JP2019152273A - Lubrication device of power transmission device for vehicle - Google Patents

Abstract

To improve lubrication performance in low speed rotation of an oil pump while suppressing increase of power loss due to excessive oil supply when a pump rotating speed is increased.SOLUTION: When an oil 48 discharged from a first oil pump P1 connected to a differential device 32 to be rotated and driven, is supplied to a bearing 62 from a discharge port 76d, and an upper discharged oil 48s discharged from an upper discharge port 82d does not reach a catch tank 86 due to low vehicle velocity, the upper discharged oil 48s is supplied to the bearing 62, thus shortage in oil supply to the bearing 62 is suppressed. When a vehicle velocity is increased, the upper discharged oil 48s discharged from the upper discharge port 82d can reach the catch tank 86, an amount of the oil supplied to the bearing 62 from the upper discharge port 82d is limited, and increase of power loss due to excessive supply of the oil 48 to the bearing 62 is suppressed.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a lubricating device for a vehicle power transmission device, and more particularly to a technique for improving lubrication performance when an oil pump rotates at a low speed while suppressing an increase in power loss due to excessive oil supply.

A power transmission mechanism is provided in a power transmission device for a vehicle housed in a case, and oil in an oil reservoir provided at the bottom of the case is sucked by an oil pump and supplied to a portion requiring lubrication in the case. A lubricating device for a vehicle power transmission device is known (see Patent Document 1).
“Lubrication” in this specification includes not only the prevention of friction and wear but also the case of cooling by supplying lubricating oil.

JP 2011-27142 A JP 2012-106599 A

  However, if the oil pump rotates at a low speed and the discharge amount decreases, there is a possibility that the amount of oil supplied to the lubrication-necessary part will be insufficient when the load is high. For example, when an oil pump is connected to an output section that rotates in conjunction with the drive wheels (see Patent Document 2), when the vehicle is at a low vehicle speed, the oil pump rotation speed is reduced and the discharge amount is reduced. There was a possibility that the amount of oil supplied to the parts requiring lubrication would be insufficient at high loads such as during acceleration. If a large oil pump with a large discharge volume is used, the shortage of oil supply during low-speed rotation can be suppressed. However, when the pump rotation speed increases, the oil supply amount becomes excessive and power loss occurs due to rotational resistance caused by oil. May increase.

  The present invention has been made against the background of the above circumstances. The purpose of the present invention is to prevent the oil pump from rotating at a low speed while suppressing an increase in power loss due to excessive oil supply when the pump rotation speed becomes high. It is to improve the lubricating performance at the time.

  In order to achieve such an object, the present invention provides a power transmission device for a vehicle in which a power transmission mechanism is housed in a case, and oil in an oil reservoir provided at the bottom of the case is supplied by an oil pump. In a lubricating device of a vehicle power transmission device that inhales and supplies to a portion requiring lubrication in the case, (a) an oil provided with a supply oil passage for supplying oil discharged from the oil pump to the portion requiring lubrication (B) the oil supply unit includes a first discharge port that supplies oil to the lubrication-needed portion, and a second discharge that is provided above the first discharge port and has a horizontal component. A second discharge port for discharging oil in a direction, and (c) a position within the case that is spaced apart from the second discharge port in the second discharge direction from the second discharge port. Discharged o And (d) oil discharged from the second discharge port reaches the oil receiving portion in the lower part of the second discharge port in the case. In the case where there is not, a guiding portion is provided for guiding the oil discharged from the second discharge port to the same lubrication required portion as the supply portion of the oil discharged from the first discharge port.

  In such a lubricating device for a vehicle power transmission device, the oil discharged from the oil pump is supplied from the first discharge port to the lubrication required portion through the supply oil passage of the oil supply unit, and the second discharge If the oil discharged from the outlet does not reach the oil receiving portion, it is guided to the guiding portion and supplied to the same lubrication required portion. The case where the oil discharged from the second discharge port does not reach the oil receiving portion is a case where the oil pump is rotating at a low speed and the discharge amount is small. Oil discharged from the discharge port is supplied to the same lubrication-required part, and insufficient oil supply to the lubrication-required part during low-speed rotation is suppressed, improving the lubrication performance.

  When the pump rotation speed increases, the oil pump discharge amount increases and the oil supply amount supplied from the first discharge port to the site requiring lubrication increases. Therefore, lubrication is required only with the oil supplied from the first discharge port. The part can be properly lubricated. On the other hand, when the discharge amount of the oil pump increases, the discharge pressure of the oil discharged from the second discharge port increases, and the oil reaches the oil receiving portion. The amount of oil to be applied is limited, and excessive oil is supplied to the lubrication-required portion, thereby suppressing an increase in power loss due to rotational resistance caused by the oil.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram showing a developed power transmission device for a hybrid vehicle to which the present invention is preferably applied. FIG. 2 is a hydraulic circuit diagram illustrating a lubrication device provided in the hybrid vehicle of FIG. 1. FIG. 3 is a schematic perspective view specifically illustrating an oil supply pipe provided with a first supply oil passage of the lubricating device of FIG. 2. FIG. 4 is a schematic view showing an enlarged front end portion of the oil supply pipe in FIG. 3, and is a perspective view seen from the back side of the paper surface in FIG. 3. It is the front view which looked at the front-end | tip part of the oil supply pipe of FIG. 4 from the protrusion direction of one branch nozzle part. It is a schematic cross-sectional view cut along the supply oil path so that the three outlets provided at the tip of the oil supply pipe are located in a single plane, together with the positional relationship with the catch tank and the lubrication required part. FIG. It is the figure which illustrated the required oil amount of the lubrication required site | part which changes with a vehicle speed change, the oil discharge amount from a pair of discharge port, and the oil supply amount supplied to a lubrication required site | part. It is a figure explaining another example of the power transmission device for vehicles to which this invention can be applied, and is a skeleton diagram corresponding to FIG. It is a figure explaining the lubricating device with which the vehicle power transmission device of FIG. 8 is provided, and is a hydraulic circuit diagram corresponding to FIG.

  The present invention is for various vehicles such as an engine-driven vehicle, a hybrid vehicle having an electric motor for traveling in addition to an engine as a driving force source for traveling, or an electric vehicle having only an electric motor as a driving force source. It can be applied to the power transmission device. The power transmission device may be a horizontal transaxle such as an FF (front engine / front drive) in which a plurality of shafts are arranged along the vehicle width direction, an FR (front engine / rear drive) type, or 4 The present invention may be applied to various vehicle power transmission devices such as a wheel drive type power transmission device. The power transmission mechanism can be arranged so that, for example, a part of the power transmission mechanism is immersed in the oil in the oil reservoir and lubricated, and a part of the lubrication-required part is lubricated by the scooped up oil. For example, a part or all of a bevel gear type or planetary gear type differential device arranged at a relatively low position can be arranged so as to be immersed in the oil in the oil reservoir. It is also possible to arrange the power transmission mechanism so that the entire power transmission mechanism is located above the oil in the oil reservoir, and the power transmission mechanism may be lubricated by the oil supplied from the oil pump.

  For example, the oil pump is connected to an output unit that rotates in conjunction with the drive wheels in the power transmission mechanism and is mechanically driven to rotate. However, the oil pump is connected to other than the output unit such as a driving force source. It can be mechanically driven to rotate, or an electric oil pump that is rotated by a dedicated electric motor can be employed. For example, when the output unit that rotates in conjunction with the drive wheel includes a connecting / disconnecting device that can cut off power transmission, the output unit is a portion closer to the driving wheel than the connecting / disconnecting device. A differential device that distributes the driving force transmitted from the motor to the left and right driving wheels, an intermediate shaft that transmits the driving force to the differential device, and the like. The connecting / disconnecting device is, for example, a transmission capable of being neutral, a forward / reverse switching device, an electric differential unit, or the like. In the case of an electric vehicle in which an electric motor as a driving force source is directly connected to driving wheels via a gear mechanism, a differential device, or the like, the entire power transmission mechanism is an output unit that rotates in conjunction with the driving wheels.

  The lubrication apparatus may include only an oil pump that is connected to the output portion of the power transmission mechanism and is driven to rotate, but a second oil pump that is connected to a driving force source such as an engine and is driven to rotate, An electric oil pump or the like that can be operated at an arbitrary discharge amount at an arbitrary time can be additionally provided. The lubrication-required parts to which oil is supplied from the oil pump include gear meshing parts and transmission belts that transmit power, bearings that rotatably support the rotating shaft of the power transmission mechanism, hybrid type automobiles, Parts that are not immersed in the oil reservoir, such as friction parts and heat generation parts that require lubrication or cooling during power transmission, such as electric motors and generators of electric vehicles such as electric vehicles, are suitable. Oil can be supplied directly from the oil pump to the site requiring lubrication, but a heat exchanger such as an oil cooler, an oil passage switching valve, a hydraulic control valve, etc. may be interposed between the oil pump and the site requiring lubrication. good.

  For example, an oil supply pipe configured separately from the case is suitable as the oil supply unit, but a part or all of the oil supply unit may be configured integrally with the case. That is, part or all of the supply oil passage can be provided in the case. The oil receiving portion is provided, for example, on the inner surface of the case, but may be provided in an oil supply portion that is separate from the case. As the oil receiving part, for example, a catch tank that can temporarily hold oil is suitable, but the received oil may be directly supplied to other parts requiring lubrication or returned to the oil storage part. The opening provided in can also be used as an oil receiver. The catch tank is configured such that oil gradually flows out from, for example, an outflow hole provided at the lower end. The oil that has flowed out of the outflow hole is supplied to, for example, the same lubrication-required part as the supply part of the oil discharged from the first discharge port, but an oil passage or the like may be provided so as to be supplied to a different lubrication-required part. good. Moreover, you may make it return directly to an oil storage part, without supplying to a lubrication required site | part.

  When the oil discharged from the second discharge port does not reach the oil receiving portion, the oil discharged from the second discharge port is guided to the same lubrication required portion as the oil supply portion discharged from the first discharge port. The guide portion is a guide plate or groove that receives and guides oil flowing down according to gravity, or a hollow pipe provided with an inflow opening that opens upward. The guide portion is provided, for example, on the outer peripheral portion of the oil supply portion, but can also be provided on the inner surface of the case. The opening direction of the second discharge port, that is, the oil discharge direction (second discharge direction) is, for example, the horizontal direction, but is appropriately determined according to the positional relationship with the oil receiving portion, and may be obliquely upward or obliquely downward. May be. The opening direction of the first discharge port, that is, the oil discharge direction (first discharge direction) is appropriately determined according to the positional relationship with the lubrication-needed portion, and downward is appropriate, but it may be horizontal. The first discharge port and the guide portion may supply oil directly to the site requiring lubrication, or may be supplied to the site requiring lubrication via a communication path or the like provided in the case or the like.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following embodiments, the drawings are appropriately simplified or modified for explanation, and the dimensional ratios, shapes, and the like of the respective parts are not necessarily drawn accurately.

  FIG. 1 is a skeleton diagram illustrating a transaxle 12 of a hybrid vehicle 10 to which the present invention is applied. A plurality of axes constituting a power transmission mechanism 16 of the transaxle 12 are located in a common plane. FIG. The transaxle 12 transmits the output of the engine 20 as a driving force source to the left and right driving wheels 38, and an FF vehicle in which a plurality of shafts of the gear-type power transmission mechanism 16 are arranged along the vehicle width direction. The power transmission mechanism 16 is housed in the case 14. The engine 20 is an internal combustion engine such as a gasoline engine or a diesel engine that generates power by burning fuel. The transaxle 12 corresponds to a power transmission device, and the case 14 includes a plurality of members as necessary.

  The power transmission mechanism 16 includes a first axis S1 to a fourth axis S4 substantially parallel to the vehicle width direction. On the first axis S1, an input shaft 22 connected to the engine 20 as a driving force source is provided. A single pinion type planetary gear unit 24 and a first motor generator MG1 are provided concentrically with the first axis S1. The planetary gear unit 24 and the first motor generator MG1 function as an electric differential unit 26. The input shaft 22 is connected to the carrier 24c of the planetary gear unit 24, which is a differential mechanism, and the first motor generator is connected to the sun gear 24s. MG1 is connected and an engine output gear Ge is provided in the ring gear 24r. The carrier 24c is a first rotating element, the sun gear 24s is a second rotating element, the ring gear 24r is a third rotating element, and the first motor generator MG1 corresponds to a differential control rotating machine. The first motor generator MG1 is alternatively used as an electric motor and a generator. The rotation speed of the engine 20 is controlled by continuously controlling the rotation speed of the sun gear 24s by regenerative control or the like that functions as a generator. Are continuously changed and output from the engine output gear Ge. Further, the torque of the first motor generator MG1 is set to 0 and the sun gear 24s is idled, whereby the power transmission between the engine 20 and the power transmission mechanism 16 is interrupted, and the engine 20 is prevented from being rotated.

  On the second axis S2, a reduction gear device 30 having a reduction large gear Gr1 and a reduction small gear Gr2 provided at both ends of the shaft 28 is disposed. The reduction large gear Gr1 is meshed with the engine output gear Ge. ing. The reduction large gear Gr1 is also meshed with the motor output gear Gm of the second motor generator MG2 disposed on the third axis S3. The second motor generator MG2 is used alternatively as an electric motor and a generator, and is used as a driving force source for driving the hybrid vehicle 10 by performing power running control so as to function as an electric motor. The second motor generator MG2 corresponds to a traveling rotary machine.

  The reduction small gear Gr2 is meshed with a differential gear Gd of a differential device 32 disposed on the fourth axis S4. Are distributed to the drive shaft 36 and transmitted to the left and right drive wheels 38. The differential device 32 corresponds to an output unit, and the diff ring gear Gd corresponds to an input gear. Further, the engine output gear Ge, the reduction large gear Gr1, the reduction small gear Gr2, the diff ring gear Gd, and the like constitute a gear mechanism. The fourth axis S4 is defined at the lowest position (low position) in the vehicle among the first axes S1 to S4, and a part of the differential device 32 is an oil reservoir 46 provided at the bottom of the case 14. It is soaked in oil 48 (see FIG. 2).

  In such a hybrid vehicle 10, an EV (Electric Vehicle) travel mode and an HV (Hybrid Vehicle) travel mode can be executed. For example, the required driving force (accelerator operation amount, etc.) and the vehicle speed V are determined as parameters. The EV driving mode and the HV driving mode are switched according to the mode switching map. The EV travel mode is a mode in which the second motor generator MG2 is used as a driving force source by controlling the power running with the engine 20 stopped. For example, the EV traveling mode is selected in a low demand driving force, that is, a low load region. . The engine 20 is substantially rotated even during traveling because the fuel supply is stopped and the torque of the first motor generator MG1 is set to 0 so that the sun gear 24s of the planetary gear unit 24 can freely rotate. Be stopped. The HV traveling mode travels using the engine 20 as a driving force source by performing regenerative control of the first motor generator MG1, and is selected, for example, in a region where the required driving force (high load) is higher than that in the EV traveling mode. The In the HV traveling mode, the second motor generator MG2 is used as a driving force source by being subjected to power running control in an assisting manner during acceleration or the like, or is always subjected to power running control and used as a driving force source.

  Instead of the HV traveling mode or in addition to the HV traveling mode, an engine traveling mode that always travels using only the engine 20 as a driving force source may be provided. Further, the transaxle 12 of the hybrid type automobile 10 is merely an example, and a double pinion type planetary gear unit is adopted as the planetary gear unit 24, a configuration using a plurality of planetary gear units, or a second motor. The generator MG2 can be arranged concentrically with the first axis S1, or a mechanical transmission can be employed in place of the electric differential section 26. Various modes are possible.

  On the other hand, the transaxle 12 of the hybrid vehicle 10 of this embodiment includes a lubricating device 40 shown in FIG. The lubrication device 40 includes a first oil pump P1 and a second oil pump P2 as suction devices, and is connected to different independent first supply oil passages 42 and second supply oil passages 44, respectively. Each part is shared and lubricated. As shown in FIG. 1, the first oil pump P1 is a mechanical oil pump that is mechanically driven through a pump drive gear Gp meshed with the diffring gear Gd, and the second oil pump P2 is A mechanical oil pump coupled to the input shaft 22 and mechanically driven to rotate by the engine 20. The first oil pump P1 can be driven to rotate by meshing the pump drive gear Gp with the reduction large gear Gr1, the reduction small gear Gr2, and the like rotating in conjunction with the diff ring gear Gd. The second oil pump P2 is an oil pump that is rotationally driven by a rotational drive source that is different from the output unit (differential device 32). In this embodiment, the second oil pump P2 is an oil pump that is rotationally driven by the engine 20. An electric oil pump that is rotationally driven by an electric motor can also be employed. The differential device 32 corresponds to an output unit that rotates in conjunction with the drive wheel 38, and the first oil pump P1 is an oil pump that is mechanically driven to rotate by being connected to the differential device 32 that is an output unit.

  The first oil pump P <b> 1 and the second oil pump P <b> 2 suck in the oil 48 from the oil reservoir 46 provided at the bottom of the case 14 and output it to the supply oil passages 42 and 44. The oil reservoir 46 is configured by the case 14 itself, and includes a first oil reservoir 52 in which a rear side portion in the vehicle front-rear direction is separated from other portions by a first partition wall 50. The first oil reservoir 52 is a portion located below the differential device 32. A portion other than the first oil reservoir 52 is further divided into two in the vehicle front-rear direction by the second partition wall 53, and the second oil reservoir 54 in the central portion adjacent to the first oil reservoir 52, and A third oil reservoir 56 in the front part of the vehicle adjacent to the second oil reservoir 54 is provided. The suction port 58 of the first oil pump P1 is disposed in the second oil reservoir 54, and the suction port 60 of the second oil pump P2 is disposed in the third oil reservoir 56. These suction ports 58 and 60 are connected to oil pumps P1 and P2 through separate suction oil passages provided independently.

  The first partition wall 50 and the second partition wall 53 have an oil surface height while allowing lubricating oil to flow between the first oil reservoir 52, the second oil reservoir 54, and the third oil reservoir 56. Functions as a distribution restriction unit that restricts the balance of That is, when the vehicle stops, both the oil pumps P1 and P2 stop operating, and the oil level height Lst in a static state in which the fluctuation of the oil level stops stops is the oil 48 supplied to each part of the transaxle 12. 2 flows down to the oil reservoir 46 and returns to the oil reservoir 46, as shown by the one-dot chain line in FIG. 2, and the oil level in the oil reservoir 52, 54, 56 becomes the same. When the oil pumps P1 and P2 are operated, the oil level is lower than the upper ends of the partition walls 50 and 53 by supplying the oil 48 to each part of the transaxle 12 and reducing the amount of oil in the oil reservoir 46. Therefore, the oil level height of the oil reservoirs 52, 54, and 56 changes individually as indicated by the solid line due to the flow restriction by the partition walls 50 and 53.

  The height position, that is, the upper end position of the first partition wall 50 and the second partition wall 53 is higher than the lower end position of the differential device 32, and in the static state where the oil level is higher than the partition walls 50, 53, The part is immersed in the oil 48. When part of the differential device 32 is immersed in the oil 48 in this way, the oil 48 is sprinkled up by the diff ring gear Gd and the like when starting the vehicle, so that the oil 48 is sprayed on each part of the transaxle 12, and the first oil pump A good lubrication state can be ensured even when the vehicle starts when it is difficult to supply a sufficient amount of oil 48 by P1.

  On the other hand, during the operation of the oil pump P1 or P2 including when the vehicle is running, the oil level is lowered by the scraping by the differential ring gear Gd rotating according to the vehicle speed V or the suction by the oil pumps P1 and P2, and the partition wall 50, It becomes lower than 53. In the first oil reservoir 52, the oil level is determined by the balance (balance) between the scraping by the differential ring gear Gd and the like and the amount of return oil. In the second oil reservoir 54, suction and return by the oil pump P1 are performed. The oil level height is determined by the balance with the oil amount, and the oil level height is determined by the balance between the suction by the oil pump P2 and the return oil amount in the third oil reservoir 56. In the present embodiment, the volume of the first oil reservoir 52, that is, the position and shape of the first partition 50 are determined so that the oil level height of the first oil reservoir 52 is preferentially lowered. Agitation of the oil 48 due to the rotation of the device 32 is suppressed, and power loss is reduced. Further, the oil level height in the second oil reservoir 54 and the third oil reservoir 56 in which the inlets 58 and 60 are arranged is made higher than that of the first oil reservoir 52, so that the inlets 58 and 60 are oiled. Air suction of the oil pumps P1 and P2 due to exposure on the surface is suppressed, and the oil 48 can be appropriately sucked and stably supplied.

  Further, a second partition wall 53 is provided and is divided into a second oil reservoir 54 and a third oil reservoir 56 in the vehicle longitudinal direction, and the width of each of these oil reservoirs 54, 56 in the vehicle longitudinal direction. Since the dimensions are short, the deviation of the oil 48 due to the change in the posture of the vehicle due to the road surface gradient, acceleration / deceleration and the like is suppressed, and the fluctuation of the oil level is reduced. Air suction of the oil pumps P1 and P2 in which 58 and 60 are arranged is further appropriately suppressed. The first partition 50 and the second partition 53 may have the same height, or the first partition 50 and the second partition 53 may be omitted.

  The first oil pump P1 is an oil pump that is connected to a differential device 32, which is an output unit, and is rotationally driven. The first supply oil passage 42 connected to the discharge side of the first oil pump P1 has power transmission. Oil 48 is supplied to the portions of the mechanism 16 that require lubrication. The lubrication-needed parts are, for example, bearings 62 and gears 64 (Ge, Gr1, Gr2, Gd, Gm, or Gp) of each part of the power transmission mechanism 16. Since the first oil pump P1 is connected to the differential device 32 and is driven to rotate, the first oil pump P1 is also driven to rotate in the EV traveling mode in which the rotation of the engine 20 is stopped. Oil 48 can be supplied to the tank. That is, the vehicle speed V corresponds to the pump rotation speed of the first oil pump P1, and corresponds to the oil discharge amount from the first oil pump P1. The differential device 32 is lubricated by scooping up the oil 48 by the differential ring gear Gd or the like, but can also be lubricated by supplying the oil 48 from the first supply oil passage 42. In addition, an oil storage may be provided as necessary for a stable supply of the oil 48, such as when the first oil pump P1 may suck air.

  The second supply oil passage 44 connected to the discharge side of the second oil pump P2 includes the input shaft 22, the planetary gear device 24, and the first motor located above the second oil reservoir 54 and the third oil reservoir 56. Oil 48 is supplied to lubrication required parts, such as generator MG1, and it lubricates and cools. The second supply oil passage 44 is provided with a heat exchanger 66, which cools the oil 48 and supplies it to the first motor generator MG1 and the second motor generator MG2, thereby cooling them. Prevent overheating. The heat exchanger 66 is an oil cooler that cools the oil 48 by heat exchange by air cooling or water cooling, for example. Since the engine 20 that rotationally drives the second oil pump P2 can be driven even when the vehicle is stopped, the oil 48 is sucked in at an intake amount that does not depend on the vehicle speed V, including when the vehicle is stopped, and is supplied to a portion requiring lubrication. Can do.

  FIG. 3 is a schematic perspective view specifically illustrating the oil supply pipe 70 provided with the first supply oil passage 42. The oil supply pipe 70 is configured separately from the case 14, and the plurality of attachment portions 72 are fixed to the inner surface of the case 14 or the outer surface of the case of the first oil pump P 1 by fastening bolts 74. In a predetermined position in the case 14. The oil supply pipe 70 includes a branch nozzle portion 76 that supplies the oil 48 to the bearing 62 and a branch nozzle portion 78 that supplies the oil 48 to the gear 64, and has a hollow structure that is bent three-dimensionally as a whole. Is made. The oil supply pipe 70 is configured by, for example, joining the branch nozzle portions 76 and 78 to a pipe member made of metal or the like bent into a three-dimensional shape. Can be made of a material other than metal, such as a synthetic resin material. The branch nozzle portions 76 and 78 are provided so as to protrude in a reverse direction in a substantially horizontal direction. In addition to the branch nozzle portions 76 and 78, the oil supply pipe 70 is provided with a branch nozzle portion and the like so as to supply the oil 48 to other portions requiring lubrication. The oil supply pipe 70 corresponds to an oil supply unit.

  4 is an enlarged schematic view showing the tip of the oil supply pipe 70 provided with the branch nozzle portions 76 and 78, and is a perspective view seen from the back side of the paper surface of FIG. 3, that is, the branch nozzle portion 76 side. It is. FIG. 5 is a front view of the front end portion of the oil supply pipe 70 of FIG. 4 as viewed from the protruding direction of the branch nozzle portion 76. FIG. 6 is a schematic cross-sectional view of the tip end portion of the oil supply pipe 70, and is a diagram specifically illustrating the positional relationship between the bearing 62 and the gear 64, which are parts requiring lubrication. As is clear from these drawings, the discharge nozzles 76d and 78d that open downward are respectively provided at the tip ends of the branch nozzle portions 76 and 78, and the first supply oil is supplied from the first oil pump P1. The oil 48 supplied through the passage 42 is discharged downward from the discharge ports 76d and 78d, whereby the oil 48 is supplied to the bearing 62 and the gear 64. The bearing 62 in FIG. 6 rotatably supports the shaft 28 of the reduction gear device 30 disposed on the second axis S2 (see FIG. 1), and the gear 64 has a large reduction speed provided on the shaft 28. The gear Gr1. The case 14 is provided with a communication path 80 that receives the oil 48 discharged from the discharge port 76 d and guides it to the bearing 62.

  Here, since the first oil pump P1 is connected to the differential device 32 and is driven to rotate, the oil discharge amount increases in proportion to the vehicle speed V. The solid line in FIG. 7 is a graph illustrating the amount of oil discharged from the discharge port 76d in relation to the vehicle speed V. On the other hand, the required oil amount for the bearing 62 is determined according to the vehicle speed V and the driving torque (bearing load), and changes according to the vehicle speed V as indicated by a one-dot chain line in FIG. The one-dot chain line (necessary oil amount) in FIG. 7 rapidly increases up to the vicinity of the vehicle speed V1 at which the vehicle shifts to steady running when a relatively large load is applied at a low vehicle speed, such as at the time of start acceleration of the vehicle. In this case, there is a possibility that the amount of oil 48 indicated by the hatched portion, which is the difference from the oil discharge amount (solid line) from the discharge port 76d, is insufficient.

  On the other hand, the oil supply pipe 70 of the present embodiment is provided with an upper protrusion 82 that extends upward from the vicinity of the branch nozzle portion 76, and is discharged from an upper discharge port 82 d provided in the upper protrusion 82. The upper discharge oil 48 s is supplied to the bearing 62 through the communication passage 80. The upper discharge port 82d is opened substantially in the horizontal direction, and the upper discharge oil 48s is discharged in the horizontal direction, specifically, in the left direction in FIG. 6. For example, the vehicle speed V is a low speed equal to or lower than the vehicle speed V1. When the discharge amount of the first oil pump P1 is small at the vehicle speed, the upper discharge oil 48s flows downward according to gravity and flows into the communication passage 80 as shown by broken line arrows in FIGS. The upper discharge oil 48s discharged from the upper discharge port 82d flows along the upper protruding portion 82, the branch nozzle portion 76, and the like at the outer peripheral portion of the oil supply pipe 70 and below the upper discharge port 82d. A plurality of guide plates 84 a, 84 b, 84 c (hereinafter simply referred to as “guide plate 84” unless otherwise specified) are provided to guide the branch nozzle portion 76 so as to flow downward. The upper discharge oil 48 s flowing downward from the tip of the branch nozzle portion 76 flows into the communication passage 80 and is supplied to the bearing 62 in the same manner as the oil 48 discharged from the discharge port 76 d. The guide plates 84 a, 84 b, 84 c correspond to guide portions that guide the upper discharge oil 48 s to the bearing 62.

  The broken line graph in FIG. 7 is the discharge amount of the upper discharge oil 48s discharged from the upper discharge port 82d, and increases in proportion to the vehicle speed V. The upper discharge oil 48s discharged from the upper discharge port 82d is supplied to the bearing 62 together with the oil 48 discharged from the discharge port 76d, so that the oil supply amount to the bearing 62 is necessary oil as indicated by a two-dot chain line. The amount exceeds the amount (one-dot chain line), and a predetermined lubricating performance can be ensured even at a high load at a low vehicle speed of V1 or less. The discharge amount of the upper discharge oil 48s discharged from the upper discharge port 82d is appropriately determined so that the oil supply amount to the bearing 62 exceeds the required oil amount, and in FIG. 7, it is larger than the oil discharge amount of the discharge port 76d. The oil discharge amount may be approximately the same as the oil discharge amount of the discharge port 76d, or may be smaller than the oil discharge amount of the discharge port 76d. The opening area and the length dimension of the upper discharge port 82d are determined so that the upper discharge oil 48s flows down as it is at the vehicle speed V1 or less, or is small even if it jumps out, and flows down as indicated by a broken line arrow. The vehicle speed V1 is appropriately determined according to the type of vehicle, power performance, and the like. The discharge port 76d corresponds to a first discharge port, and the upper discharge port 82d corresponds to a second discharge port. The opening direction of the upper discharge port 82d, that is, the discharge direction of the upper discharge oil 48s (the left direction in FIG. 6) is the second discharge direction. FIG. 6 is a cross-sectional view of the oil supply pipe 70 cut along the first supply oil passage 42 so that the three outlets 76d, 78d, and 82d are located in one plane.

  In the opening direction of the upper discharge port 82d, that is, the left discharge direction of the upper discharge oil 48s in FIG. 6, a catch tank 86 is disposed apart from the upper discharge port 82d in the horizontal direction. The catch tank 86 is supplied with a relatively high-pressure oil 48 from the first oil pump P1 during forward traveling at a vehicle speed of V1 or higher, and when the upper discharge oil 48s is discharged so as to jump out of the upper discharge port 82d, its upper discharge The oil 48s is received and temporarily held, and is disposed at a position slightly below the upper discharge port 82d and fixed to the case 14. 6 indicates a case where the upper discharge oil 48s discharged from the upper discharge port 82d is received in the catch tank 86.

  A relatively small outflow hole 86 d is provided at the bottom of the catch tank 86 so that the upper discharge oil 48 s accommodated in the catch tank 86 gradually flows out and is returned to the oil reservoir 46. The outflow hole 86d is provided so that the upper discharge oil 48s that has flowed out is supplied to the bearing 62, for example. It is also possible to do so. When the upper discharge oil 48s discharged from the upper discharge port 82d is held in the catch tank 86 in this way, the amount of oil supplied to the bearing 62 is reduced, as shown by the two-dot chain line in FIG. At a vehicle speed of V1 or higher, the oil discharge amount (solid line) at the discharge port 76d decreases to the same extent. Thereby, it is prevented that excessive oil 48 and upper discharge oil 48s are supplied to the bearing 62 more than necessary, and an increase in power loss due to rotational resistance of the oil 48 and upper discharge oil 48s is suppressed. The catch tank 86 corresponds to an oil receiving portion.

  Thus, according to the lubricating device 40 of the transaxle 12 of the present embodiment, the oil 48 discharged from the first oil pump P1 connected to the differential device 32 of the power transmission mechanism 16 and driven to rotate is supplied with oil. The oil is supplied from the discharge port 76 d to the bearing 62 through the first supply oil passage 42 provided in the pipe 70. Further, when the vehicle speed is lower than the vehicle speed V1, that is, when the pump speed is low, the oil discharge amount of the first oil pump P1 is small, and the upper discharge oil 48s discharged from the upper discharge port 82d reaches the catch tank 86. If not, the upper discharge oil 48 s is guided by the guide plate 84 and supplied to the bearing 62. That is, at the time of low vehicle speed when the oil discharge amount of the first oil pump P1 is small, the oil 48 and the upper discharge oil 48s are supplied from both the discharge port 76d and the upper discharge port 82d to the bearing 62. Even when the load is high, the oil supply amount to the bearing 62 (two-dot chain line in FIG. 7) exceeds the required oil amount (one-dot chain line in FIG. 7), and insufficient oil supply is suppressed to improve the lubrication performance. .

  When the vehicle speed V increases and the pump rotation speed increases, the amount of oil discharged from the first oil pump P1 increases, so that the amount of oil supplied from the discharge port 76d to the bearing 62 increases and is supplied from the discharge port 76d. The bearing 62 can be properly lubricated with only the oil 48 that is applied. On the other hand, when the oil discharge amount of the first oil pump P1 increases, the discharge pressure of the upper discharge oil 48s discharged from the upper discharge port 82d increases, and the upper discharge oil 48s reaches the catch tank 86. As a result, the amount of oil supplied from the upper discharge port 82d to the bearing 62 is limited, the oil 48 and the upper discharge oil 48s are excessively supplied to the bearing 62, and the rotation resistance due to the oil 48 and the upper discharge oil 48s, etc. Thus, increase in power loss is suppressed.

  Further, in this embodiment, a part of the differential device 32 is immersed in the oil 48 in the first oil reservoir 52, but the first discharge oil 48s is temporarily held in the catch tank 86, so that the first Since the oil 48 in the oil reservoir 52 is reduced and the oil level is lowered, the stirring resistance of the oil 48 by the differential device 32 is reduced and the power transmission efficiency is improved.

  In the above embodiment, the upper discharge port 82d is provided above the discharge port 76d so that the bearing 62 that rotatably supports the shaft 28 of the reduction gear device 30 is properly lubricated even at a low vehicle speed. The same configuration can be applied to the bearings of other shafts such as the input shaft 22 and the lubrication of the gear 64. The oil 48 can be supplied from the first oil pump P1 to other components such as the motor generators MG1 and MG2 and the planetary gear unit 24, and the same lubricating structure as that of the bearing 62 can be adopted. .

  In the above embodiment, the lubrication device 40 provided on the transaxle 12 of the hybrid vehicle 10 has been described. However, as shown in FIG. 8, the transaxle of the electric vehicle 90 provided with a motor generator MG as a driving force source. The present invention can also be applied to a lubricating device provided at 92. The transaxle 92 amplifies the torque of the motor generator MG by the reduction gear device 30 and transmits it to the differential device 32, and distributes it to the left and right drive wheels 38 together with the motor generator MG in a case 96. Is housed inside. That is, the transaxle 12 is such that the motor generator MG, which is a driving force source, and the driving wheels 38 always rotate in conjunction with each other.

  The lubrication apparatus 100 in FIG. 9 is an example of the lubrication apparatus for the transaxle 92 and includes a single oil pump P that is connected to a differential apparatus 32 that is an output unit and is driven to rotate. For example, the lubrication apparatus 100 in FIG. Similar to the apparatus 40, the oil supply pipe 70, the catch tank 86, and the like provided with the first supply oil passage 42 are provided. The oil supply pipe 70 supplies the oil 48 to the lubrication-necessary parts such as the bearing 62 and the gear 64 of the power transmission mechanism 94, and the upper discharge oil 48s discharged from the upper discharge port 82d is supplied to the bearing 62 at a low vehicle speed. Is done. Also in this case, the same effect as the lubrication apparatus 40 of the said Example can be obtained in the lubrication performance with respect to the lubrication required part of the bearing 62 or the gear 64. FIG.

  As mentioned above, although the Example of this invention was described in detail based on drawing, these are one Embodiment to the last, This invention is implemented in the aspect which added the various change and improvement based on the knowledge of those skilled in the art. be able to.

  10: Hybrid type automobile (vehicle) 12, 92: Transaxle (power transmission device) 14, 96: Case 16, 94: Power transmission mechanism 38: Drive wheel 40, 100: Lubricating device 42: First supply oil passage (supply) (Oil path) 46: Oil reservoir 48: Oil 48s: Upper discharge oil (oil) 62: Bearing (parts requiring lubrication) 64: Gear (parts requiring lubrication) 70: Oil supply pipe (oil supply part) 76d: Discharge port ( First discharge port) 82d: Upper discharge port (second discharge port) 84a, 84b, 84c: Guide plate (guide portion) 86: Catch tank (oil receiving portion) 90: Electric vehicle (vehicle) P1: First oil pump (Oil pump) P: Oil pump

Claims (1)

A power transmission mechanism is provided in a power transmission device for a vehicle accommodated in a case, and oil in an oil reservoir provided in the bottom of the case is sucked by an oil pump and supplied to a portion requiring lubrication in the case In a lubricating device for a vehicle power transmission device,
While having an oil supply section provided with a supply oil passage for supplying oil discharged from the oil pump to the lubrication required site,
The oil supply unit includes a first discharge port that supplies oil to the lubrication-needed portion, and a second discharge port that is provided above the first discharge port and discharges oil in a second discharge direction having a horizontal component. And an exit,
An oil receiving portion that receives oil discharged from the second discharge port is provided at a position within the case and spaced from the second discharge port in the second discharge direction,
The oil discharged from the second discharge port is placed in the lower part of the second discharge port in the case when the oil discharged from the second discharge port does not reach the oil receiving portion. A lubrication device for a vehicle power transmission device, characterized in that a guide portion is provided to guide to the same lubrication required site as the supply site of oil discharged from the first discharge port.

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