating the amount of lubricating oil flowing out from the opening to the second chamber and storing the lubricating oil in the first chamber In the motor running mode, the engine is stopped, but is rotated by the driving force of the engine, and the gear train that splashes the lubricant stored by the lubricant regulating portion by the rotation, and the gear train is splashed by the rotation of the gear train. Lubrication The and having a second chamber to be discharged lubricating oil discharge hole.

  According to this configuration, in the parallel traveling mode in which the engine and the motor generator are used together, the lubricating oil in the first chamber can be discharged from the lubricating oil discharge hole to the second chamber side by the gear train rotated by the engine. As a result, the lubricating oil surface height in the first chamber is minimized, and the agitation resistance of the gear train in the first chamber is reduced, resulting in a reduction in spin loss. Moreover, the amount of lubricating oil in the housing excluding the first chamber can be relatively increased by discharging the lubricating oil stored in the first chamber to the second chamber side. As a result, sufficient lubricating oil can be supplied to the input shaft and output shaft that rotate as the engine and motor generator are driven.

  On the other hand, in the motor travel mode in which only the motor generator is driven, the gear train in the first chamber is maintained in a stopped state, and the lubricating oil in the first chamber is maintained in the maximum state regulated by the lubricating oil regulating portion. The amount of lubricating oil in the housing excluding the first chamber can be relatively reduced. In the motor travel mode, a gear train or the like provided on an input shaft or the like that transmits driving force from the engine is in a light load state, and the amount of lubricating oil required for these is reduced. Therefore, the lubricating oil is stored in the first chamber that is stopped in the motor running mode, and the amount of lubricating oil in the housing excluding the first chamber is relatively reduced, so that the light load portion near the first chamber is reached. A sufficient amount of lubricating oil can be supplied to an output shaft or the like that requires the amount of lubricating oil while reducing the amount of lubricating oil.

  This also reduces the amount of lubricating oil in the gear chambers other than the first chamber (that is, the gear chamber having the gear train rotating in the motor traveling mode) as compared with the parallel traveling mode. The surface descends. As a result, the amount of lubricating oil immersed in the gear in the gear chamber is reduced, the stirring resistance of the gear in the gear chamber is reduced, and a reduction in spin loss is obtained.

  The vehicle drive device according to claim 2 is the vehicle drive device according to claim 1, wherein the first chamber receives the lubricant scattered in the first chamber and guides the lubricant into the lubricant discharge hole. It has a lubrication catch.

  The vehicular drive device according to claim 3 is the vehicular drive device according to claim 2, wherein the first chamber is arranged along an outer periphery of the gear train and scatters the lubricating oil that is scattered. It is characterized in that it is provided with a lubricating oil guide rib that guides to.

  According to these configurations, the lubricating oil splashed and scattered by the rotating gear train is positively guided to the lubricating oil discharge hole by the lubricating oil catch or the lubricating oil guide rib and discharged to the second chamber side.

  The vehicle drive device according to claim 4 is the vehicle drive device according to any one of claims 1 to 3, wherein the first chamber is disposed on an outer periphery of a gear immersed in the stored lubricating oil. A lubricating oil straightening rib protruding along the inside is provided.

  According to this configuration, the lubricating oil that rotates around the gear is guided along the lubricating oil straightening rib, and the stirring resistance by the gear is suppressed.

  According to the vehicle drive device of the present invention, the motor drive mode is in a stopped state, while in the first chamber in which the gear train that is rotated by the driving force of the engine is disposed, the opening, the lubricant regulating portion, With a simple configuration provided with the lubricating oil discharge hole, efficient lubrication corresponding to the running mode can be ensured, and the spin loss can be reduced by reducing the stirring resistance of the lubricating oil.

It is the schematic which shows the vehicle carrying the vehicle drive device which is one embodiment of this invention. It is a skeleton figure which shows the structure of the drive device for vehicles. It is explanatory drawing which shows the structure of the drive device for vehicles from the III arrow direction of FIG. It is the IV-IV sectional view taken on the line of FIG. 2 which shows the outline | summary of an input gear chamber.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a schematic view showing a vehicle equipped with a vehicle drive device 10 according to an embodiment of the present invention. 2 is a skeleton diagram showing the structure of the vehicle drive device 10, FIG. 3 is an explanatory view of the structure of the vehicle drive device from the direction of arrow III in FIG. 2, and FIG. 4 is an IV diagram of FIG. FIG. In addition, the arrow F in a figure shows a vehicle front direction.

  As shown in FIG. 1, a vehicle drive device 10 is mounted vertically from the engine room 2 of the vehicle body 1 to the lower side of the floor tunnel 3. An engine E / G is provided in the front portion of the vehicle drive device 10, and an input gear chamber (first chamber) 12 from the front side to the rear side by partition walls 20 a, 20 b, and 20 c behind the vehicle drive device 10; The housing 11 divided into a first motor generator chamber 61 (second chamber), a transfer gear chamber 21, and a second motor generator chamber 62 extends. The vehicle drive device 10 is provided with a second motor generator (motor generator) MG2 mainly functioning as an electric motor in the second motor generator chamber, while the first motor generator chamber mainly functions as a generator. A two-motor type in which a motor generator MG1 is provided, and a differential mechanism 60 is provided below the first motor generator MG1. A front wheel (drive wheel) W is connected to the differential mechanism 60 via a drive shaft or the like (not shown). The differential mechanism 60 is separated from the input gear chamber 12, the first motor generator chamber 61, and the transfer gear chamber 21 located around the differential mechanism 60 by a partition wall 20 d.

  As shown in FIG. 2, a first input shaft 34 penetrating the input gear chamber 12 is connected to the crankshaft 31 of the engine E / G via a damper mechanism 33. Further, a second input shaft (input shaft) 35 extending from the input gear chamber 12 into the first motor generator chamber 61 through the partition wall 20 a is provided above the first input shaft 34. In the input gear chamber 12, a drive gear (gear immersed in lubricating oil) 36 is provided on the first input shaft 34, and a driven gear 37 is provided on the second input shaft 35. The drive gear 36 and the driven gear 37 mesh with each other to form a gear train 38, and a part of the gear train 38, in this embodiment, the lower part of the drive gear 36 is stored on the bottom side of the input gear chamber 12. Soaked in lubricating oil.

  The first motor generator MG1 is disposed coaxially with the second input shaft 35, and includes a stator S and a rotor R that is rotatably accommodated inside the stator S. A rotor shaft 39 is connected to the rotor R, and a second input shaft 35 is inserted into the hollow rotor shaft 39. The driving device 10 is provided with a first output shaft 41 coaxially with the second input shaft 35, and between the second input shaft 35 and the first output shaft 41, coaxial with the second input shaft 35. A power split mechanism (gear train consisting of planetary gear mechanisms) 43 consisting of a planetary gear mechanism is provided. The power split mechanism 43 includes a carrier 43a connected to the second input shaft 35, and a pinion gear 43b rotatably supported by the carrier 43a. A ring gear 43c connected to the first output shaft 41 and a sun gear 43d connected to the rotor shaft 39 mesh with the pinion gear 43b.

  A second output shaft (output shaft) 42 is disposed below the first output shaft 41. The first output shaft 41 is provided with a drive gear 45a, and the second output shaft 42 is provided with a driven gear 45b. The drive gear 45a and the driven gear 45b mesh with each other to form a gear train 45.

  Second motor generator MG2 is arranged coaxially with second output shaft 42, and includes a stator S and a rotor R that is rotatably accommodated inside the stator S. A rotor shaft 51 is connected to the rotor R, and a second output shaft 42 is inserted into the hollow rotor shaft 51. A planetary gear train (gear train comprising a planetary gear mechanism) 52 serving as a speed change mechanism is disposed adjacent to the second motor generator MG2. The planetary gear train 52 includes a carrier 52 a fixed to the second output shaft 42, a pinion gear 52 b rotatably supported by the carrier 52 a, and is connected to the ring gear 52 c fixed to the housing 11 and the rotor shaft 51. And a sun gear 52d. The ring gear 52c and the sun gear 52d mesh with the pinion gear 52b. As described above, the rotor shaft 51 is connected to the second motor generator MG 2, and the second output shaft 42 is connected to the rotor shaft 51 via the planetary gear train 52.

  A pinion shaft 54 is provided below the second output shaft 42. The second output shaft 42 is provided with a drive gear 56a, the pinion shaft 54 is provided with a driven gear 56b, and the drive gear 56a and the driven gear 56b mesh with each other to form a gear train 56. A pinion gear 55 is provided at the end of the pinion shaft 54, and the pinion gear 55 meshes with a final gear 60 a that forms the differential mechanism 60. It is also possible to transmit to the rear wheel via a transfer clutch and a rear wheel output shaft (not shown) on the second output shaft 42. Since the operations of these components, the first motor generator MG1, the second motor generator MG2, the power split mechanism 53, the planetary gear train 52, and the differential mechanism 60 are well known, detailed description thereof is omitted.

  As described above, the second output shaft 42 is connected to the second motor generator MG2 via the planetary gear train 52. The second output shaft 42 is connected to the pinion shaft 54 via a gear train 56. As a result, the power from the second motor generator MG2 can be transmitted to the drive wheels W via the planetary gear train 52, the differential mechanism 60, and the like. The first output shaft 41 is connected to the second output shaft 42 that transmits power to the drive wheels W via a gear train 45. The first output shaft 41 is connected to the engine E / G and the first motor generator MG1 via the power split mechanism 43.

  By providing such a power split mechanism 43, the power from the engine E / G can be split into the first motor generator MG1 and the first output shaft 41. The power split mechanism 43 transmits power from the first motor generator MG1 to the first output shaft 41 during acceleration traveling or the like, and transmits power from the first motor generator MG1 to the pinion shaft 54 when the engine is started. The operating state of power split mechanism 43 can be controlled by adjusting the rotational speed of first motor generator MG1, that is, the rotational speed of sun gear 43d.

  3, the second input shaft 35, the first output shaft 41, the first motor generator MG1, the power split mechanism 43, and the like are in the first motor generator chamber 61, as shown in FIG. The second output shaft 42, the planetary gear 52, and the second motor generator MG2 are disposed below the housing 11 and below the housing 11. The transfer gear chamber 21 extends from the upper side to the lower side of the housing 11, and a pinion shaft 54 is disposed below the transfer gear chamber 21.

  The driving device 10 uses the motor driving mode in which only the power of the second motor generator MG2 is transmitted to the driving wheels W as the driving mode and the driving power of the second motor generator MG2 and the engine E / G. A parallel travel mode for transmission.

  When the motor travel mode is set as the travel mode, the engine E / G is stopped, while the power of the second motor generator MG2 is applied to the rotor shaft 51, the planetary gear train 52, the second output shaft 42, the gear train 56, and the like. Via the pinion shaft 54 to the differential mechanism 60, and from the differential mechanism 60 to the drive wheels W. At this time, the second motor generator MG2, the planetary gear train 52, the second output shaft 42, the gear train 56, the pinion shaft 54, and the differential mechanism 60 are loaded, and sufficient lubrication and cooling are required.

  On the other hand, at this time, the first input shaft 34 and the second input shaft 35 are stopped due to the stop of the engine E / G, and the first output shaft 41 is connected via the gear train 45 as the second output shaft 42 rotates. Is driven to rotate, and the power split mechanism 43, the rotor shaft 39, and the like idle. At this time, the first motor regulator MG1 generates a very small amount of heat, and loads such as the first output shaft 41, the power split mechanism 43, the rotor shaft 39, and the bearings for holding them are extremely small. In such a low load state, it is sufficient that there is little lubrication, for example, an oil film is formed to such an extent that metal parts such as tooth surfaces and bearings do not contact each part.

  When the parallel travel mode is set, the power of the engine E / G is supplied to the damper mechanism 33, the first input shaft 34, the gear train 38, the second input shaft 35, the power split mechanism 43, the first output shaft 41, and the gear train. 45, the power of the second motor generator MG2 is transmitted from the rotor shaft 51 to the second output shaft 42 via the planetary gear train 52. A driving force is transmitted from the second output shaft 42 to the pinion shaft 54 through the gear train 56, and is transmitted from the pinion shaft 54 to the driving wheels W through the differential mechanism 60. At this time, sufficient lubrication of the second motor generator MG2, the planetary gear train 52, the second output shaft 42, the gear train 56, the drive output shaft 54, and the differential mechanism 60 is required, and the first motor regulator MG1, first The output shaft 41, the power split mechanism 43, the rotor shaft 39, and the bearings that hold these are also loaded, and sufficient cooling and lubrication are required.

  On the other hand, the input gear chamber 12 is driven along the drive gear 36 and the driven gear 37 from the lower side of the drive gear 36 to the upper side of the driven gear 37 as shown in the sectional view taken along the line IV-1V in FIG. An annular peripheral wall 13 is provided that surrounds the gear 36 and the driven gear 37 and extends in an arc shape that is separated from the drive gear 36 and the driven gear 37 and continues.

  The partition wall 20 a that divides the housing 11 into the input gear chamber 12 and the first motor generator chamber 61 has an input at a height position where the drive gear 36 and the driven gear 37 are engaged with each other and at a position near the drive gear 36 and the driven gear 37. Lubricating oil discharge hole 14 communicating with gear chamber 12 and first motor generator chamber 61 is formed. In the input gear chamber 12, a substantially L-shaped lubricating oil catch 15 having a height facing the outer periphery of the driven gear 37 is provided continuously from the outer peripheral side portion of the lubricating oil discharge hole 14 to the lower portion. The lubricating oil catch 15 protrudes from the partition wall 20a so as to protrude toward the input gear chamber 12.

  Further, an opening 16 is formed on the outer peripheral side of the drive gear 36 below the input gear chamber 12 so as to communicate the input gear chamber 12 and the first motor generator chamber 61. The lower edge of the opening 16 forms a lubricating oil restricting portion 16a that restricts the oil surface height position of the lubricating oil stored on the bottom side of the input gear chamber 12 to the maximum state. The lubricating oil regulating portion 16 a is set at a position below the lubricating oil discharge hole 14, for example, at a height position of the first input shaft 34.

  Further, a lubricating oil guide rib 18 extending from the upper portion of the peripheral wall 13 toward the lubricating oil discharge hole 14 is provided on the partition wall 20a so as to face the driven gear 37. The lubricating oil guide rib 18 receives the splashed lubricating oil splashed around the rotating driven gear 37 and guides the received lubricating oil to the lubricating oil catch 15 side. The lubricating oil is received by the lubricating oil catch 15 and discharged from the lubricating oil discharge hole 14 to the first motor generator chamber 61 side. Further, the lubricating oil splashed up and scattered by the rotating drive gear 36 is received by the main driven gear 37 and the lubricating oil guide rib 18 and guided to the lubricating oil catch 15 side, from the first lubricating oil discharge hole 14. It is discharged to the motor generator chamber 61 side.

  In addition, a lubricating oil rectifying rib 19 is formed between the drive gear 36 and the opening 16 so as to face along the outer periphery of the drive gear 36. The upper edge of the lubricating oil flow regulating rib 19 is located above the lubricating oil regulating portion 16a. The lower edge of the lubricating oil rectifying rib 19 is separated from the peripheral wall 13, and a gap 64 through which the lubricating oil can flow is formed between the peripheral wall 13. Thereby, the lubricating oil stored in the input gear chamber 12 is divided into the drive gear 36 side (gear train side) and the opening 16 side. Further, the amount of lubricating oil flowing from the opening 16 side to the driving gear 36 side is limited to the amount passing through the gap 64, whereby the lubricating oil accompanying the driving gear 36 is rotated when the driving gear 36 is driven to rotate. As a result, the stirring resistance of the drive gear 36 is suppressed. Further, the lubricating oil rectifying rib 19 extends toward the upper lubricating oil discharge hole 14 along the outer periphery of the drive gear 36. Thereby, the lubricating oil splashed up by the drive gear 36 can be guided to the lubricating oil discharge hole 14 without being moved to the section on the opening 16 side.

  In the drive device 10 configured as described above, when the motor travel mode is set, the engine E / G is stopped and the drive gear 36 and the driven gear 37 in the input gear chamber 12 are in a stopped state. There is very little demand for lubrication of parts. The first input shaft 34 and the second input shaft 35 are in a rotation stopped state, and the first output shaft 41 is rotationally driven through the gear train 45 in accordance with the rotation of the second output shaft 42, and is in an idling state. As described above, the idle output first output shaft 41 and the bearings for holding the idle output shaft have a very small load, and an extremely small amount of lubricating oil is sufficient. Therefore, a splash of lubricant from adjacent gears or a splash of lubricant supplied from an oil hole drilled in the first input shaft 35 by, for example, an oil pump is sufficient.

  In the motor travel mode, the power of the second motor generator MG2 is transmitted from the pinion shaft 54 to the differential mechanism 60 via the rotor shaft 51, the planetary gear train 52, the second output shaft 42, and the gear train 56. These loads are large and sufficient lubrication is required at these sites. Therefore, the internal lubrication area A of the input gear chamber 12 (area A surrounded by the one-dot chain line in FIG. 2) and the upper lubrication area B (including the first motor generator MG1 of the first motor generator chamber, the power split mechanism 43, etc.) The lubrication and cooling requirements in the area B) surrounded by the dashed line in FIG. 2 are very small. On the other hand, the lower lubrication area C (area C surrounded by the one-dot chain line in FIG. 2) including the transfer gear chamber 21, the second motor generator MG2 of the second motor generator chamber, the differential mechanism 60, etc. requires sufficient lubrication and cooling. Is done.

  Lubricating oil OIL is stored at the bottom side of the transfer gear chamber 21 and requires lubrication or cooling through oil passages formed in the housing 1, the second input shaft 35, the second output shaft 42, and the like from an oil pump (not shown). Lubricating oil OIL is supplied to the part. The lubrication required part and the cooling required part include, for example, the drive gear 36 and the driven gear 37 in the input gear chamber 12, the first motor generator MG1, the power split mechanism 43, and the second motor in the transfer gear chamber 21. There are a generator MG2 and a bearing.

  Note that the first motor generator MG1 and the second motor generator MG2 cool the first motor generator MG1 and the second motor generator MG2 by dropping the lubricating oil mainly on the outer diameter side of the stator S thereof. The lubricating oil that has cooled them naturally falls to the bottom side of the transfer gear chamber 21 through the first motor generator chamber and the second motor generator chamber. Further, the lubricating oil supplied to the input gear chamber 12 is stored on the bottom side of the input gear chamber 12 and overflows the lubricating oil regulating portion 16a which is the upper end of the lubricating oil holding portion constituted by a part of the partition wall 20a. Then, the fluid flows from the opening 16 through the first motor generator chamber 61 to the transfer gear chamber 21 side.

  On the other hand, the first output shaft 41 and each bearing and the like are sufficiently lubricated and cooled by the splash splashed up and scattered by the transfer gear 56b rotating with the lower portion immersed in the lubricating oil.

  Further, the standard oil level of the lubricating oil OIL stored on the bottom side of the transfer gear chamber 21 is transmitted to the drive wheels W using the power of the second motor generator MG2 and the engine E / G in combination. The high level L1 is set (see FIG. 2). At the high level L1, the standard oil level position is a position where the first output shaft 41 can be sufficiently lubricated and cooled by the lubricating oil that splashes and scatters by the rotation of the transfer gear 56b. At this time, the lubricating oil OIL in the input gear chamber 12 is in the minimum reduction state.

  Further, in the motor travel mode described later, the lubricating oil in the input gear chamber 12 is stored up to the position of the high level L3 that is the maximum state that is the height position of the lubricating oil regulating portion 16a (see FIG. 4). As a result, the lubricating oil stored in the transfer gear chamber 21 is set to a low level L2 that relatively decreases and becomes a low oil level position (see FIG. 2).

  When the lubricating oil OIL in the transfer gear chamber 21 is at the low level L2, the amount of the lubricating oil OIL immersed in the lubricating oil OIL in the transfer gear 56b decreases, and the height of the splashed lubricating oil splashed by the transfer gear 56b is the second output. It is set to such an extent that splashes reach the shaft 42. In other words, the lubricating oil OIL in the transfer gear chamber 21 is a low oil that can sufficiently cool and lubricate a gear train having a large load and has a liquid level that can omit the lubrication of the first output shaft 41 in a substantially unloaded state. The surface position is set to the low level L2.

  Next, the operation of the vehicle drive device 10 described above will be described with reference to FIGS.

  Here, first, when the vehicle is stopped, the engine, the first motor generator MG1, the second motor generator MG2, and the oil pump are all inoperative, and are stored, for example, on the bottom side of the input gear chamber 12. The lubricating oil OIL is set to the maximum high level L3 in which the liquid level is regulated by the lubricating oil regulating part 16a of the opening 16. On the other hand, the lubricating oil OIL stored at the bottom of the transfer gear chamber 21 is set to the low level L2 where the oil level is low corresponding to the lubricating oil stored in the input gear chamber 12.

  When the motor travel mode is set here, the second motor generator MG2 is operated with the engine E / G stopped, and the drive gear 36 and the driven gear 37 in the input gear chamber 12 are driven by the oil pump. 1 motor generator MG1, power split mechanism 43, second motor generator MG2, planetary gear train 52, and the like. Here, while the lubricating oil is supplied to the input gear chamber 12 by the oil pump, the lubricating oil overflowed from the lubricating oil regulating portion 16a at the lower edge of the opening 16 passes from the opening 16 through the first motor generator chamber to the transfer chamber. It flows out to the 21 side. As a result, the lubricating oil OIL in the input gear chamber 12 is maintained at the high level L3 in the maximum state corresponding to the lubricating oil regulating portion 16a, and the lubricating oil OIL in the transfer chamber 21 is at the low level L2 in the low oil level position. Retained. As a result, the amount of immersion in the lubricating oil OIL of the gear train 56 is small, the stirring of the lubricating oil by the transfer gear 56b and the like is relatively small, the stirring resistance of the lubricating oil OIL by the transfer gear 56b and the like is reduced, and spin loss is reduced. can get.

  The splash of the lubricant OIL in the transfer chamber 21 due to the splash of the lubricant by the transfer gear 56b at the low level L2 reaches the second output shaft 42. Therefore, the gear train on the second output shaft 42 to which a load is applied is sufficiently cooled and lubricated. On the other hand, aggressive lubrication of the first output shaft 41 in a substantially no-load state is omitted.

  When the motor travel mode is switched to the parallel travel mode, the engine E / G is operated as the second motor generator MG2 is driven, and the damper mechanism 33 and the first input shaft 34 are rotated. Then, the drive gear 36 and the driven gear 37 which are provided on the first input shaft 34 and the second input shaft 35 and mesh with each other rotate in the input gear chamber 12, and the power is transmitted to the second input shaft 35, the power split mechanism 43, While being transmitted to the second output shaft 42 via the first output shaft 41 and the gear train 45, the second motor generator MG2 operates.

  As shown in FIG. 4, in the parallel travel mode, the drive gear 36 and the driven gear 37 rotate. The splash that is splashed up and scattered by the drive gear 36 along the outer periphery of the drive gear 36 and along the lubricant regulating rib 19 is received by the driven gear 37 and the lubricant guide rib 18 and guided to the lubricant catch 15 side. The oil is discharged from the lubricating oil discharge hole 14 to the first motor generator chamber 61 side. Also, the lubricating oil that is driven by the driven gear 37 and scatters along the peripheral wall is guided along the lubricating oil guide rib 18 and received by the lubricating oil catch 15, and is received from the lubricating oil discharge hole 14 through the first motor generator chamber. It is discharged to the 61 side. As a result, the lubricating oil OIL in the input gear chamber 12 decreases to the lowest level L4, and the lubricating oil OIL in the transfer gear chamber 21 increases correspondingly to the high level L1 at the standard oil level position. .

  In this way, the amount of lubricant retained in the input gear chamber 12 is reduced, so that the amount of immersion of the drive gear 36 is reduced. In addition, the agitation of the lubricating oil is suppressed by the lubricating oil regulating rib 19, the lubricating oil accompanying the drive gear 36 and the driven gear 37 is reduced, the agitation resistance by the drive gear 36 is reduced, and the spin loss is reduced. On the other hand, the lubricating oil OIL in the transfer gear chamber 21 is increased and held at the high level L1 that becomes the standard oil level, and the amount of immersion of the transfer gear 56b is ensured. As a result, the first output shaft 41 can be sufficiently lubricated with the lubricating oil that splashes and scatters by the rotation of the transfer gear 56b.

  Further, when the parallel travel mode is switched to the motor travel mode, the rotation of the drive gear 36 and the driven gear 37 in the input gear chamber 12 is stopped as the engine is stopped. Then, the lubricating oil in the input gear chamber 21 is increased and maintained to the maximum high level L3 by supplying the lubricating oil by the oil pump and being supplied from the opening 16, and the lubricating oil OIL in the transfer chamber 21 is at the low oil level position. Is held at the low level L2. As a result, the amount of immersion in the lubricating oil OIL of the gear train 56 or the like is reduced, the stirring of the lubricating oil by the transfer gear 56b or the like is relatively reduced, the stirring resistance of the lubricating oil OIL by the transfer gear 56b or the like is reduced, and the spin loss Reduction.

  According to the present embodiment configured as described above, the lubricating oil discharge hole 14 and the lubricating oil are formed in the partition wall 20a of the input gear chamber 12 that divides the housing 11 into the input gear chamber 12 and the first motor generator chamber 61. With a simple configuration in which the opening 16 having the restricting portion 16a is provided, it is possible to reduce spin loss while supplying sufficient lubricating oil to necessary portions. Specifically, in the parallel traveling mode in which the engine E / G and the second motor generator MG2 are used in combination, the lubricating oil in the input gear chamber 12 is driven by the drive gear 36 and the driven gear 37 that are rotated by the engine E / G. The oil is discharged from the lubricating oil discharge hole 14 to the first motor generator chamber 61 side. As a result, the lubricating oil level in the input gear chamber 12 is reduced to the minimum, the stirring resistance of the drive gear 36 and the like is reduced, and the spin loss is reduced. In addition, the lubricating oil surface of the transfer gear chamber 21 rises relatively, and the amount of lubricant splashed by the transfer gear 56b increases to supply sufficient lubricating oil to the first output shaft 41, the second output shaft 42, and the bearing. can do.

  On the other hand, in the motor travel mode that is driven only by second motor generator MG2, drive gear 36 and driven gear 37 are maintained in a stopped state. As a result, the lubricating oil in the input gear chamber 12 is maintained in the maximum state regulated by the lubricating oil regulating portion 16a, and the lubricating oil surface of the transfer gear chamber 21 is relatively lowered so that the stirring resistance of the lubricating oil by the transfer gear 56b is reduced. Can be reduced to reduce spin loss. In particular, in the motor travel mode, the first output shaft 41 is almost unloaded and the required lubrication is extremely small. Therefore, by sufficiently reducing the lubricating oil stored in the transfer gear chamber 21 in order to suppress the splashing of the lubricating oil by the transfer gear 56b, the stirring resistance by the transfer gear 56b is effectively reduced, and the spin loss is reduced. can get.

  That is, by adjusting the amount of lubricating oil in the input gear chamber 12 and the transfer gear chamber 21 in accordance with the motor traveling mode and the parallel traveling mode, it is possible to ensure lubrication suitable for the lubrication requirement of the lubrication-required portion and to achieve spin loss. Decrease.

  In addition, this invention is not limited to the said embodiment, A various change is possible in the range which does not deviate from the meaning of invention. For example, in the above-described embodiment, the first motor generator MG1 and the power split mechanism 43 are disposed above the transfer gear chamber 21 and the second motor generator MG2 is disposed below. However, the power split mechanism 43 is disposed on the second motor generator. Similar to MG2, it can also be arranged below. In addition, a plurality of lubricating oil discharge holes 14 and openings 16 may be provided at appropriate positions according to the shape and size of the input gear chamber 12, the first motor generator chamber 61, and the transfer gear chamber 21.

  Further, in the above-described embodiment, the case where the vehicle drive device is installed vertically has been described as an example. However, the vehicle drive device can also be applied to a horizontally installed vehicle drive device.

DESCRIPTION OF SYMBOLS 1 Car body 10 Vehicle drive device 11 Housing 12 Input gear chamber (1st chamber)
14 Lubricating oil discharge hole 15 Lubricating oil catch 16 Opening portion 16a Lubricating oil regulating portion 18 Lubricating oil guiding rib 19 Lubricating oil rectifying ribs 20a, 20b, 20c, 20d Partition 21 Transfer gear chamber 34 First input shaft 35 Second input shaft ( Input shaft)
36 Drive gear (gear)
37 driven gear 39 rotor shaft 41 first output shaft 42 second output shaft 43 power split mechanism 51 rotor shaft 52 planetary gear train 54 pinion shaft 56 gear train 60 differential mechanism 61 first motor generator chamber (second chamber)
A Input gear chamber lubrication area B Upper lubrication area C Lower lubrication area E / G Engine MG2 Second motor generator (motor generator)
MG1 1st motor generator W drive wheel

Claims (4)

A power source including an engine and a motor generator;
A plurality of gear trains for transmitting power to the output shaft are accommodated, and a housing divided into a first chamber and a second chamber in which an input shaft extending from the first chamber is disposed by a partition. ,
The first chamber is
An opening capable of flowing lubricating oil between the second chamber;
A lubricating oil regulating portion that regulates the amount of lubricating oil flowing out from the opening to the second chamber and stores the lubricating oil in the first chamber;
A motor train that travels by the driving force of only the motor generator is in a stopped state, while it is in a rotating state by the driving force of the engine, and a gear train that splashes up the lubricating oil stored by the lubricating oil regulating unit by rotation,
A vehicular drive device comprising: a lubricating oil discharge hole capable of discharging the lubricating oil splashed by the rotation of the gear train to the second chamber.   2. The vehicle drive device according to claim 1, wherein the first chamber has a lubricating catch that receives the lubricating oil scattered in the first chamber and guides the lubricating oil to the lubricating oil discharge hole.   3. The vehicle drive according to claim 2, wherein the first chamber includes a lubricating oil guide rib that guides the lubricating oil disposed along the outer periphery of the gear train and scattered to the lubricating oil catch. 4. apparatus.   The said 1st chamber was equipped with the lubricating oil rectification rib which protrudes in a chamber | chamber along the outer periphery of the gear immersed in the stored lubricating oil, The any one of Claims 1-3 characterized by the above-mentioned. Vehicle drive system.

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