JP3922237B2 - Powertrain oil supply device - Google Patents

Description

  The present invention relates to an oil supply device for a power train that supplies oil to an oil required portion.

  Conventionally, in a power train mounted on a vehicle, various rotating elements are provided inside the casing. Lubricating oil inside the casing leaks outside the casing, or foreign matter outside the casing enters inside the casing. In order to prevent intrusion, a sealing device is provided. As this sealing device, a sealing device that forms a sealing surface in contact with a rotating element is known. In such a contact-type sealing device, since the rotary element and the sealing device slide on the seal surface, it is necessary to supply lubricating oil to the seal surface.

An example of an internal combustion engine having such a lubricating device for a sealing device is described in Patent Document 1. In the internal combustion engine described in Patent Document 1, a crankshaft is supported by a bearing metal provided in a shaft hole of a cylinder block. An oil seal is provided outside the cylinder block. This oil seal has an oil seal case, a slinger, a dust seal, a lip, and a support plate. The oil seal case is fixed to the cylinder block, the dust seal and the lip are fixed to the support plate, and the support plate is fixed to the oil seal case. The slinger is press-fitted into the crankshaft, and the dust seal and lip are in contact with the slinger. Further, a packing is interposed between the cylinder block and the oil seal case, and an oil reservoir is formed by the protruding portion of the packing. Then, the lubricating oil splashed by the centrifugal force by the rotation of the crankshaft is accumulated in the oil reservoir. As described above, in Patent Document 1, a dam is formed by packing, and the seal function and the lubrication function can be given to the packing, so that seizure of the oil seal can be prevented.
JP-A-9-195742

  However, in the oil seal lubrication device for an internal combustion engine described in Patent Document 1, depending on the operating state of the internal combustion engine, the amount of lubricating oil supplied to the oil sump decreases and the function of lubricating the oil seal decreases. There was a possibility.

  An object of the present invention is to provide an oil supply device for a power train that can suppress a decrease in the amount of oil supplied to the oil required portion.

To achieve the above object, a first aspect of the invention, a power tray down, from driving force source to the wheels, wherein the input shaft is connected to said driving power source, and the outer peripheral surface of the input shaft Input An oil seal disposed between a partition through which the shaft passes, and a hollow shaft that is rotatably fitted to the outer peripheral side of the input shaft and integrated with the rotor of the motor / generator. in the oil supply device configured Pas Watoren as hollow shaft to supply the lubricant oil is scattered by rotating the oil seal, and the oil quantity determining means for determining the amount of oil supplied to the oil seal , based on the amount of oil supplied to the oil seal, to control the operating state before the SL motor generator , Ru der those characterized by comprising a power train control means for adjusting the amount of oil supplied to the oil seal.

According to a second aspect of the present invention, in addition to the configuration of the first aspect, the oil amount determining means determines that the oil amount is small when a state in which the rotational speed of the hollow shaft is not more than a predetermined value continues for a predetermined time. And the power train control means controls the operating state of the motor / generator so as to increase the number of revolutions of the hollow shaft when the oil quantity judging means judges that the oil quantity is small. and it is characterized in that has been configured to control.

According to a third aspect of the present invention, in addition to the configuration of the second aspect, the power train control means increases the number of rotations of the hollow shaft during a predetermined time and increases the number of rotations for another predetermined time. It is configured to control the motor / generator so as to return to the original rotational speed after maintaining for a while .

According to a fourth aspect of the present invention, in addition to the configuration of any one of the first to third aspects, the power train has a power distribution device that distributes the power of the driving force source to the motor / generator and the wheels. The power distribution device has three rotating elements capable of differential rotation, a first rotating element is connected to the driving force source, a second rotating element is connected to the motor / generator, A rotating element is coupled to the wheel, and the motor / generator has a function of generating a reaction torque corresponding to a torque transmitted from the driving force source to the power distribution device, and the motor / generator power is via the pre Symbol hollow sheet Yafuto, wherein is configured to be transmitted to the second rotating element, the function of controlling the operating state of the power train, the motor-generator A function of adjusting an amount of oil supplied to the oil seal by controlling an output and controlling a transmission gear ratio between the driving force source and the third rotating element; To do.

According to a fifth aspect of the present invention, in addition to the structure of any one of the first to fourth aspects , the partition wall defines a motor / generator housing chamber in which the motor / generator is housed. It is.

According to the present invention, based on the determination result of the oil amount supplied to turn Lee Lucille, it is possible you to change the rotational speed of the hollow shaft of the driving state of the motor generator control to . Therefore, by increasing or decreasing the amount of oil scattered from the hollow shaft, it is possible to suppress the deterioration of the oil amount supplied to O b Lucille.

According to the invention of claim 2, in addition to obtaining the same effect as that of the invention of claim 1, it is determined that the amount of oil is small because the state in which the rotational speed of the hollow shaft is below a predetermined value continues for a predetermined time. , the rotational speed of the hollow shaft is increased in accordance therewith, it is possible to increase the oil amount to be scattered from the hollow shaft, to increase the amount of oil supplied to the O Lee Lucile.

According to the invention of claim 3, in addition to achieving the same effects as the invention of claim 2, the rotational speed of the hollow shaft, the rotation number of the other with their increased with the al increase over a predetermined time It is maintained for a predetermined time, and then returned to the original rotational speed, during which the amount of oil scattered from the hollow shaft and supplied to the oil seal is increased.

According to the invention of claim 4, in addition to obtaining the same effect as the invention of any of claims 1 to 3, the reaction force torque of the driving force source is generated by controlling the output of the motor generator. Thus, when controlling the gear ratio between the first rotating element and the third rotating element, oil is supplied to the oil seal.

According to the fifth aspect of the invention, in addition to obtaining the same effects as the first to fourth aspects of the invention , the motor / generator housing chamber is partitioned by the partition wall and the oil seal, and the hermeticity is maintained.

  Next, specific examples of the present invention will be described with reference to the drawings. FIG. 2 is a skeleton diagram showing a power train of a vehicle having the oil supply device of the present invention. The vehicle shown in FIG. 2 is a hybrid vehicle Ve of the FF (front engine front drive; engine front front wheel drive) type. In FIG. 2, reference numeral 1 denotes an engine. As the engine 1, an internal combustion engine, specifically, a gasoline engine, a diesel engine, an LPG engine, a methanol engine, a hydrogen engine, or the like can be used.

  In this embodiment, a case where a gasoline engine is used as the engine 1 will be described for convenience. The engine 1 is a device that outputs power from the crankshaft 2 by combustion of fuel, and is a known device that includes an intake device, an exhaust device, a fuel injection device, an ignition device, a cooling device, and the like. The crankshaft 2 is disposed horizontally in the vehicle width direction, and a flywheel 3 is formed at the rear end of the crankshaft 2.

  A hollow transaxle case 4 is attached to the outer wall of the engine 1. Inside the transaxle case 4, an input shaft 5, a first motor / generator 6, a power distribution device 7, a transmission mechanism 8, and a second motor / generator 9 are provided. The input shaft 5 is disposed coaxially with the crankshaft 2. A clutch hub 10 is spline-fitted to an end of the input shaft 5 on the crankshaft 2 side.

  A torque limiter 11 is provided in the power transmission path between the flywheel 3 and the input shaft 5. Further, a damper mechanism 12 that suppresses and absorbs torque fluctuation between the flywheel 3 and the input shaft 5 is provided. The first motor / generator 6 is disposed outside the input shaft 5, and the second motor / generator 9 is disposed farther from the engine 1 than the first motor / generator 6.

  That is, the first motor / generator 6 is disposed between the engine 1 and the second motor / generator 9. The first motor / generator 6 and the second motor / generator 9 function as an electric motor driven by the supply of electric power (power running function) and function as a generator that converts kinetic energy into electric energy (regenerative function). And have both. Both the first motor generator 6 and the second motor generator 9 can be switched between forward rotation and reverse rotation. Further, a power supply device (not shown) for supplying power to the first motor generator 6 and the second motor generator 9 is provided. As the power supply device, a power storage device such as a battery or a capacitor, or a known fuel cell can be used.

  Inside the transaxle case 4, partition walls 50 and 51 that are continuous with the transaxle case 4 are formed. The partition walls 50 and 51 are arranged at different positions in the axial direction of the input shaft 5. Specifically, the partition wall 50 is disposed between the engine 1 and the partition wall 51 in the axial direction. A motor / generator storage chamber 52 partitioned by the partition walls 50, 51 is formed, and the first motor / generator 6 is arranged in the motor / generator storage chamber 52. The partition wall 50 partitions the motor / generator storage chamber 52 from the other storage chamber 55. In the storage chamber 55, the clutch hub 10, the damper mechanism 12, the torque limiter 11, and the like are arranged.

  The first motor / generator 6 has a stator 13 fixed to the transaxle case 4 side and a rotatable rotor 14. The stator 13 has an iron core 15 and a coil 16 wound around the iron core 15. On the other hand, a hollow shaft 17 is attached to the outer periphery of the input shaft 5. And the input shaft 5 and the hollow shaft 17 are comprised so that relative rotation is possible, and the rotor 14 and the hollow shaft 17 are connected so that it may rotate integrally. Further, a bearing 53 is attached to the inner periphery of the partition wall 50, and a bearing 54 is attached to the inner periphery of the partition wall 51. The hollow shaft 17 is rotatably held by the bearings 53 and 54.

  The configuration in the vicinity of the bearing 53 will be described with reference to the cross-sectional view of FIG. An oil passage 56 is formed in the input shaft 5 in the direction of the axis A <b> 1, and an oil passage 57 branched from the oil passage 56 is opened on the outer peripheral surface of the input shaft 5. A needle bearing 58 is provided inside the hollow shaft 17, and the input shaft 5 is supported by the needle bearing 58. The bearing 53 has an inner ring 59 and an outer ring 60, the inner ring 59 is fitted and fixed to the outer periphery of the hollow shaft 17, and the outer ring 60 is fitted and fixed to the cylindrical portion 61 of the partition wall 50.

  On the other hand, a side surface 63 of the partition wall 55 is formed at a position corresponding to the space between the opening 62 of the input shaft 5 and the storage chamber 55 in the axial direction of the input shaft 5. The side surface 63 is orthogonal to the axis A1 and is formed in an annular shape about the axis A1. The side surface 63 is disposed at a position and orientation facing the bearing 53. The side surface 63 is arranged on the outer peripheral side of the opening 62 in the radial direction centered on the axis A1. In addition, a shaft hole 64 is formed in the partition wall 50, and a part of the input shaft 5 is disposed in the shaft hole 64. An oil seal 65 is attached to the inner peripheral surface of the partition wall 50 that forms the shaft hole 64. The oil seal 65 has a seal lip 66, and the seal lip 66 and the outer peripheral surface of the input shaft 5 are in contact with each other to form a seal surface B1. The oil seal 65 is made of a rubber-like elastic body, in other words, a material such as an elastomer.

  On the other hand, as shown in FIG. 2, the power distribution device 7 is provided between the first motor / generator 6 and the second motor / generator 9 in the axial direction of the input shaft 5. The power distribution device 7 has a so-called single pinion type planetary gear mechanism 7A. That is, the planetary gear mechanism 7 </ b> A includes a sun gear 18, a ring gear 19 disposed concentrically with the sun gear 18, and a carrier 21 that holds a pinion gear 20 that meshes with the sun gear 18 and the ring gear 19.

  The three rotary elements of the power distribution device 7 configured as described above, that is, the sun gear 18, the ring gear 19, and the carrier 21 can be differentially rotated with respect to each other. The sun gear 18 and the hollow shaft 17 are connected to rotate integrally, and the carrier 21 and the input shaft 5 are connected to rotate integrally. The ring gear 19 is formed on the inner peripheral side of an annular member (in other words, a cylindrical member) 22 arranged coaxially with the input shaft 5, and a counter drive gear 23 is formed on the outer peripheral side of the annular member 22. Has been.

  On the other hand, a hollow shaft 24 is rotatably attached to the outer periphery of the input shaft 5, and the second motor / generator 9 is disposed on the outer peripheral side of the hollow shaft 24. The second motor / generator 9 has a stator 25 fixed to the transaxle case 4 and a rotatable rotor 26. The stator 25 has an iron core 27 and a coil 28 wound around the iron core 27. Further, the rotor 26 and the hollow shaft 24 are coupled so as to be integrally rotatable. As described above, the first motor / generator 6, the power distribution device 7, and the second motor / generator 9 are arranged concentrically.

  The speed change mechanism 8 is arranged between the power distribution device 7 and the second motor / generator 9 in the axial direction of the input shaft 5, and the speed change mechanism 8 is a so-called single pinion type planetary gear mechanism 8A. have. That is, the planetary gear mechanism 8 </ b> A holds the sun gear 29, the ring gear 30 that is concentrically arranged with the sun gear 29 and formed on the inner periphery of the annular member 22, and the pinion gear 31 that meshes with the sun gear 29 and the ring gear 30. And a carrier 32. The carrier 32 is fixed to the transaxle case 4 side. A bearing 33 that rotatably holds the annular member 22 is provided. Further, an oil pump 67 is provided at the end of the input shaft 5 opposite to the engine 1. The oil pump 67 is connected to the input shaft 5 and the hollow shaft 24 so that power can be transmitted. The discharge port of the oil pump 67 communicates with the oil passage 56. The oil pump 67 is configured to be driven by one of the input shaft 5 and the hollow shaft 24, specifically, a rotating element having a higher rotational speed.

  On the other hand, a countershaft 34 parallel to the input shaft 5 is provided inside the transaxle case 4. A counter driven gear 35 and a final drive pinion gear 36 are formed on the counter shaft 34. The counter drive gear 23 and the counter driven gear 35 are engaged with each other. Further, a differential 37 is provided inside the transaxle case 4, and the differential 37 is attached to the differential case 38 via a pinion shaft 40 and a final ring gear 39 formed on the outer peripheral side of the differential case 38. A plurality of pinion gears 41 connected, a side gear 42 meshed with the plurality of pinion gears 41, and two front drive shafts 43 connected to the side gears 42 are provided. A front wheel (wheel) 44 is connected to each front drive shaft 43. In this way, a so-called transaxle is formed in which the transmission mechanism 8 and the differential 37 are collectively incorporated in the transaxle case 4.

  Furthermore, as shown in FIG. 4, an electronic control device 100 for controlling the entire vehicle is provided. The electronic control device 100 includes an arithmetic processing device (CPU or MPU), a storage device (RAM and ROM), and an input / output. It is composed of a microcomputer mainly having an interface. For this electronic control unit 100, a signal from the ignition switch 101, a signal from the engine speed sensor 102, a signal from the brake switch 103, a signal from the vehicle speed sensor 104, a signal from the accelerator opening sensor 105, a signal from the shift position sensor 106, A signal from the resolver 107 that detects the rotation speeds of the first motor generator 6 and the second motor generator 9, a signal from the charge amount sensor 108 that detects the charge amount of the power storage device, and the like are input. The shift position detected by the shift position sensor 106 includes a parking position, a reverse position, a neutral position, a drive position, and the like. On the other hand, the electronic control device 100 outputs a signal for controlling the output of the engine 1, a signal for controlling the outputs of the first motor / generator 6 and the second motor / generator 9, and the like.

  In the hybrid vehicle Ve configured as described above, the output of the engine 1, the first motor / generator 6, based on the signal input to the electronic control device 100 and the data stored in the electronic control device 100. The output of the second motor / generator 9 is controlled. For example, when the engine start condition is satisfied, the first motor / generator 6 is started as an electric motor, the engine 1 is cranked by the torque of the first motor / generator 6, and the fuel is supplied and burned. Thus, when the engine speed reaches a speed at which autonomous rotation is possible, cranking by the first motor / generator 6 is completed.

  In addition, various modes such as the engine running mode, the hybrid mode, and the electric vehicle mode can be selectively switched based on conditions such as the driving force requirement of the hybrid vehicle Ve determined from the vehicle speed and the accelerator opening, and the shift position. The torque to be borne by the engine 1 and the torque to be borne by the second motor / generator 9 are determined.

  When the driving force request is equal to or greater than a predetermined value and the engine running mode is selected, the engine 1 is controlled to be in an operating state, and the torque output from the engine 1 is transmitted through the input shaft 5 as power. It is transmitted to the carrier 21 of the distribution device 7. Here, the first motor / generator 6 is controlled to function as a reaction force element, and the engine torque is transmitted to the ring gear 19.

  Specifically, the first motor / generator 6 is activated as a generator to generate regenerative torque, and a reaction torque corresponding to the engine torque is ensured. When the rotational speed of the first motor / generator 6 is controlled, the ratio between the rotational speed of the carrier 21 and the engine and the rotational speed of the ring gear 19, that is, the speed change, by the differential action of the rotational elements constituting the power distribution device 7. The ratio can be controlled steplessly. That is, the power distribution device 7 has a function as a continuously variable transmission.

  On the other hand, the electronic control unit 100 stores an engine control map as shown in FIG. In this engine control map, an optimum fuel consumption line F1 is set, and this optimum fuel consumption line F1 defines a high torque region in which the fuel consumption rate of the engine 1 is good with the engine speed and the engine torque as parameters. . Then, the torque to be borne by the engine 1 is calculated according to the driving force request described above, and when the engine speed is controlled based on the calculation result, the output of the first motor / generator 6 is controlled, By causing the power distribution device 7 to function as a continuously variable transmission, control is performed to bring the operating state of the engine 1 closer to the operating state along the optimum fuel consumption line F1.

  In this way, the engine torque transmitted to the ring gear 19 is transmitted to the front wheels 44 via the counter drive gear 23, the counter driven gear 35, the counter shaft 34, the final drive pinion gear 36, and the differential 37, and a driving force is generated. . As described above, the power distribution device 7 has a function of mechanically distributing the power output from the engine 1 to the first motor / generator 6 and the wheels 44. In this sense, the hybrid vehicle Ve is It can be said that it is a mechanically distributed hybrid vehicle. When the engine running mode is selected, no power is output from the second motor / generator 9.

  On the other hand, when the hybrid mode is selected, the engine 1 is operated and the second motor / generator 9 is activated as an electric motor. When the power of the second motor / generator 9 is transmitted to the sun gear 29 of the speed change mechanism 8 via the hollow shaft 24, the carrier 32 acts as a reaction force element, the rotational speed of the sun gear 29 is reduced, and The power is transmitted in the direction in which the ring gear 30 is rotated in the direction opposite to the direction of rotation of the sun gear 29. That is, when the hybrid mode is selected, the power of the engine 1 and the power of the second motor / generator 9 are combined by the power distribution device 7 and transmitted to the wheels 44.

  Further, when the electric vehicle mode is selected, the power of the second motor / generator 9 is transmitted to the wheels 44 in the same manner as described above, while the supply of fuel in the engine 1 is stopped. When the driving force request is equal to or less than the predetermined value and the hybrid vehicle Ve travels by repulsion, the power corresponding to the kinetic energy of the hybrid vehicle Ve is transmitted from the wheels 44 to the first motor generator 6 and the second motor. While being transmitted to the generator 9, at least one of the first motor / generator 6 or the second motor / generator 9 can be activated as a generator, and the generated power can be charged in the power storage device.

  Furthermore, when the engine mode or the hybrid mode is selected and the charge amount of the power storage device is insufficient, the power generation amount of the first motor / generator 6 is increased by increasing the engine output, It is also possible to execute control for increasing the charge amount of the power storage device.

  In the case of executing the control of the power train as described above, an operation state of the rotating element of the power distribution device 7, in other words, an example of the operating point will be described based on the alignment chart of FIG. In FIG. 6, the vertical axis indicates the rotation direction and the number of rotations of each rotary element, and the horizontal axis indicates each rotary element. Specifically, the rotation speed of the sun gear 18 and the first motor / generator 6 is indicated by “S”, the rotation speed of the carrier 21 and the engine is indicated by “C”, and the rotation speed of the ring gear 19 is “R”. It is shown. 6 is an example in which the drive position is selected and the hybrid vehicle Ve travels forward, and the rotation direction of the ring gear 19 is forward rotation. The rotation direction of the engine 1 is limited to forward rotation, and the rotation direction of the first motor / generator 6 can be switched between forward rotation and reverse rotation according to the engine speed.

  In FIG. 6, an example when the first motor / generator 6 rotates forward is indicated by a line segment C1, and an example when the first motor / generator 6 rotates reversely is indicated by a line segment C2. ing. Further, both the line segments C1 and C2 correspond to the case where the rotation speed of the ring gear 19 is the same.

  Next, the function of supplying lubricating oil to the motor / generator storage chamber 52 will be described. When the oil pump 67 is driven, the oil discharged from the oil pump 67 is supplied between the input shaft 5 and the hollow shaft 17 via the oil passage 56 and the oil passage 57. The oil between the input shaft 5 and the hollow shaft 17, in other words, the lubricating oil is discharged to the outside of the hollow shaft 17 through the opening 62 and is lubricated by the centrifugal force accompanying the rotation of the hollow shaft 17. Oil is blown out. The bearing 53 is lubricated by the lubricating oil, and the first motor / generator 6 is cooled by the lubricating oil. Here, since the oil seal 65 is provided, the lubricating oil supplied to the motor / generator storage chamber 52 can be prevented from leaking into the storage chamber 55. The oil seal 65 also has a function of preventing foreign matter in the storage chamber 55 from entering the motor / generator storage chamber 52.

  On the other hand, when the input shaft 5 rotates, the input shaft 5 and the seal lip 66 slide. Lubricating oil is supplied to the sliding portion between the input shaft 5 and the seal lip 66, specifically, to the seal surface B1 as follows. That is, a part of the lubricating oil blown off by the centrifugal force accompanying the rotation of the hollow shaft 17 adheres to the side surface 63 of the partition wall 50 and moves to the oil seal 65 side by the weight of the lubricating oil. Is supplied to the surface B1. As a result, seizure wear or the like of the oil seal 65 is suppressed, and the durability of the oil seal 65 is improved. Thus, since a part of the lubricating oil that is blown off by the centrifugal force accompanying the rotation of the hollow shaft 17 is supplied to the sealing surface B1, the amount of the lubricating oil supplied to the sealing surface B1 is the number of rotations of the hollow shaft 17, In other words, it varies depending on the rotational speed of the first motor / generator 6. Therefore, when the rotation speed of the first motor / generator 6 is less than or equal to the predetermined rotation speed, the amount of oil supplied to the seal surface B1 is less than or equal to a predetermined value, which may cause insufficient lubrication on the seal surface B1. .

  Therefore, in this embodiment, the control for adding the amount of lubricating oil on the seal surface B1 in addition to the above-described optimum fuel consumption line as a parameter for calculating the operating point of the power distribution device 7 is executed, whereby the seal surface It is possible to suppress insufficient lubrication in B1. Hereinafter, an example of control when the amount of lubricating oil is used as a parameter when calculating the operating point of the power distribution device 7 will be described based on the flowchart of FIG.

  When the above-described engine mode or hybrid mode is selected, the first operating point is calculated based on the map of FIG. 5 (step S1). Specifically, in step S1, the output that is the operating point of the engine 1, that is, the torque and the rotational speed, and the output that is the operating point of the first motor / generator 6, that is, the torque (reaction torque). And the rotational speed are calculated. Following this step S1, when the first operating point is selected, it is determined whether or not the predetermined amount Q1 or more of lubricating oil is supplied to the seal surface B1 (step S2).

  For example, the map shown in FIG. 7 is used for the processing in step S2. The map shown in FIG. 7 is a map showing an example of the relationship between the amount of lubricating oil supplied to the seal surface B1 and the rotation speed of the first motor / generator 6. In FIG. 7, when the first motor / generator 6 rotates forward and exceeds a predetermined rotational speed Nx, or when the first motor / generator 6 rotates backward and the predetermined rotational speed nx is When it exceeds, it is shown that the amount of lubricating oil is equal to or greater than the predetermined amount Q1.

  Therefore, when the first motor / generator 6 rotates forward and is equal to or less than the predetermined rotation speed Nx, or when the first motor / generator 6 rotates backward and is equal to or less than the predetermined rotation speed nx. Is negatively determined in step S2. On the other hand, when the first motor / generator 6 rotates forward and exceeds the predetermined rotational speed Nx, or when the first motor / generator 6 rotates backward and the predetermined rotational speed nx is reduced. If it exceeds, a positive determination is made in step S2.

  If the determination is negative in step S2, the "number of times determined negative in step S2" is counted up (step S3). Next, it is determined whether or not the number counted up in step S3 exceeds a predetermined number N (step S4). If the determination in step S4 is affirmative, processing for changing from the first operating point to the second operating point is performed (step S5), and the routine shown in FIG. 1 is terminated.

  In step S5, first, the second operating point is set so that the amount of lubricating oil supplied to the seal surface B1 is equal to or greater than a predetermined value Q1. When the first motor / generator 6 is rotating forward, a value exceeding the predetermined rotation speed Nx is selected as the rotation speed of the first motor / generator 6. For example, as shown in the collinear diagram of FIG. 6, the rotational speed of the first motor / generator 6 is increased from the rotational speed corresponding to the line segment C1 to the rotational speed corresponding to the line segment C3. On the other hand, when the first motor / generator 6 is rotating in the reverse direction, a value exceeding the predetermined rotational speed nx is selected as the rotational speed of the first motor / generator 6. For example, as shown in the collinear diagram of FIG. 6, the rotational speed of the first motor / generator 6 is increased from the rotational speed corresponding to the line segment C2 to the rotational speed corresponding to the line segment C4.

  As described above, when the rotational speed of the first motor / generator 6 is controlled, the engine rotational speed also changes to the rotational speed corresponding to the line segment C3 or C4. Here, when the engine speed changes from the speed corresponding to the line segment C1 to the speed corresponding to the line segment C3, the control for suppressing the change in the driving force of the vehicle is executed in step S5. To do. For example, when the operating point of the power distribution device 7 is switched from the line segment C1 to the line segment C3 and the engine speed increases, control for decreasing the engine torque is executed. On the other hand, when the operating point of the power distribution device 7 is switched from the line segment C2 to the line segment C4 and the engine speed decreases, control for increasing the engine torque is executed. Furthermore, since the target value of the reaction torque to be borne by the first motor / generator 6 changes with such a change in the engine torque, the actual reaction force torque of the first motor / generator 6 is changed to this value. Control to bring it closer to the target value is also executed in step S5.

  If a negative determination is made in step S4, the control routine of FIG. 1 is terminated. Further, if a positive determination is made in step S2, the number of times counted up in step S3 is reset (step S6), and the control routine of FIG.

  Next, another control example in which the amount of lubricating oil is included in the calculation parameters of the operating points of the engine 1 and the first motor / generator 6 will be described with reference to FIG. First, in the same manner as described above, the first operating point is calculated based on the map of FIG. 5 (step S10), and it is determined whether or not the engine speed Ne becomes “zero” (step S11). When a negative determination is made in step S11, it is determined whether or not the rotation direction of the first motor / generator 6 is a normal rotation (step S12). If the determination in step S12 is affirmative, it is determined whether or not the rotational speed of the first motor / generator 6 is equal to or lower than a predetermined rotational speed Nx (step S13). The meaning of the process of step S13 is the same as the meaning of the process of step S2 of FIG. 1 described with reference to the map of FIG.

  If the determination in step S13 is affirmative, the number of times determined that “the rotation speed of the first motor / generator 6 is equal to or less than the predetermined rotation speed Nx” is counted up (step S14). Next, it is determined whether or not “the number counted up in step S14 exceeds a predetermined number N” (step S15). If the determination in step S15 is affirmative, processing for changing from the first operating point to the third operating point is performed in order to increase the amount of lubricating oil on the seal surface B1 (step S16). In step S16, for example, the rotational speed Ng of the first motor / generator 6 is calculated by the following equation (1).

  Ng = Ng + ΔN / t1 (1)

  In the above formula (1), Ng in the left term is the target rotational speed of the first motor / generator 6 at which the amount of lubricating oil on the seal surface B1 is equal to or greater than the predetermined amount Q1, and Ng in the right term is the first value. Is the current rotational speed of the motor / generator 6, ΔN is a target increase amount of the rotational speed of the first motor / generator 6, and t 1 represents a predetermined time. The above equation (1) does not increase the rotational speed of the first motor / generator 6 from the current rotational speed to the target rotational speed, but instead determines the rotational speed of the first motor / generator 6 as a step. It means that the temperature is gradually increased over a predetermined time t1 from the time when the determination is affirmative in S15.

  Next, the count-up of the predetermined time t1 is started from the time when the rotation speed of the first motor / generator 6 starts to be increased (step S17), and whether or not the counted up time is equal to or greater than the predetermined time t1. Is determined (step S18). If the determination in step S18 is affirmative, the rotational speed of the first motor / generator 6 is maintained at the target rotational speed calculated in step S16 thereafter. If the determination in step S18 is affirmative, counting up for a predetermined time t2 is started from that point (step S19).

  The predetermined time t2 assumes that the operating points of the engine 1 and the first motor / generator 6 are returned to the first operating point. That is, if the “predetermined time” has elapsed after the rotational speed of the first motor / generator 6 is controlled to the target rotational speed calculated in step S16, then the first motor / generator 6 rotates. Based on experimental data that the desired lubrication performance on the seal surface B1 can be maintained even when the number is returned to the rotational speed corresponding to the first operating point, the predetermined time t2 is set as the “predetermined time”. Is set.

  Following step S19, it is determined whether or not the counted up time has reached a predetermined time t2 or more (step S20). If the determination in step S20 is affirmative, when the rotational speed of the first motor / generator 6 is reduced to the rotational speed corresponding to the current first operating point, the target rotational speed is expressed by the following equation. Calculated by (2) (step S21).

  Ng = Ng−ΔN / t3 (2)

  In the above formula (2), Ng in the left term is the target rotational speed of the first motor / generator 6 corresponding to the first operating point, and Ng in the right term is the current speed of the first motor / generator 6. , N is a target reduction amount of the rotation speed of the first motor / generator 6, and t3 represents a predetermined time. The above formula (2) does not reduce the rotational speed of the first motor / generator 6 from the current rotational speed to the target rotational speed, but instead reduces the rotational speed of the first motor / generator 6 for a predetermined time. It means to gradually decrease over t3. Then, the count-up of the predetermined time t3 is started from the time when the decrease in the rotation speed of the first motor / generator 6 is started (step S22), and whether or not the counted up time is equal to or longer than the predetermined time t3. Is determined (step S23). If the determination in step S23 is affirmative, the time counted up in each step is reset (step S24), and the routine shown in FIG. 8 ends.

  It should be noted that if a negative determination is made in step S23, a negative determination is made in step S20, a negative determination is made in step S18, or a negative determination is made in step S15. If so, the routine shown in FIG. 8 is terminated. Further, if the determination in step S13 is negative, the amount of lubricating oil on the seal surface B1 is sufficient, so the time counter executed in each process is reset (step S25), and the routine shown in FIG. Exit.

  On the other hand, if a negative determination is made in step S12, it is determined whether or not the rotational speed of the first motor / generator 6 is equal to or lower than a predetermined rotational speed nx (step S26). The meaning of the process of step S26 is the same as the meaning of the process of step S2 of FIG. 1 described with reference to the map of FIG. If a positive determination is made in step S26, the process proceeds to step S14. That is, when the affirmative determination is made in step S13 and the affirmative determination in step S26, the only difference is that the rotation direction of the first motor / generator 6 is reversed. The processing executed in steps S14 to S24 is the same. If a negative determination is made in step S26, the process proceeds to step S25. Furthermore, since the positive determination in step S11 means that the electric vehicle mode is selected and the engine 1 is stopped, the process proceeds to step S25.

  By the way, it is also possible to interrupt a control different from the above-described control between step S11 and step S12 (step S27). This interrupt control is performed in order to reflect the change in the driving force request due to the driver's operation in the above control. In this step S27, for example, when the degree of change in the vehicle speed and the accelerator opening, specifically, when the change amount, change rate, change rate, change rate, etc. are below a predetermined value, the first operating point described above is used. The rotation direction of the first motor / generator 6 is controlled to be the same as the rotation direction before step S11.

  On the other hand, if the degree of change in the driving force request is greater than or equal to the predetermined value in step S27, the rotation direction of the first motor / generator is switched to the rotation direction opposite to the rotation direction before step S11. It is done. In the control examples of FIGS. 1 and 8, an example is described in which the first operating point is calculated based on the optimal fuel consumption line. However, the first operating point is calculated based on the optimal fuel consumption line and the charge amount of the power storage device. It is also possible to calculate based on For example, when the charge amount of the power storage device is insufficient, control for increasing the engine output is executed so that the power charged in the power storage device increases.

  When the control routine of FIG. 8 is executed, the actual rotational speed of the first motor / generator 6 is controlled so as to be the target rotational speed of the first motor / generator 6 calculated in steps S16 and S21. In this case, the engine speed may change and the driving force of the vehicle may change. For this reason, the target value of the engine torque is set to step S16 and step S21 so that the driving force of the vehicle becomes the same even if the rotational speed of the first motor / generator 6 changes and the engine rotational speed changes. It is the same as in the case of the control example of FIG. In addition, when the engine torque is controlled in this way, the target value of the reaction force torque to be borne by the first motor / generator 6 changes, and therefore the actual reaction force torque of the first motor / generator 6 is changed. The control for bringing the target value closer to the target value is also executed in step S16 and step S21, which is the same as the control example in FIG.

  As described above, when the control of FIG. 1 or FIG. 8 is executed, the operating point based on the amount of lubricating oil supplied to the seal surface B1 during the program for calculating the operating point of the engine 1 and the first motor / generator 6. By adding this calculation program, it is possible to improve the lubrication performance of the oil seal 65. Therefore, it is possible to ensure the sealing performance of the oil seal 65 without increasing the cost of the oil seal 65 itself.

  In the control examples of FIGS. 1 and 8, the number of times that “the amount of lubricating oil is determined to be equal to or less than the predetermined value” is counted up, and the engine 1 and the first number are counted based on the number of times counted up. Although the output of the motor / generator 6 is controlled, the elapsed time or travel distance from the time when it is determined in step S3 or step S14 that “the amount of lubricating oil is equal to or less than the predetermined value” is counted up, and step S4 or In step S15, it is possible to determine whether or not the elapsed time or the travel distance is equal to or greater than a predetermined value, and to adopt a routine for controlling the operating point of the first motor / generator 6 based on the determination result. is there. In the case of adopting such a routine, in steps S18, S19, S20, S22, and S23, instead of the number of times counted up, “elapsed time since counting up” or “travel distance after counting up” Of course, "" is used. The control examples shown in FIGS. 1 and 8 can also be executed in a vehicle in which a double pinion type planetary gear mechanism is used as the power distribution device 7. Further, in the control examples of FIGS. 1 and 8, “rotation speed” is cited as a control parameter, but “rotation speed” that is a parameter equivalent to the rotation speed can be used instead of the rotation speed. It is.

  Here, the correspondence between the functional means shown in FIG. 1 described above and the configuration of the present invention will be described. The processing of step S1 corresponds to the oil amount determining means of the present invention, and steps S3 to S6 are performed. The processing corresponds to the power train control means of the present invention. Further, the correspondence between the functional means shown in FIG. 8 and the configuration of the present invention will be described. The processing in step S13 and step S26 corresponds to the oil amount determining means of the present invention, and in steps S14 to S24. The process and the process of step S25 correspond to the power train control means of the present invention.

  Further, if the correspondence between the matters described in this embodiment and the configuration of the present invention is described, the “vehicle driving force control request” of the present invention is determined based on the “vehicle speed and accelerator opening”, “Vehicle driving force requirement and power storage amount of power storage device” correspond to “predetermined conditions” of the present invention, and hollow shaft 17 corresponds to “rotating member included in power train” of the present invention. 7 operating point or operating state, more specifically, the output of the engine 1, the rotational direction and output of the first motor / generator 6 correspond to the “operating state of the power train” of the present invention, and the seal surface. B1 corresponds to the “oil required part” of the present invention, and the amount of lubricating oil corresponds to the “oil amount” of the present invention.

  Further, the engine 1 corresponds to the driving force source of the present invention, and the power train of the present invention includes the engine 1, the first motor / generator 6, and the power distribution device 7. The first motor / generator 6 corresponds to the motor / generator of the present invention, the sun gear 18, the ring gear 19 and the carrier 21 correspond to “three rotating elements” of the present invention, and the carrier 21 corresponds to the present invention. The sun gear 18 corresponds to the second rotating element of the present invention, the ring gear 19 corresponds to the third rotating element of the present invention, and the input shaft 5 corresponds to the first rotating element of the present invention. The oil seal 65 corresponds to the “power transmission member” and corresponds to the “sealing device” of the present invention.

  The “oil amount determination means” described in the claims is replaced with “oil amount determination device” or “oil amount determination controller”, and “power train control means” is replaced with “power train control device”. Alternatively, it can be read as “power train control controller”. In this case, the electronic control unit 100 corresponds to an “oil amount determination device”, “oil amount determination controller”, “power train controller”, and “power train control controller”. Furthermore, “oil amount determination means” described in the claims is read as “oil amount determination step”, “power train control means” is read as “power train control step”, and “oil of the power train” “Supply device” may be read as “power train oil supply method”.

It is a flowchart which shows the example of control of the oil supply apparatus which concerns on this invention. It is a skeleton figure which shows the power train of the hybrid vehicle which has the oil supply apparatus which can perform the example of control shown in FIG. It is sectional drawing of the oil supply apparatus shown by FIG. FIG. 3 is a block diagram showing a control system of the hybrid vehicle shown in FIG. 2. It is a figure which shows an example of the engine control map used for control of the hybrid vehicle shown in FIG. It is a collinear diagram which shows the state of the rotation element of the power distribution device shown by FIG. 3 is a map showing an example of the relationship between the number of rotations of a first motor / generator and the amount of lubricating oil in the power train shown in FIG. 2. It is a flowchart which shows the other example of control of the oil supply apparatus which concerns on this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine, 6 ... 1st motor generator, 7 ... Power distribution device, 17 ... Hollow shaft, 18 ... Sun gear, 19 ... Ring gear, 21 ... Carrier, 44 ... Wheel, 50 ... Bulkhead, 52 ... Motor generator storage Chamber, 64 ... shaft hole, 65 ... oil seal, 100 ... electronic control device, B1 ... seal surface, Ve ... hybrid vehicle.

Claims (5)

Power tray down, from driving force source to the wheels, the input shaft being connected to the driving power source, arranged oil seals between the partition that the input shaft and the outer peripheral surface of the input shaft extends through And a hollow shaft that is rotatably fitted on the outer peripheral side of the input shaft and integrated with the rotor of the motor / generator, and the lubricating oil scattered by the rotation of the hollow shaft is the oil. in the oil supply device configured Pas Watoren to provide the seal,
And oil quantity determining means for determining the amount of oil supplied to the oil seal,
Based on the amount of oil supplied to the front Symbol oil seal, by changing the rotational speed of the hollow shaft of the operating state of the prior SL motor generator control to adjust the amount of oil supplied to the oil seal A power train oil supply device comprising: a power train control means. The oil amount determining means is configured to determine that the oil amount is small by continuing a state where the number of rotations of the hollow shaft is equal to or less than a predetermined value for a predetermined time,
The power train control unit, configured so that to control the operating state of the motor generator to increase the rotational speed of the hollow shaft when it is determined amount the oil is small by the oil amount determination means power train oil supply device according to claim 1, characterized in that it is. The power train control means increases the rotation speed of the hollow shaft during a predetermined time, maintains the increased rotation speed for another predetermined time, and then returns the motor to the original rotation speed. 3. The power train oil supply device according to claim 2, wherein the power train oil supply device is configured to control the generator. The power train has a power distribution device that distributes the power of the driving force source to the motor / generator and wheels, and the power distribution device has three rotation elements that can perform differential rotation, A rotating element is connected to the driving force source, a second rotating element is connected to the motor / generator, a third rotating element is connected to the wheel, and the motor / generator has a function of generating a reaction force torque corresponding to the torque transmitted to the power distributing device from the source, the power of the motor-generator via the pre-Symbol hollow sheet Yafuto, the second rotary element Configured to be communicated,
The function of controlling the operating state of the power train includes controlling the output of the motor / generator and controlling the speed ratio between the driving force source and the third rotating element, thereby controlling the oil 4. The power train oil supply device according to claim 1, further comprising a function of adjusting an amount of oil supplied to the seal. The partition wall, the oil supply apparatus of a power train of claim 1 to the mounting serial to any one of 4, characterized in that it the motor-generator accommodating chamber in which the motor generator is housed partitioned form.

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