JP2019183897A - Lubrication device of power transmission device for vehicle - Google Patents

Abstract

To increase the supply of a lubricant to a bearing of an electric motor in which a lubricant quantity is liable to be lowered during the traveling of a vehicle by the electric motor in which an internal combustion engine has been stopped, in a lubrication device of a power transmission device for the vehicle for supplying the lubricant to a gear mechanism accommodated in a gear chamber from a mechanical oil pump which is driven accompanied by the traveling of the vehicle, and supplying the lubricant to the electric motor accommodated in a motor chamber from the other mechanical oil pump which is driven by the internal combustion engine.SOLUTION: A case oil hole 44 which is formed by elongating a case opening 44 formed at a bulkhead 48 of a case 14 for partitioning a gear chamber 70 and a motor chamber 72 up to the motor chamber 72 side is formed at the case 14, and a lubricant is supplied even to an LH-bearing 42 of a first motor generator MG1 from a first oil pump P1 for supplying the lubricant to a gear mechanism 16 even in EV-traveling, thus eliminating the lowering of a lubricant amount.SELECTED DRAWING: Figure 9

Description

  The present invention relates to a lubricating device for a vehicle power transmission device that supplies lubricating oil used for lubrication and cooling of the vehicle power transmission device.

  A vehicle power transmission device comprising: a mechanical oil pump that is mechanically driven to rotate as the vehicle travels; and another mechanical oil pump that is rotationally driven by a driving force source different from the mechanical oil pump. There are known lubrication devices. For example, in the lubricating device for a vehicle power transmission device disclosed in Patent Document 1, a gear mechanism including a first gear type oil pump that is mechanically driven by an output unit that rotationally drives an axle of a drive wheel, and the like, and a gear unit. The lubricating oil is supplied to the motor, and the lubricating oil is supplied to the electric motor by the second mechanical oil pump that is mechanically driven to rotate by the internal combustion engine.

JP 2017-137991 A

  However, in the lubricating device of the vehicle power transmission device in which the gear mechanism is housed in the gear chamber and the electric motor is housed in the motor chamber adjacent to the gear chamber, when the internal combustion engine is stopped and the motor is running, When the second mechanical oil pump is stopped, the amount of lubricating oil supplied into the motor chamber tends to decrease. Especially for motor bearings, the amount of lubricating oil may decrease in a shorter time compared to other parts, and the internal combustion engine is stopped and the motor runs for a long time at a high speed. In this case, there is a possibility that the range of the electric motor travel is limited in order to avoid a decrease in the amount of lubricating oil in the motor bearing.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is that there is no reduction in the amount of lubricating oil in the bearing of the motor even during high-speed motor travel. It is an object of the present invention to provide a lubricating device for a vehicle power transmission device that can make the travel distance longer.

  The gist of the first invention is (a) an electric motor housed in a motor chamber of a power transmission device, and a gear mechanism housed in a gear chamber of the power transmission device provided adjacent to the motor chamber. A first mechanical oil pump that constitutes a part of the gear mechanism and is mechanically driven by an output unit that rotationally drives an axle of a driving wheel, and is stored in the gear chamber by a driving force of an internal combustion engine. A lubricating device for a vehicle power transmission device comprising: a second mechanical oil pump for supplying lubricating oil to the electric motor; (b) the lubricating oil discharged from the first mechanical oil pump is In addition to being supplied to the gear mechanism, it is supplied to a bearing of the electric motor in the motor chamber.

  The gist of the second invention is that in the lubricating device for a vehicle power transmission device according to the first invention, lubricating oil is supplied from the second mechanical oil pump to the electric motor via a cooling pipe, and the first Lubricating oil supplied to the electric motor from a mechanical oil pump is supplied to a bearing of the electric motor in the motor chamber via an inner side of a flange provided on the outer peripheral surface of the cooling pipe.

  According to the first invention, the electric motor housed in the motor chamber of the power transmission device, the gear mechanism housed in the gear chamber of the power transmission device provided adjacent to the motor chamber, and one of the gear mechanisms And a lubricating oil stored in the gear chamber by the driving force of the internal combustion engine to the electric motor. A lubricating device for a vehicle power transmission device including a second mechanical oil pump to be supplied, wherein the lubricating oil discharged from the first mechanical oil pump is supplied to the gear mechanism, and Supplied to the motor bearing in the motor chamber. Therefore, even when the motor runs at high speed, the amount of lubricating oil in the motor bearing does not decrease, and the distance of the motor running can be extended.

  According to the second aspect of the invention, lubricating oil is supplied from the second mechanical oil pump to the electric motor via a cooling pipe, and the lubricating oil supplied from the first mechanical oil pump to the electric motor is It is supplied to the bearing of the electric motor in the motor chamber via the inner side of the flange provided on the outer peripheral surface of the pipe. Therefore, as compared with the case where a separate lubrication pipe is used, a smaller amount of lubricating oil can be supplied via the gutter, and a smaller installation area is possible.

1 is a skeleton diagram illustrating a schematic configuration of a vehicle to which a lubricating device for a vehicle power transmission device of the present invention is applied. It is sectional drawing which shows the positional relationship of the some axis | shaft with which the power transmission device for vehicles of FIG. 1 is equipped. It is a figure explaining two types of driving modes which can be performed with the vehicle of FIG. It is a map explaining an example of the driving | running | working area | region of two types of driving modes of FIG. It is a hydraulic circuit diagram explaining an example of a structure of the conventional lubricating device of the power transmission device for vehicles of FIG. FIG. 2 is a cross-sectional view showing an arrangement of an electric motor, a gear mechanism, and the like in a case that houses a lubricating device of the vehicle power transmission device of FIG. 1. It is a hydraulic circuit diagram explaining an example of a structure of the lubricating device of this invention used for the power transmission device for vehicles of FIG. It is the figure which added the oil path of the lubricating oil supplied to the bearing of the electric motor in a motor chamber to sectional drawing of FIG. 2, and showed the example of the arrangement | positioning. It is an arrow view which shows the cross section seen from the direction A of the arrow shown by FIG. FIG. 10 is a cross-sectional view illustrating an oil passage that supplies lubricating oil to a bearing of an electric motor in a motor chamber, which has a structure different from that of FIG. 9. It is a perspective view explaining the structure of the collar provided in the outer peripheral surface of the cooling pipe of FIG. It is sectional drawing which shows the structure of the cooling pipe of FIG.

  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, 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 vehicle power transmission device (hereinafter referred to as a power transmission device) 12 of a hybrid vehicle 10 to which the present invention is applied, and a plurality of axes constituting the power transmission device 12 are common. It is the expanded view developed and shown so that it may be located in a plane. FIG. 2 is a cross-sectional view showing the positional relationship between the plurality of axes. The power transmission device 12 is a horizontally mounted hybrid vehicle transaxle such as an FF vehicle in which a plurality of shafts are arranged along the vehicle width direction, and is housed in a case 14 shown in FIG. The case 14 is constituted by a plurality of members as required. In FIG. 2, a surface for fastening the plurality of members with bolts or the like, that is, a case alignment surface 46 is indicated by hatching.

  The power transmission device 12 includes a first axis S1 to a fifth axis S5 that are substantially parallel to the vehicle width direction, and is coupled to the engine 20 corresponding to the internal combustion engine that is a driving force source on the first axis S1. An input shaft 22 is provided, and a single pinion type planetary gear unit 24 and a first motor generator MG1 corresponding to an electric motor are disposed 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 output gear Ge is provided on the ring gear 24r. 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 output gear Ge. Further, the torque of the first motor generator MG1 is set to 0 and the sun gear 24s is idled, thereby preventing the engine 20 from being rotated.

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

  The reduction small gear Gr2 is meshed with the diff ring gear Gd of the differential device 32 disposed on the fourth axis S4, and the driving force from the engine 20 and the second motor generator MG2 is transmitted to the left and right via the differential device 32. It is distributed to the axle 36 and transmitted to the left and right drive wheels 38. The differential device 32 corresponds to an output unit. The output gear Ge, the reduction large gear Gr1, the reduction small gear Gr2, the diff ring gear Gd (hereinafter simply referred to as the gear 52 unless otherwise specified), the planetary gear device 24, and the differential device 32 constitute the gear mechanism 16. Yes.

  The differential ring gear Gd of the differential device 32 is meshed with a pump drive gear Gp of a first mechanical oil pump P1 (hereinafter referred to as a first oil pump) disposed on the fifth axis S5. The first oil pump is a mechanical oil pump that is mechanically driven by the differential device 32 as the vehicle 10 travels via a pump drive gear Gp meshed with the diff ring gear Gd, and is linked to the def ring gear Gd. It is also possible to engage the pump drive gear Gp with the rotating reduction gear Gr1 and the reduction gear Gr2 and the like so as to be driven to rotate. The second mechanical oil pump P <b> 2 (hereinafter referred to as a second oil pump) is a mechanical oil pump that is coupled to the input shaft 22 and mechanically driven to rotate by the engine 20.

  In such a hybrid vehicle 10, an EV (Electric Vehicle) travel mode and an HV (Hybrid Vehicle) travel mode shown in FIG. 3 can be executed. For example, as shown in FIG. 4, a required driving force (accelerator operation amount, etc.) The vehicle is switched to the EV traveling mode and the HV traveling mode in accordance with a mode switching map determined using the vehicle speed V as a parameter. The EV travel mode is a mode in which the second motor generator MG2 is used as a drive power source by performing power running control with the engine 20 stopped. The EV travel mode is selected in a low required drive 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 in a region where the required driving force (high load) is higher than that in the EV traveling mode. . 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.

  FIG. 5 is a hydraulic circuit diagram illustrating a conventional lubricating device 49 provided in the hybrid vehicle 10. As shown in FIG. 5, the lubrication device 49 includes a first oil pump P1 and a strainer 58 and a second oil pump P2 and a strainer 56 as suction devices. Each part in the power transmission device 12 is shared and lubricated through the supply path L2. Lubricating oil is supplied to the gear 52 and the differential device 32 through the first supply path L1 from the first oil pump P1 that is mechanically driven to rotate by the differential ring gear Gd of the differential device 32. 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, and the second oil passage L2 connected to the second oil pump has a pressure increase. Is provided with a pair of relief valve LV1 and relief valve LV2. The lubricating oil supplied from the second oil passage L2 is supplied from the upper pipe 60 to the first motor generator MG1 and from the upper pipe 62 to the second motor generator MG2 via the water-cooled oil cooler 40. From the second oil pump P2, the lubricating oil is supplied to the planetary gear unit 24 through the throttle OR1, and is supplied to the shaft cooling hole 64 installed in the first motor generator MG1. Thus, the first motor generator MG1 is cooled. Lubricating oil is supplied from shaft cooling hole 64 and upper pipe 60 to LH bearing 42 that holds the rotation of first motor generator MG1.

  6 shows the first electric motor MG1 and the second electric motor MG1 when the inside of the case 14 of the power transmission device 12 is viewed from a direction perpendicular to the cross-sectional view shown in FIG. 2, that is, a direction from the rear side to the front side of the vehicle 10. An outline of the arrangement of the electric motor MG2, the differential device 32, the gear 52 and the like in the case 14 is shown. In addition, in order to clarify the mutual positional relationship of 1st axis line S1, 3rd axis line S3, and 4th axis line S4, it is shown as the figure seen from the diagonally upward direction behind a vehicle. Due to the mating surface 46 of the case 14, the case 14 and a part of the case 14 (not shown) are fastened by a bolt or the like, so that a space for holding the lubricating oil is formed. The space in the case 14 is divided into two spaces, a gear chamber 70 and a motor chamber 72, by a partition wall 48. The gear chamber 70 accommodates the planetary gear device 24, the gear 52, the differential device 32, and the like, and the motor chamber 72 stores the first motor generator MG1, the LH bearing 42 that holds the rotation of the first motor generator MG1, and the second motor gear MG1. A motor generator MG2 and the like are accommodated.

  FIG. 7 is a hydraulic circuit diagram illustrating the lubricating device 50 provided in the hybrid vehicle 10 of the present embodiment. As shown in FIG. 5, in the conventional lubrication device 49, the opening of the upper pipe 62 and the shaft core cooling hole via the second oil path L <b> 2 from the second oil pump P <b> 2 that is rotationally driven by the engine 20. Lubricating oil is supplied from 64 to the LH bearing 42. For this reason, in the conventional lubrication device 49, the second oil pump P2 does not operate during high-speed and long-time EV traveling, so the life is reduced due to a decrease in the amount of lubricating oil in the LH bearing 42 holding the first motor generator MG1. It was easy to occur. In the present embodiment, a third oil passage L3 that supplies lubricating oil from the first oil pump P1 driven by the differential device 32 to the LH bearing 42 and a catch tank 54 that stores the lubricating oil supplied from the first oil pump. And a hydraulic circuit for supplying lubricating oil to the LH bearing 42 from the opening of the fourth oil passage L4 connected to the catch tank 54 is added. As a result, the lubricating oil is supplied to the LH bearing 42 even during the EV traveling of the vehicle 10. The rest is the same as the conventional lubricating device 49. The catch tank 54 has a known structure capable of storing a predetermined amount of lubricating oil and continuously supplying the lubricating oil to the LH bearing 42.

  In FIG. 8, the positions of the catch tank 54 installed in the case 14 and the lubrication pipe 74 constituting the third oil passage L3 are shown as schematic views, and the direction perpendicular to the mating surface 46 of the case 14 is shown. The figure which looked at the gear chamber 70 in the case 14 from the direction which goes to the motor chamber 72 from the gear chamber 70 is shown. In the gear chamber 70, the first axis S1 to the fifth axis S1, the gear 52, the motor output gear Gm, the pump drive gear Gp, and the first oil pump P1 are shown, and the position of one motor generator MG1 is shown. It is shown with a dashed-dotted line. The catch tank 54 is installed on the vehicle upper side of the output gear Ge in the gear chamber 70, and is supplied with lubricating oil from the first oil pump P1 via a lubricating pipe 74 indicated by a broken line.

  In FIG. 9, the cross section seen from the direction shown by the arrow A of FIG. 8 is shown. In FIG. 9, the first motor MG1, the LH bearing 42, the upper pipe 60 that supplies the lubricating oil to the first motor MG1, and the case oil that is an oil passage provided in the case 14 that supplies the LH bearing 42 with the lubricating oil. Hole 66 and catch tank 54 are shown. The case oil hole 66 is not provided in the case 14, but, for example, the case oil hole 66 made of a separate member is joined to the case opening 44 penetrating the gear chamber 70 and the motor chamber 72 by welding or the like. Also good. The lubricating oil supplied from the catch tank 54 is supplied to the LH bearing through the case oil hole 66. The lubricating oil supplied from the upper pipe 62 is supplied from the second oil pump P2, and the lubricating oil supplied from the case oil hole 66 is supplied from the first oil pump P1.

  According to this embodiment, the first motor generator MG1 housed in the motor chamber 72 of the power transmission device 12 and the gear mechanism housed in the gear chamber 70 of the power transmission device 12 provided adjacent to the motor chamber 72. 16, a first oil pump P 1 that constitutes a part of the gear mechanism 16 and is mechanically driven by a differential device 32 that rotationally drives the axle 36 of the drive wheel 38, and a gear chamber 70 by the driving force of the engine 20. And a second oil pump P2 for supplying the first stored oil to the first motor generator MG1, and the lubricating device 50 of the vehicle power transmission device 12 includes the lubricating oil discharged from the first oil pump P1. Is supplied to the gear mechanism 16 and to the LH bearing 42 of the first motor generator MG in the motor chamber 72. Therefore, the amount of lubricating oil in the LH bearing 42 of the first motor generator MG1 does not decrease even during high-speed EV travel, and the EV travel distance can be extended.

  Next, another embodiment of the present invention will be described. In the following description, parts common to those in the above-described embodiment are denoted by the same reference numerals and description thereof is omitted.

  FIG. 10 shows a structure of the case oil hole 66 shown in FIG. 9, which is the same as that of the above embodiment. In FIG. 10, the lubricating oil stored in the catch tank 54 by the first oil pump P <b> 1 is dripped from the case opening 44 opened in the case 14, and a hooked upper pipe in which a hook 76 is formed on the upper pipe 62. It is supplied to the LH bearing 42 via 68 collar 76.

  FIG. 11 is a perspective view of the hooked upper pipe 68 as seen from the upper side on the motor chamber 72 side. FIG. 12 shows a cross section of the flanged upper pipe 68. Lubricating oil supplied from the catch tank 54 via the case opening 44 is dropped from the case opening 44 to the flange 76 as indicated by an arrow, and flows to the LH bearing 42 after flowing through the flange 76.

  According to this embodiment, the first motor generator MG1 housed in the motor chamber 72 of the power transmission device 12 and the gear mechanism housed in the gear chamber 70 of the power transmission device 12 provided adjacent to the motor chamber 72. 16, a first oil pump P 1 that constitutes a part of the gear mechanism 16 and is mechanically driven by a differential device 32 that rotationally drives the axle 36 of the drive wheel 38, and a gear chamber 70 by the driving force of the engine 20. And a second oil pump P2 for supplying the first stored oil to the first motor generator MG1, and the lubricating device 50 of the vehicle power transmission device 12 includes the lubricating oil discharged from the first oil pump P1. Is supplied to the gear mechanism 16 and to the LH bearing 42 of the first motor generator MG in the motor chamber 72. Therefore, the amount of lubricating oil in the LH bearing 42 of the first motor generator MG1 does not decrease even during high-speed EV travel, and the EV travel distance can be extended.

  Furthermore, according to the present embodiment, the lubricating oil is supplied from the second oil pump P2 to the first electric motor MG1 via the upper pipe 68, and the lubricating oil supplied from the first oil pump P1 to the first electric motor MG1 is Then, it is supplied to the LH bearing 42 of the first electric motor MG <b> 1 in the motor chamber 72 through the inside of the flange 76 provided on the outer peripheral surface of the upper pipe 68. Therefore, as compared with a case where the guide oil passage 66 is separately used, a smaller amount of lubricating oil can be supplied via the flange 76, and a smaller installation area is possible.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

  In the above-described embodiment, the lubricating oil is supplied from the first oil pump P1 to the LH bearing 42 that holds the rotation of the first motor generator MG1 during EV traveling of the vehicle 10. Not limited to. For example, the lubricating oil is supplied from the first oil pump P1 to members other than the LH bearing 42 that may cause a shortage of lubricating oil during EV traveling, such as a bearing that holds the rotation of the second motor generator MG2. There may be.

  In the above-described embodiment, the lubricating oil supplied from the first oil pump P1 to the LH bearing 42 is temporarily stored in the catch tank 54. However, the present invention is not limited to this. For example, the lubricating oil is supplied by an orifice or the like. Lubricating oil whose amount is limited may be supplied to the LH bearing 42 or the like.

  Furthermore, in the above-described embodiment, the vehicle 10 is provided with the engine 20 and the two motor generators MG1 and MG2 as driving force sources and the first oil pump P1 and the second oil pump P2. However, the present invention is not limited to this. For example, the present invention can be applied to a case where the first oil pump P1 and the second oil pump P2 are mounted on a vehicle including the engine 20 and one motor generator MG or three or more motor generators MG.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

12: Power transmission device 20: Engine (internal combustion engine)
32: Differential device (output unit)
36: Axle 38: Drive wheel 42: LH bearing (bearing)
50: Lubricating device 60, 62: Top pipe (cooling pipe)
70: Gear chamber 72: Motor chamber 76: 樋 MG1, MG2: First and second motor generators (electric motors)
P1, P2: first and second oil pumps (first and second mechanical oil pumps)

Claims (2)

An electric motor housed in the motor chamber of the power transmission device, a gear mechanism housed in the gear chamber of the power transmission device provided adjacent to the motor chamber, a part of the gear mechanism and a drive wheel A first mechanical oil pump that is mechanically driven by an output unit that rotationally drives the axle of the engine, and a second mechanical oil that supplies lubricating oil stored in the gear chamber to the electric motor by a driving force of an internal combustion engine. A lubricating device for a vehicle power transmission device comprising a pump,
Lubricating oil discharged from the first mechanical oil pump is supplied to the gear mechanism and is also supplied to a bearing of the electric motor in the motor chamber. Lubricating oil is supplied from the second mechanical oil pump to the electric motor via a cooling pipe,
Lubricating oil supplied from the first mechanical oil pump to the electric motor is supplied to a bearing of the electric motor in the motor chamber via an inner side of a flange provided on an outer peripheral surface of the cooling pipe. The lubricating device for a vehicle power transmission device according to claim 1.

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