JP4898508B2 - Lubrication structure and vehicle drive device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a lubrication structure in which the effect of the lubrication state of one side on the other side can be reduced, and the supply balance is hardly fluctuated according to the rotational speed in the lubrication between the two sides across a swash. <P>SOLUTION: A swash SW is provided to divide the inside of a case of a driving device into a first chamber and a second chamber. Lubricating oil is led from an in-swash oil passage PH0 provided in the swash into a rotary shaft M1 to lubricate apparatuses provided in the first and second chambers. A lubricating oil distribution chamber LSR with the in-swash oil passage PH0 to be communicated therewith and connected thereto is provided between the swash SW and the rotary shaft M1. A first oil passage PH1 for feeding lubricating oil to apparatuses provided in the first chamber and a second oil passage PH2 for feeding lubricating oil to the apparatuses provided in the second chamber are provided independently from each other. A first communication hole PH1a to be opened in the lubricating oil distribution chamber LSR and communicated with the first oil passage PH1 and a second communication hole PH2a to be opened in the lubricating oil distribution chamber LSR and communicated with the second oil passage PH2 are provided. <P>COPYRIGHT: (C)2009,JPO&amp;INPIT

Description

  The present invention includes a partition that divides the inside of the case of the drive device into a first chamber and a second chamber, and from the oil passage in the partition provided in the partition, penetrates the partition in the axial direction and is rotatable to the partition The present invention relates to a lubricating structure that guides lubricating oil into a shaft to be supported and supplies the lubricating oil to equipment provided in the first chamber and the second chamber, or a vehicle drive device having such a lubricating structure.

A drive device that employs this type of lubrication structure is disclosed, for example, in Patent Document 1.
The technique disclosed in this document relates to an automatic transmission for a vehicle. In the middle of a transmission case 130, an overdrive mechanism chamber 130A in which an overdrive transmission device 300A is formed and an underdrive in which an underdrive transmission device 300B is formed. A fixing member (center support) 132 that partitions the mechanism chamber 130B is provided. The intermediate shaft 3 is disposed so as to penetrate the fixing member 132, and lubricating oil is supplied into the large diameter portion D 2 from the outer periphery of the large diameter portion D 2 disposed on the support portion 131 of the fixing member 132. An oil passage 3A, an oil passage 3B for supplying lubricating oil from the oil passage 3A to the shaft end on the front side of the intermediate shaft 3, and an oil passage 3C for lubricating the shaft end on the rear side of the intermediate shaft 3 from the oil passage 3A Is provided.

In this structure, the oil passage 3A is formed in the axial direction of the shaft, and the oil passage 3A is connected to the oil passages 3B and 3C at the front and rear portions.
Therefore, in this configuration, the lubricating oil supplied from the oil passage 3A is distributed to the oil passages 3B and 3C formed in the axial direction within the shaft.

  Lubricating oil is used for lubricating various bearings constituting the overdrive transmission device 300A or the underdrive transmission device 300B, and also for lubricating a bearing provided between a carrier shaft and a pinion provided in the planetary gear mechanism. Provided. Furthermore, this lubricating oil is also supplied to the cancellation chamber of the clutch provided for shifting by the action of centrifugal force generated with rotation.

Japanese Patent Publication No. 7-47985

However, since the oil passage 3B and the oil passage 3C are connected in series in the shaft, the front side of the fixing member (center support) (the left side on the engine side in FIG. 1 of the specification) and the rear side (The right side on the output side in FIG. 1), the lubrication balance tends to affect each other.
Since it is necessary to merge the three oil passages of the oil passage 3B, the oil passage 3C, and the oil passage 3A substantially at one place, there are many restrictions on the direction and depth of the hole processing, or deburring of the joined portions Is difficult.
Furthermore, in this configuration, it has been confirmed that the balance between the amount of lubricating oil supplied to the front side of the fixed member (center support) and the amount of lubricating oil supplied to the rear side varies according to the rotational speed of the shaft. . The inventors have found that this is because the lubrication state between the carrier shaft and the pinion in the planetary gear mechanism provided in the transmission varies depending on the rotational speed, and the oil fed into the cancellation chamber provided in the clutch or the like by centrifugal force. The amount is estimated to be affected by the rotational speed. The effect of this type of rotational speed is more likely to increase as the rotational speed range required for the shaft increases.

  The object of the present invention is to reduce the influence from the other side that one side receives in the lubrication between before and after the partition wall, and it is relatively easy to form both oil passages, and the partition wall is sandwiched by the rotational speed. The object is to obtain a lubricating structure in which the supply balance of the lubricating oil does not easily fluctuate between both sides.

According to the present invention for achieving the above object,
A partition that divides the inside of the case of the drive device into a first chamber and a second chamber is provided, and is rotatably supported by the partition through the partition through an oil passage provided in the partition in the axial direction. The lubricating oil is introduced into the shaft, and the lubricating oil is supplied to the equipment provided in the first chamber and the second chamber.
A lubricating oil distribution chamber to which the oil passage in the partition wall is connected in communication is provided between the partition wall and the shaft,
In the shaft, a first oil passage for supplying lubricating oil to the equipment provided in the first chamber and a second oil passage for supplying lubricating oil to the equipment provided in the second chamber are independently provided,
A first series of holes that open to the lubricating oil distribution chamber and communicate with the first oil passage and a second communication hole that opens to the lubricating oil distribution chamber and communicate with the second oil passage are provided separately ,
The lubricating oil distribution chamber is a cylindrical distribution chamber extending in the axial direction of the shaft between the side surface of the shaft facing the partition and the partition;
The first communication hole and the second communication hole are communication holes extending in the radial direction of the shaft .

Here, “providing oil passages independently” means that both oil passages do not communicate with each other.
In this lubricating structure, the lubricating oil is supplied to the lubricating oil distribution chamber via the oil passage in the partition wall. This lubricating oil distribution chamber functions as a sump for lubricating oil. And supply of the lubricating oil to the equipment arranged in the first chamber and the second chamber located on both sides across the partition wall is, for the first chamber side, via the first series of holes and the first oil passage. For the second chamber side, supply is performed via the second communication hole and the second oil passage, and the supply system is completely separated. That is, unlike the prior art, since it is not connected in series in the shaft, the lubrication state on one side is not affected by the lubrication state on the other side. As a result, it is possible to realize a suitable lubrication state at both sides.
In addition, even when the change range of the rotational speed of the shaft is widened, the influence of the rotational speed is hardly generated between the first oil passage and the second oil passage, and a suitable lubrication state can be easily realized.
Furthermore, regarding the manufacture, it is only necessary to substantially secure connection between two holes (an oil passage and a communication hole), the manufacturing restrictions are reduced, and a high-quality lubricating structure can be easily realized.
Further, in this configuration, the lubricating oil distribution chamber has a structure that is long in the axial direction, and the first communication hole and the second communication hole are configured as radial communication holes. Can be easily set so as to have different positional relationships in the axial direction, the lubricating oil distribution chamber extends in the axial direction, the communication hole is set in the radial direction, and the flow path is bent. It is possible to easily prevent the influence of the other communication hole from appearing in the other communication hole.

  Now, describing the communication relationship between the oil passage in the partition wall and the lubricating oil distribution chamber, and the relationship between the above-described first communication hole and the second communication hole,
  A partition wall communication hole is provided for connecting the partition oil passage and the lubricating oil distribution chamber.
  In the axial direction of the shaft, the position of the lubricating oil distribution chamber side opening of the partition wall communication hole is the position of the lubricating oil distribution chamber side opening of the first communication hole and the lubricating oil distribution chamber side of the second communication hole. It is preferable that the position is different from the position of the opening.
  In this configuration, the position of the partition oil communication chamber side opening of the partition wall communication hole is the position of the lubricant oil distribution chamber side opening of the first communication hole, and the position of the lubricant oil distribution chamber side opening of the second communication hole. Therefore, it is possible to prevent the lubricating oil from flowing through the lubricating oil distribution chamber from the partition wall communicating hole to the first communicating hole or the second communicating hole, effectively serving as an oil reservoir. Can be fulfilled.

  Furthermore, similarly, a configuration in which a partition wall communication hole is provided for connecting the oil passage in the partition wall and the lubricating oil distribution chamber.
In the axial direction of the shaft, the position of the lubricant oil distribution chamber side opening of the partition wall communication hole is the position of the lubricant oil distribution chamber side opening of the first series hole and the position of the lubricant oil distribution chamber side opening of the second communication hole If the configuration set between the first and second communication holes is adopted, the distribution to the first communication hole and the second communication hole in the lubricating oil distribution chamber can be easily adjusted and set by setting the opening position.

  In order to configure the oil passage in the partition wall, there is a radial oil passage provided in the partition portion extending in the radial direction of the shaft, and an axial oil passage connected to the radial oil passage and extending in the axial direction. And it is preferable to comprise the oil path in a partition, and a partition communication hole shall be connected and connected to the said axial oil path, and shall be comprised as a communication hole extended in radial direction.
  That is, lubricating oil is supplied to the oil passage in the partition wall from the lower part of the drive device located at a position away from the shaft to the vicinity of the shaft, but the radial oil passage, the axial oil passage, and the partition communication hole are Since the oil passages have different oil passages in the central direction of the respective oil passages (respectively in the radial direction, axial direction, and radial direction), the lubricating oil is supplied to the lubricating oil distribution chamber via the curved passage, and the supply hydraulic pressure is reduced. It is possible to ensure that the lubricating oil is sufficiently maintained in the lubricating oil distribution chamber while keeping it appropriate.

Furthermore, it is preferable that the diameters of the first communication hole and the second communication hole are different between the two communication holes.
  As described above, in the present application, the lubrication state in the first chamber (for example, the supply amount of the lubricating oil) and the lubrication state in the second chamber are independent and appropriate in each chamber. The purpose is to do. Therefore, by making the hole diameters of the first communication hole and the second communication hole different, the lubrication state required on each chamber side can be easily adjusted and set.
  Here, when it is desired to increase the lubrication amount, the hole diameter should be increased, and when it is desired to limit the amount to a smaller amount, the hole diameter should be decreased.

  On the other hand, for the first oil passage and the second oil passage bored in the shaft, the position of the central axis of the first oil passage and the position of the central axis of the second oil passage are different in the radial direction of the shaft. It is preferable.
  When adopting this configuration, the positions of the central axes of both oil passages are made different at least in the radial direction of the shaft. It is possible to maintain the independence of both oil paths, and the shaft can be used effectively. Further, interference between the oil passages can be easily avoided.

  Now, in the lubricating structure described so far,
  The device provided in the first chamber includes a rotating electrical machine that generates rotational drive, and the second chamber includes a transmission that shifts the rotational drive transmitted from the first chamber side and outputs it to the output shaft.
  It is preferable that the diameter of the second communication hole is set larger than the diameter of the first series of holes.
  Generally, it is necessary to supply sufficient lubricating oil on the transmission side. However, by setting the diameter of the second communication hole larger than the diameter of the first series of holes, A sufficient amount of lubricating oil can be secured to ensure good operation.

  Further, if the transmission is configured to receive either or both of the rotational drive generated by the engine and the rotational drive generated by the rotating electrical machine, at least the rotational drive generated by the rotating electrical machine is shifted. In the drive device including the transmission, the lubricating oil is supplied to the equipment provided in the first chamber and the equipment provided in the second chamber in the structure in which the rotational drive generated from the engine is also transmitted and transmitted to the output side. It can be set appropriately to ensure a good operating state.
  Therefore, in the vehicle drive device having the lubrication structure described so far, it is possible to properly lubricate the devices disposed in the first chamber and the second chamber, for example, the shaft rotation speed is compared. In the case of changing over a wide range, it is preferable because a good lubricating state can be secured.

According to the present invention for achieving the above object,
  A partition that divides the inside of the case of the drive device into a first chamber and a second chamber is provided, and is rotatably supported by the partition through the partition through an oil passage provided in the partition in the axial direction. Another characteristic configuration of the lubricating structure for guiding the lubricating oil into the shaft and supplying the lubricating oil to the equipment provided in the first chamber and the second chamber is as follows:
  A lubricating oil distribution chamber to which the oil passage in the partition wall is connected in communication is provided between the partition wall and the shaft,
  In the shaft, a first oil passage for supplying lubricating oil to the equipment provided in the first chamber and a second oil passage for supplying lubricating oil to the equipment provided in the second chamber are independently provided,
  A first series of holes that open to the lubricating oil distribution chamber and communicate with the first oil passage and a second communication hole that opens to the lubricating oil distribution chamber and communicate with the second oil passage are provided separately,
  A partition wall communication hole is provided for connecting the partition oil passage and the lubricating oil distribution chamber.
  In the axial direction of the shaft, the position of the lubricating oil distribution chamber side opening of the partition wall communication hole is the position of the lubricating oil distribution chamber side opening of the first communication hole and the lubricating oil distribution chamber side of the second communication hole. It is different from the position of the opening.

Embodiments of the present invention will be described with reference to the drawings.
In this embodiment, a case where the present invention is applied to a drive device for a hybrid vehicle will be described as an example. FIG. 1 is a block diagram schematically showing the configuration of a vehicle including a vehicle drive device 1 according to this embodiment. As shown in FIG. 1, the vehicle drive device 1 is provided in a transmission path for driving force between the engine E and the wheels W. Moreover, FIG. 2 is sectional drawing which shows the outline of the structure of the drive device 1 for vehicles which concerns on this embodiment. In FIG. 2, the first motor / generator MG1, the second motor / generator MG2, the power distribution mechanism PG0, and the transmission SC are schematically shown. Further, the engine E, the battery Ba, the inverter In, and the control device ECU connected to the vehicle drive device 1 are also schematically shown.

1. Overall Structure of Vehicle Drive Device 1 First, the structure of the vehicle drive device 1 according to the present embodiment will be described with reference to FIG. As shown in this figure, the vehicle drive device 1 includes a first motor / generator MG1, a second motor / generator MG2, a power distribution mechanism PG0, and a transmission SC as main components. Further, the vehicle drive device 1 includes an input shaft I drivingly connected to the engine E, an output shaft O drivingly connected to the wheels W (see FIG. 1), and a driving force between the input shaft I and the output shaft O. And a first intermediate shaft M1 for transmitting the above. Further, as shown in FIGS. 2 and 3, a second intermediate shaft M2 is provided in the transmission SC. In this example, these shafts are a drive shaft (crank shaft) Ec from which the driving force of the engine E is output in the order of the input shaft I, the first intermediate shaft M1, the second intermediate shaft M2, and the output shaft O from the front side. It is arranged coaxially. In the description of this embodiment, the engine E side will be described as the front side (left side in FIG. 2), and the output shaft O side will be described as the rear side (right side in FIG. 2).

  A damper device D is provided between the drive shaft Ec and the input shaft I. The damper device D absorbs fluctuations in the output of the engine E and transmits it to the input shaft I. Note that the damper shaft D may not be provided, and the drive shaft Ec and the input shaft I may be integrated. A power distribution mechanism PG0 is provided between the input shaft I and the first intermediate shaft M1. The power distribution mechanism PG0 distributes and transmits the driving force transmitted from the engine E via the damper device D and the input shaft I to the first motor / generator MG1 and the first intermediate shaft M1 as necessary. To do. Thus, the vehicle drive device 1 is configured as a split system having two motor generators MG1 and MG2. A mechanical oil pump OPm is disposed below the power distribution mechanism PG0. A transmission SC is provided between the first intermediate shaft M1 and the output shaft O. The second intermediate shaft M2 adopts a configuration in which the rotation of the first intermediate shaft M1 is selectively transmitted by the first clutch C1, and is configured to rotate relative to the output shaft O.

  Each configuration of the vehicle drive device 1 described above has a cylindrical shape that is long in the front-rear direction, and is housed in a case MC that is formed so that the size in the radial direction becomes smaller toward the rear side. . Specifically, the damper device D, the first motor / generator MG1, the power distribution mechanism PG0, the second motor / generator MG2, and the transmission SC are arranged and stored in this order from the engine E side to the output shaft O side. ing. Here, a partition wall SW is provided between the second motor / generator MG2 and the transmission SC. The vehicle drive device 1 includes a hydraulic control device HC that controls the supply of oil supplied from the mechanical oil pump OPm to the lower side of the outer wall of the case MC, and an oil pan Op that stores oil. And have. During operation of the engine E, oil is supplied to the hydraulic control device HC by the mechanical oil pump OPm. Further, the output shaft O of the vehicle drive device 1 transmits a drive force to the wheels W (see FIG. 1) via a differential device DIF, a transfer device for four-wheel drive (not shown), and the like.

  In the present embodiment, the first intermediate shaft M1 corresponds to the “shaft” in the present invention, and the first motor / generator MG1 and the second motor / generator MG2 correspond to the “rotating electric machine” in the present invention.

2. Configuration of Each Part of Vehicle Drive Device 1 The power distribution mechanism PG0 is configured by a single pinion type planetary gear mechanism that is arranged coaxially with the input shaft I, as shown in FIG. That is, the power distribution mechanism PG0 includes a carrier ca0 that supports a plurality of pinion gears, and a sun gear s0 and a ring gear r0 that respectively mesh with the pinion gears as rotating elements. The power distribution mechanism PG0 is connected so that the carrier ca0 rotates integrally with the input shaft I, the sun gear s0 is connected so as to rotate integrally with the rotor Ro1 of the first motor / generator MG1, and the ring gear r0 is connected to the first intermediate shaft. It is connected so as to rotate integrally with M1. As a result, the power distribution mechanism PG0 transmits the driving force transmitted from the engine E to the carrier ca0 via the input shaft I and the first motor / generator MG1 side and the first intermediate by the rotation control of the first motor / generator MG1. Distribute to the axis M1 side. The driving force distributed to the first motor / generator MG1 is mainly used for power generation, and the driving force transmitted to the first intermediate shaft M1 is mainly used for traveling of the vehicle. A drive gear g0 for driving the mechanical oil pump OPm is coupled to the carrier ca0 of the power distribution mechanism PG0 so as to rotate integrally. The drive gear g0 is provided so as to mesh with a driven gear gm that rotates integrally with the rotating shaft of the mechanical oil pump OPm.

  The first motor / generator MG1 includes a stator St1 fixed to the case MC, and a rotor Ro1 rotatably supported on the radially inner side of the stator St1. The rotor Ro1 of the first motor / generator MG1 is connected to rotate integrally with the sun gear s0 of the power distribution mechanism PG0. The second motor / generator MG2 includes a stator St2 fixed to the case MC, and a rotor Ro2 rotatably supported on the radially inner side of the stator St2. The rotor Ro2 of the second motor / generator MG2 is connected to rotate integrally with the first intermediate shaft M1. The first motor / generator MG1 and the second motor / generator MG2 are each electrically connected to a battery Ba as a power storage device via an inverter In. Each of the first motor / generator MG1 and the second motor / generator MG2 functions as a motor that generates power by receiving power supply and functions as a generator that generates power by receiving power supply. It is possible.

  In this example, the first motor / generator MG1 generates electric power mainly by the driving force input via the sun gear s0, charges the battery Ba, or drives the second motor / generator MG2. However, the first motor / generator MG1 may function as a motor when the vehicle is traveling at high speed. On the other hand, the second motor / generator MG2 mainly functions as a drive motor that assists the driving force for driving the vehicle. However, when the vehicle is decelerated, the second motor / generator MG2 functions as a generator and regenerates the inertial force of the vehicle as electric energy. The operations of the first motor / generator MG1 and the second motor / generator MG2 are performed in accordance with a control command from the control unit ECU.

  The transmission SC is configured by a set of planetary gear mechanisms or a combination of a plurality of planetary gear mechanisms. FIG. 3 is a skeleton diagram of the transmission SC. As shown in this figure, the transmission SC is configured to include a planetary gear unit PGS formed by combining two sets of planetary gear mechanisms PG1 and PG2. Further, the transmission SC includes a plurality of friction engagement elements C1, C2, C3, B1, B2, and F1 corresponding to the rotation elements constituting the planetary gear device PGS. Specifically, the transmission SC includes a first clutch C1, a second clutch C2, a third clutch C3, a first brake B1, a second brake B2, and a one-way clutch F1 as these friction engagement elements. ing. The detailed configuration of the transmission SC will be described below.

3. Detailed Configuration of Transmission SC Here, of the two sets of planetary gear mechanisms constituting the planetary gear device PGS of the transmission SC, the first intermediate shaft M1 side (front side) is the first planetary gear mechanism PG1, and the output shaft O The side (rear side) is a second planetary gear mechanism PG2. The first planetary gear mechanism PG1 is a single pinion type planetary gear mechanism having a carrier ca1 that supports a plurality of pinion gears, and a sun gear s1 and a ring gear r1 that respectively mesh with the pinion gears as rotating elements. Similarly, the second planetary gear mechanism PG2 is a single pinion type planetary gear mechanism having a carrier ca2 that supports a plurality of pinion gears, and a sun gear s2 and a ring gear r2 that respectively mesh with the pinion gears as rotating elements.

  Next, the relationship between the rotation elements of the first planetary gear mechanism PG1 and the second planetary gear mechanism PG2 and the friction engagement elements C1, C2, C3, B1, B2, and F1 will be described. The sun gear s1 of the first planetary gear mechanism PG1 is selectively fixed to the case MC by the first brake B1 while the rotation of the first intermediate shaft M1 is selectively transmitted by the third clutch C3. The carrier ca1 of the first planetary gear mechanism PG1 is connected to the ring gear r2 of the second planetary gear mechanism PG2, and the rotation of the first intermediate shaft M1 is selectively transmitted by the second clutch C2 and is also transmitted by the second brake B2. It is selectively fixed to the case MC. The rotation of the carrier ca1 is stopped by the one-way clutch F1. The ring gear r1 of the first planetary gear mechanism PG1 is connected to the carrier ca2 of the second planetary gear mechanism PG2 and to the output shaft O. In the sun gear s2 of the second planetary gear mechanism PG2, the rotation of the first intermediate shaft M1 is selectively transmitted through the second intermediate shaft M2 by the first clutch C1.

  FIG. 4 is a diagram showing an operation table of these friction engagement elements C1, C2, C3, B1, B2, and F1. In the operation table shown in this figure, “◯” indicates that each friction engagement element is in an engaged state. “No mark” indicates that each friction engagement element is in a disengaged state. Note that “(◯)” indicates that the same state as that realized by the one-way clutch F1 is realized by the engagement of the friction engagement element B2. As shown in this operation table, in the transmission SC, any two friction engagement elements are engaged in each shift stage, and the remaining friction engagement elements are disengaged. Select the gear position.

  Next, the configuration of each friction engagement element, particularly the clutches C1, C2, and C3 will be described in detail. FIG. 5 is an enlarged view of the periphery of the first clutch C1, the second clutch C2, and the third clutch C3. As shown in FIG. 5, in the present embodiment, the first clutch C1, the second clutch C2, and the third clutch C3 are all multi-plate clutches. The first clutch C1 includes a cancel chamber J1, and the second clutch C2 and the third clutch C3 include a common cancel chamber J2.

  As shown in this figure, the first clutch C1 includes a clutch drum C1a, a clutch piston C1b, a clutch hub C1c, a return spring C1d, and a cancel plate C1e. The clutch drum C1a is a bottomed cylindrical member connected so as to rotate integrally with the first intermediate shaft M1, and a plurality of ring-shaped friction plates are spline-engaged on the inner peripheral surface thereof so as to rotate integrally. Yes. The clutch piston C1b is disposed in the clutch drum C1a and forms a hydraulic chamber H1 between the clutch piston C1b and the clutch drum C1a. The clutch hub C1c is a cylindrical member that has a cylindrical portion facing the inner peripheral surface of the cylindrical portion of the clutch drum C1a, and is connected to rotate integrally with the second intermediate shaft M2. A plurality of ring-shaped friction mating plates are spline-engaged so as to rotate together. Here, the return spring C1d is a compression coil spring provided between the clutch piston C1b and the cancel plate C1e, and functions as an urging means for urging the clutch piston C1b toward the hydraulic chamber H1 in the axial direction. . The cancel plate C1e is disposed on the side opposite to the hydraulic chamber H1 with respect to the clutch piston C1b, and forms a cancel chamber J1 between the cancel plate C1e and the clutch piston C1b.

  As described above, in the first clutch C1, the members connected so as to rotate integrally with the first intermediate shaft M1, such as the clutch drum C1a, the clutch piston C1b, and the cancel plate C1e, are connected to the input side of the first clutch C1. Rotating member ". In addition, a member connected to rotate integrally with the second intermediate shaft M2 such as the clutch hub C1c is an “output side rotating member” of the first clutch C1.

  In the first clutch C1, oil is supplied from the hydraulic control device HC to the hydraulic chamber H1 via a first oil passage ph1 provided in the partition wall oil passage and the first intermediate shaft M1 (not shown). When the pressure of the oil in the chamber H1 increases, the clutch piston C1b moves to the axial cancel plate C1e side (right side in FIG. 5) against the urging force of the return spring C1d. As a result, the friction plate provided on the clutch drum C1a and the friction counterpart plate provided on the clutch hub C1c come into contact with each other and are pressed, and the first clutch C1 is engaged. On the other hand, when the oil pressure in the hydraulic chamber H1 decreases, the clutch piston C1b moves to the axial hydraulic chamber H1 side by the biasing force of the return spring C1d. As a result, the first clutch C1 is disengaged.

  The cancellation chamber J1 of the first clutch C1 is provided to face the hydraulic chamber H1 with the clutch piston C1b interposed therebetween. The cancellation chamber J1 has a second oil passage PH2 from the axial gap space PH3 between the first intermediate shaft M1 and the second intermediate shaft M2 by centrifugal force generated by the rotation of the first intermediate shaft M1 and the input side rotation member. The oil inside is supplied. The axial gap space PH3 functions as an oil reservoir. The cancel chamber J1 rotates integrally with the hydraulic chamber H1, thereby generating a centrifugal hydraulic pressure that is substantially the same as the centrifugal hydraulic pressure generated in the hydraulic chamber H1, and the centrifugal hydraulic pressure acting on the clutch piston C1b. Works to counteract the impact. By the way, the second oil passage PH2 communicating with the cancel chamber J1 and the second intermediate shaft oil passage PH5 provided in the second intermediate shaft M2 are used for lubricating each part in the transmission SC as will be described in detail later. The oil in the cancellation chamber J1 is immediately discharged when the rotation of the input side rotating member stops and the centrifugal force stops working. Exit. On the other hand, since the first hydraulic fluid passage ph1 communicating with the hydraulic chamber H1 is a sealed oil passage communicating with the hydraulic control device HC, the clutch piston C1b is released while the oil in the hydraulic chamber H1 is released. In order to be pushed back to the initial position by the urging force of the return spring C1d, a certain amount of time (up to about 1 second) is required.

  The second clutch C2 has substantially the same configuration as the first clutch C1. That is, the second clutch C2 includes a clutch drum C2a, a clutch piston C2b, a clutch hub C2c, a return spring C2d, and a cancel plate C2e. A hydraulic chamber H2 is configured between the clutch drum C2a and the clutch piston C2b, and a cancel chamber J2 is configured between the clutch piston C2b and the cancel plate C2e. The hydraulic oil is supplied to or discharged from the hydraulic chamber H2 via the second hydraulic oil passage ph2. On the other hand, oil is also supplied to the cancel chamber J2 from the oil passage PH0 in the partition wall provided in the partition wall SW or the second oil passage PH2 in a state where the centrifugal force is applied. In the state where the centrifugal force does not work, the hydraulic pressure in the cancel chamber J2 is lost. However, in the second clutch C2, the clutch hub C2c is connected to rotate integrally with the carrier ca1 (see FIG. 3) of the first planetary gear mechanism PG1. Accordingly, the second clutch C2 performs drive transmission between the first intermediate shaft M1 and the carrier ca1 of the first planetary gear mechanism PG1 in the engaged state, and the first clutch C1 and the first intermediate shaft M1 in the disengaged state. The drive transmission between the planetary gear mechanism PG1 and the carrier ca1 is not performed. Other functions and operations are the same as those of the first clutch C1. In this example, the clutch drum C2a of the second clutch C2 is configured to also serve as the clutch piston of the third clutch C3. Further, the cancellation chamber J2 of the second clutch C2 is configured to also serve as the cancellation chamber of the third clutch C3.

  As described above, in the second clutch C2, the members connected so as to rotate integrally with the first intermediate shaft M1, such as the clutch drum C2a, the clutch piston C2b, and the cancel plate C2e, are connected to the “input side of the second clutch C2. Rotating member ". Further, a member connected to rotate integrally with the carrier ca1 of the first planetary gear mechanism PG1, such as the clutch hub C2c, becomes the “output side rotating member” of the second clutch C2.

  The third clutch C3 has substantially the same configuration as the first clutch C1. That is, the third clutch C3 includes a clutch drum C3a, a clutch piston C2a that also serves as the clutch drum of the second clutch C2, and a clutch hub C3c. A hydraulic chamber H3 is formed between the clutch drum C3a and the clutch piston C2a. The hydraulic oil is supplied to or discharged from the hydraulic chamber H3 via the third hydraulic oil passage ph3. In addition, the return spring C2d of the second clutch C2 performs the role of the return spring of the third clutch C3. The cancel chamber J2 of the second clutch C2 performs the role of the cancel chamber of the third clutch C3. That is, the return spring C2d and the cancel chamber J2 apply a biasing force and centrifugal hydraulic pressure to the hydraulic chamber H3 side on the clutch piston C2a of the third clutch C3 via the clutch piston C2b of the second clutch C2. However, in the third clutch C3, the clutch hub C3c is connected to rotate integrally with the sun gear s1 of the first planetary gear mechanism PG1. Therefore, the third clutch C3 performs drive transmission between the first intermediate shaft M1 and the sun gear s1 of the first planetary gear mechanism PG1 in the engaged state, and the first clutch C3 and the first intermediate shaft M1 in the disengaged state. The drive transmission with the sun gear s1 of the planetary gear mechanism PG1 is not performed. Other functions and operations are the same as those of the first clutch C1.

  As described above, in the third clutch C3, the members connected so as to rotate integrally with the first intermediate shaft M1 such as the clutch drum C3a, the clutch piston C2a, and the cancel plate C2e are connected to the “input side of the third clutch C3”. Rotating member ". Further, a member connected to rotate integrally with the sun gear s1 of the first planetary gear mechanism PG1, such as the clutch hub C3c, becomes the “output side rotating member” of the third clutch C3.

As the first brake B1 and the second brake B2, for example, an engagement portion provided on the inner peripheral surface of the case MC and in which a plurality of annular friction plates are spline-engaged, a brake piston, and a plurality of annular shapes A multi-plate brake having a brake hub with a spline-engaged friction partner plate and a return spring is employed. Each brake B1, B2 is configured to supply or discharge its hydraulic oil to each hydraulic chamber via a predetermined oil passage.
In this example, as shown in FIG. 3, the brake hub of the first brake B1 is coupled to rotate integrally with the sun gear s1 of the first planetary gear mechanism PG1. The brake hub of the second brake B2 is connected to rotate integrally with the ring gear r2 of the second planetary gear mechanism PG2. In the first brake B1 and the second brake B2, the supply of oil to the hydraulic chamber is controlled by the hydraulic control device HC, so that the brake piston moves in the axial direction. As a result, the friction plate and the friction counterpart plate are pressed or released so as to be in an engaged state or a disengaged state. The first brake B1 and the second brake B2 stop the rotation of the brake hub with respect to the case MC in the engaged state and allow the rotation in the disengaged state.

  The one-way clutch F1 is, for example, a sprag type one provided with a sprag between an outer race fixed to the case MC and an inner race connected to rotate integrally with the carrier ca1 of the first planetary gear mechanism PG1. Adopt directional clutch. As shown in FIG. 3, the one-way clutch F1 restricts reverse rotation of the carrier ca1 of the first planetary gear mechanism PG1 and the ring gear r2 of the second planetary gear mechanism PG2, and allows normal rotation.

4). Configuration of Control Device ECU Next, the configuration of the control device ECU as control means of the vehicle drive device 1 according to the present embodiment will be described with reference to FIG. In FIG. 1, a double solid line indicates a driving force transmission path, a double broken line indicates a power transmission path, and a white arrow indicates an oil flow. Also, solid arrows indicate various information transmission paths.

  The control device ECU uses information acquired by sensors Se1 to Se10 provided in each part of the vehicle, and passes through the engine E, the first motor / generator MG1, the second motor / generator MG2, and the hydraulic control device HC. Then, operation control of each friction engagement element of the transmission SC is performed. As these sensors Se1 to Se10, in this example, the first motor / generator rotation speed sensor Se1, the second motor / generator rotation speed sensor Se2, the hydraulic pressure sensor Se3, the oil temperature sensor Se4, the output shaft rotation speed sensor Se5, the engine rotation. A speed sensor Se6, a shift position detection sensor Se7, a brake operation detection sensor Se8, an accelerator operation detection sensor Se9, and a storage amount detection sensor Se10 are provided.

  Here, the first motor / generator rotation speed sensor Se1 is a sensor for detecting the rotation speed of the rotor Ro1 of the first motor / generator MG1. The second motor / generator rotational speed sensor Se2 is a sensor for detecting the rotational speed of the rotor Ro2 of the second motor / generator MG2. The hydraulic pressure sensor Se3 is a sensor for detecting the original hydraulic pressure that is the hydraulic pressure of the oil supplied to the hydraulic pressure control device HC. The oil temperature sensor Se4 is a sensor for detecting the oil temperature that is the temperature of the oil supplied from the hydraulic control device HC. The output shaft rotation speed sensor Se5 is a sensor for detecting the rotation speed of the output shaft O. The engine rotation speed sensor Se6 is a sensor for detecting the rotation speed of the drive shaft Ec of the engine E. The shift position detection sensor Se7 is a sensor for detecting a selected position of the shift lever SL for operating the transmission SC. The brake operation detection sensor Se8 is a sensor for detecting whether or not the brake pedal bp is operated in conjunction with a wheel brake (not shown) for decelerating the rotation of the wheel W (wheel). The accelerator operation detection sensor Se9 is a sensor for detecting whether or not the accelerator pedal ap is operated. The charged amount detection sensor Se10 is a sensor for detecting the charged amount of the battery Ba.

  The control unit ECU includes an engine control unit 3, a motor / generator control unit 4, a storage amount detection unit 5, a motor / generator rotation detection unit 6, a transmission control unit 7, a hydraulic pressure detection unit 8, an oil temperature detection unit 9, An output shaft rotation speed detection means 10, an engine rotation detection means 11, a shift position detection means 12, a brake operation detection means 13, an accelerator operation detection means 14, and a travel condition determination means 15 are provided. Each of these means in the control unit ECU includes an arithmetic processing unit such as a CPU as a core member, and a functional unit for performing various processes on input data is performed by hardware or software (program) or both. Implemented and configured.

The engine control means 3 performs operation control such as operation start, stop, rotation speed control, and output torque control of the engine E. For example, in hybrid traveling with priority on fuel consumption, the engine is controlled according to the engine operating point (rotational speed and output torque) determined by the traveling condition determining means 15.
The motor / generator control means 4 performs operation control such as rotational speed control and rotational torque control of the first motor / generator MG1 and the second motor / generator MG2 via the inverter In. Specifically, the rotational speed control is performed by controlling the frequency of electric power supplied to the first motor / generator MG1 or the second motor / generator MG2. The rotational torque control is performed by controlling the current or voltage supplied to the first motor / generator MG1 or the second motor / generator MG2. For example, in hybrid traveling in a state where priority is given to fuel consumption, the motor / generator is operated in accordance with the motor / generator operating points (rotational speed and rotational torque) determined for each motor / generator by the traveling condition determination means 15. Control the operation.
The storage amount detection means 5 performs a process of detecting the storage amount of the battery Ba based on the output from the storage amount detection sensor Se10.
The motor / generator rotation detecting means 6 rotates the first motor / generator MG1 and the second motor / generator MG2 based on the outputs of the first motor / generator rotation speed sensor Se1 and the second motor / generator rotation speed sensor Se2. Detect speed.

The transmission control means 7 controls the operation of the hydraulic control device HC, thereby causing each friction engagement element of the transmission SC, in this example, the first clutch C1, the second clutch C2, and the third clutch C3, and The first brake B1 and the second brake B2 (see FIGS. 3 and 4) are engaged or disengaged, and control is performed to select the gear position of the transmission SC.
The oil pressure detection means 8 detects the original oil pressure, which is the pressure of the oil supplied to the oil pressure control device HC, based on the output from the oil pressure sensor Se3. Based on the output from the oil temperature sensor Se4, the oil temperature detection means 9 detects the oil temperature, which is the temperature of the oil supplied from the hydraulic control device HC to each part of the transmission SC.
The output shaft rotation speed detection means 10 detects the rotation speed of the output shaft O of the vehicle drive device 1 based on the output from the output shaft rotation speed sensor Se5.
The engine rotation detection means 11 detects the rotation speed of the drive shaft Ec of the engine E based on the output from the engine rotation speed sensor Se6.

The shift position detector 12 detects the selected position of the shift lever based on the output from the shift position detection sensor Se7. In this example, any of the ranges “P (parking)”, “R (reverse)”, “N (neutral)”, “D (drive)”, “2 (second)”, “L (low)” Detect if it is selected.
Based on the output from the brake operation detection sensor Se8, the brake operation detection means 13 detects the presence or absence of the wheel brake operation by the vehicle driver, specifically, the operation of the brake pedal bp. In this example, the brake operation: ON is detected when the brake pedal bp is being operated, and the brake operation: OFF is detected when the brake pedal bp is not being operated.

  The accelerator operation detection means 14 detects the presence or absence of the operation of the accelerator pedal ap by the driver of the vehicle based on the output from the accelerator operation detection sensor Se9. In this example, when the accelerator pedal ap is being operated, it is detected as accelerator operation: ON, and when the accelerator pedal ap is not being operated, it is detected as accelerator operation: OFF.

The traveling condition determining means 15 is based on the output shaft rotational speed detected by the output shaft rotational speed detecting means 10 identified as the traveling speed, and the operation amount detected by the brake operation detecting means 13 and the accelerator operation detecting means 14. On the basis of the required driving force determined in this manner, the shift stage of the transmission SC is determined from a shift map obtained in advance. The speed determined in this way is sent to the transmission control means 7 to control the speed of the transmission SC.
Further, the travel condition determining means 15 determines an engine operating point (rotational speed and output torque) and a motor / generator operating point (rotational speed and rotational torque) with respect to the required driving force obtained as described above. The engine operating point and the motor / generator operating point thus obtained are sent to the engine control means 3 and the motor / generator control means 4, respectively, and the operation control of the engine E and the motor / generators MG1 and MG2 is performed. The
For example, when traveling control with priority on fuel efficiency is performed, the operating point of the engine E is determined based on a previously determined engine operating point map with priority on fuel efficiency, and the motor / generator compensates for torque that is insufficient only with engine output. The operating point of the motor / generator MG2 is determined. The other motor / generator MG1 has its operating point determined so as to satisfy the power distribution requirements of the power distribution mechanism PG0.

5). Lubricating Oil Supply Structure As described above, the vehicle drive device 1 of the present embodiment includes the input shaft I, the first intermediate shaft M1, the second intermediate shaft M2, and the output shaft O. Around these shafts, there are required devices (first motor / generator MG1, second motor / generator MG2, power distribution mechanism PG0, and first to third clutches C1, C2, C3, first constituting the transmission SC, first A planetary gear mechanism PG1 and a second planetary gear mechanism PG2) are provided.
As shown in FIG. 2, a motor / generator chamber R1 (an example of a first chamber) in which a first motor / generator MG1, a second motor / generator MG2, and a power distribution mechanism PG0 are disposed, and a transmission SC A transmission chamber R2 (an example of a second chamber) provided is separated by a partition wall SW. The partition wall SW is provided with a partition wall oil passage PH0 (radial oil passage PH0a, axial oil passage PH0b) for supplying lubricating oil from the hydraulic control device HC to the first intermediate shaft M1. Lubricating oil can be supplied to the output shaft side through the second intermediate shaft M2.
Here, the lubrication target on the input shaft side is lubrication of the planetary gear mechanism that constitutes the support bearing of the first motor / generator MG1 and the power distribution mechanism PG0 from the case MC and the input shaft I.
The lubrication target in the first intermediate shaft M1 is the support bearing BRG of the second motor / generator MG2, and a structure that also handles the cancel oil in the cancel chambers J1, J2 of the first clutch C1, the second clutch C2 is adopted.
The lubrication target for the second intermediate shaft M2 is the majority of the bearings brg disposed in the transmission SC, and the first planetary gear mechanism PG1 and the second planetary gear mechanism PG2 are also lubrication targets. Become.

  In this embodiment, the lubricating oil guided from the hydraulic control device HC to the vicinity of the first intermediate shaft M1 via the radial oil passage PH0a and the axial oil passage PH0b provided in the partition wall SW is As shown in FIG. 5, the first series of through holes PH1a led to a lubricating oil distribution chamber LSR provided between the partition wall SW and the first intermediate shaft M1 and separately connected to the lubricating oil distribution chamber LSR. The oil is distributed to the first oil passage PH1 opening on the front side of the first intermediate shaft M1 and the second oil passage PH2 opening on the rear side via the second communication hole PH2a.

  The first oil passage PH1 is led to an input shaft oil passage PH4 (abbreviated in FIG. 5) provided in the central axis of the input shaft I, and is connected to the input shaft oil passage PH4 and provided in the radial direction. The structure which is sent to the predetermined part through the oil hole which has been adopted is adopted.

  The power distribution mechanism PG0 is provided with a connecting member (not shown) that connects the input shaft I and the carrier ca0, and the lubricating oil introduced into the carrier shaft through the inside of the connecting member removes the pinion. It is configured to lubricate the bearings it supports.

  As shown in FIGS. 5 and 6, the first oil passage PH1 is connected to the first oil passage PH1 and around the first intermediate shaft M1 through the oil hole oh provided in the radial direction (particularly the first oil passage PH1). Lubricating oil is supplied to bearings BRG and brg provided in the two-motor / generator MG2.

  Similarly, from the second oil passage PH2, the lubricating oil is supported by the first intermediate shaft M1 through an oil hole oh provided in the radial direction of the first intermediate shaft M1 connected to the second oil passage PH2. In addition to being supplied to the bearing for bearing brg (radial direction and axial direction), it is also used as cancel oil supplied to the cancel chamber J2 of the second clutch C2. As can be seen from FIG. 6, cancel oil is also supplied to the cancel chamber J2 from the axial oil passage PH0b provided in the partition wall SW. Further, an oblique oil hole oh connected in communication with the axial gap space PH3 is provided at a portion near the tip where the second intermediate shaft M2 has entered the first intermediate shaft M1, and a cancel chamber of the first clutch C1 is provided. Cancel oil is supplied to J1 by centrifugal force.

  The second intermediate shaft M2 is also provided with a second intermediate shaft oil passage PH5 along its axis, and is guided from the second oil passage PH2 to the second intermediate shaft oil passage PH5. A configuration is adopted in which it is connected to the intermediate shaft oil passage PH5 and sent to a predetermined part via an oil hole oh provided in the radial direction.

  Lubricating oil is supplied from the second intermediate shaft oil passage PH5 into the carrier shafts of the first planetary gear mechanism PG1 and the second planetary gear mechanism PG2, and a bearing for supporting the pinion is provided. It is configured to perform lubrication.

In the case of obtaining the lubricating oil supply structure having the above configuration, the formation of the oil passage in the partition wall SW and the oil passage in the first intermediate shaft M1 are formed as follows.
With respect to the partition wall SW, as shown in FIGS. 2 and 5, an axial oil passage PH0b is formed along the axial direction on the center side of the partition wall, and the opening portion of the axial oil passage is closed. On the other hand, the radial oil passage PH0a is bored from the radial end side portion of the partition wall so as to communicate with the axial oil passage PH0b. The hydraulic control device HC side of the radial oil passage PH0a is a lubricating oil discharge portion of the device.
Along with the above operation, a concave portion for forming the lubricating oil distribution chamber LSR described above is formed in a predetermined axial position on the side surface of the first intermediate shaft M1 of the partition wall SW, and the above-described axial oil passage PH0b A partition wall communication hole PH0c is formed in the recess. A sleeve SL is press-fitted into the partition wall SW on the outer diameter side of the lubricating oil distribution chamber LSR. In this embodiment, the sleeve SL is handled as a part of the partition wall SW.

  Regarding the first intermediate shaft M1, the first oil passage PH1 and the second oil passage PH2 are formed separately and independently from both axial ends thereof. These two oil passages PH1 and PH2 are not communicated. In the illustrated example, the central axis of the first oil passage PH1 coincides with the central axis of the first intermediate shaft M1, and the second oil passage PH2 is slightly offset in the radial direction in the vertical direction of the figure. . By doing so, separation of the flow path can be ensured while the tips are sufficiently close to each other in the perforation. Further, when drilling these types of oil passages PH1 and PH2, since the oil passage is processed by a drill, the tip of the oil passage has a tapered shape, and the separation of the flow paths (the flow paths do not communicate with each other and do not interfere with each other). Status) can be ensured.

As shown in FIG. 5, a recess for forming the lubricating oil decomposition chamber LSR is formed in a predetermined axial portion of the outer diameter side surface of the first intermediate shaft M1, and the recess, the first oil passage PH1, A first series of through holes PH1a and a second through hole PH2a for separately connecting the two oil passages PH2 are provided. The axial positional relationship between the partition wall communication hole PH0c described above, the first communication hole PH1a, and the second communication hole PH2a is determined from the engine side (the front side of the first intermediate shaft M1) to the first communication hole. The hole PH1a, the partition communication hole PH0c, and the second communication hole PH2a are provided so that the partition communication hole PH0c is located between the first series of holes PH1a and the second communication hole PH2a.
As described above, the lubricating oil distribution chamber LSR has a long structure in the axial direction, and the first communication hole PH1a and the second communication hole PH2a are configured as communication holes in the radial direction, so that both the communication holes are axially connected. Different positional relationships can be set depending on the direction. Further, the lubricating oil distribution chamber LSR extends in the axial direction, the communication holes PH1a and PH2a are set in the radial direction, and the flow path is bent, so that the influence of one communication hole appears in the other communication hole. Can be easily prevented.
Further, if the position of the opening on the lubricating oil distribution chamber side of the partition wall communication hole PH0c is different from the position of the opening on the lubricating oil distribution chamber side of the first communication hole PH1a and the position of the opening on the lubricating oil distribution chamber side of the second communication hole PH2a. Therefore, the lubricating oil distribution chamber LSR can be prevented from flowing substantially through the lubricating oil distribution chamber LSR from the partition wall communicating hole PH0c to the first communicating hole PH1a or the second communicating hole PH2a. Can effectively serve as an oil reservoir.

Further, the diameter of each communication hole is configured to increase in the order of the first communication hole PH1a and the second communication hole PH2a. By adjusting the hole diameter in this way, the amount of lubricating oil sent to the front side and the amount of lubricating oil sent to the rear side can be adjusted appropriately.
In other words, in the present embodiment, the first oil passage PH1 communicating with the first series of through holes PH1a is located on the side of the motor / generator chamber R1 (first chamber) where the motor / generators MG1, MG2 and the power distribution mechanism PG0 are disposed. The second oil passage PH2 communicating with the second communication hole PH2a is responsible for lubricating the transmission chamber R2 (second chamber) in which the transmission SC is disposed. Here, when comparing the amount of lubricating oil between the two, the latter where the transmission SC is disposed has more lubricating parts, and it is necessary to secure canceling oil for the hydraulic servos of the clutches C1 and C2. As a result, the amount of lubricating oil to be supplied to this part increases. Therefore, while forming the 1st oil path PH1 and the 2nd oil path PH2 independently, and making the hole diameter of the 2nd communicating hole PH2a larger than the hole diameter of the 1st communicating hole PH1a, required lubrication amount It is possible to suitably cope with the difference.
[Other Embodiments]
(1) In each of the above-described embodiments, the engine is provided with both an engine and a motor / generator (rotary electric machine) as driving force generation sources, and travels by obtaining driving force from both or either driving source. Although the apparatus has been described, the configuration of the present application may include only an engine or a rotating electric machine as a drive generation source.
However, the inside of the case of the drive device is partitioned into at least two chambers (one of which is called a first chamber and the other is called a second chamber) by a partition, and includes a shaft that passes through the partition, It is a requirement that lubrication to the equipment disposed in the second chamber is performed via the oil passage in the partition wall and the oil passage provided in the shaft.

(2) In each of the above-described embodiments, the split type hybrid drive device including two rotating electrical machines has been described. However, the hybrid drive device is also the same, and the number of rotating electrical machines and the method thereof are not questioned.

(3) In each of the above embodiments, as the axial positional relationship between the partition wall communication hole PH0c, the first series communication hole PH1a, and the second communication hole PH2a, from the engine side (the front side of the first intermediate shaft M1), Although the most preferable example using the first communication hole PH1a, the partition communication hole PH0c, and the second communication hole PH2a has been shown, for example, the volume of the lubricating oil distribution chamber LSR is appropriately adjusted, and the partition communication hole PH0c, When the hole diameters of the through holes PH1a and the second communication holes PH2a are made different so that the lubrication states of the first chamber and the second chamber can be set independently, the arrangement in the axial direction is not limited.
Conversely, regarding the hole diameter, if the positional relationship in the axial direction of each communication hole is appropriate and the lubrication state of the first chamber and the second chamber can be set independently, the hole diameters do not necessarily have to be different. .
(4) In the case of adopting a configuration in which the positions of the communication holes in the axial direction are different, it is only necessary to pass through the partition communication hole PH0c to the first communication hole PH1a or the second communication hole PH2.

  In the lubrication between before and after the partition wall, it is possible to reduce the influence of the lubrication state on one side from the lubrication state on the other side, the oil passage is relatively easy to form, and the partition wall is sandwiched by the rotational speed. However, it was possible to obtain a lubrication structure in which the supply balance of the lubricating oil hardly fluctuated between the two chambers.

The block diagram which shows typically the structure of the vehicle containing the drive device for vehicles which concerns on embodiment of this invention. Sectional drawing which shows the outline of the structure of the drive device for vehicles which concerns on embodiment of this invention. Skeleton diagram of transmission according to an embodiment of the present invention The figure which shows the operation | movement table | surface of the transmission which concerns on embodiment of this invention. Sectional drawing which shows the detailed structure of the 1st intermediate shaft and 2nd intermediate shaft vicinity of the vehicle drive device which concerns on embodiment of this invention. The figure which shows the distribution supply structure of the lubricating oil of the vehicle drive device which concerns on embodiment of this invention.

Explanation of symbols

1: Vehicle drive device I: Input shaft O: Output shaft M1: First intermediate shaft (axis)
MG1: First motor / generator (rotary electric machine)
MG2: Second motor / generator (rotary electric machine)
E: Engine PG0: Power distribution mechanism W: Wheel ECU: Control device SC: Transmission C1: First clutch H1: First clutch hydraulic chamber J1: First clutch cancellation chamber C2: Second clutch H2: Second clutch Hydraulic chamber J2: cancellation chamber PH0 of second clutch: partition oil passage PH0a: radial oil passage PH0b: axial oil passage PH0c: partition communication hole PH1: first oil passage PH1a: first series passage PH2: second Oil passage PH2a: second communication hole PH4: input shaft oil passage PH5: second intermediate shaft oil passage R1: motor / generator chamber (first chamber)
R2: Transmission room (second room)

Claims (10)

A partition that divides the inside of the case of the drive device into a first chamber and a second chamber is provided, and is rotatably supported by the partition through the partition through an oil passage provided in the partition in the axial direction. A lubricating structure for guiding the lubricating oil into the shaft and supplying the lubricating oil to the equipment provided in the first chamber and the second chamber,
A lubricating oil distribution chamber to which the oil passage in the partition wall is connected in communication is provided between the partition wall and the shaft,
In the shaft, a first oil passage for supplying lubricating oil to the equipment provided in the first chamber and a second oil passage for supplying lubricating oil to the equipment provided in the second chamber are independently provided,
A first series of holes that open to the lubricating oil distribution chamber and communicate with the first oil passage and a second communication hole that opens to the lubricating oil distribution chamber and communicate with the second oil passage are provided separately ,
The lubricating oil distribution chamber is a cylindrical distribution chamber extending in the axial direction of the shaft between the side surface of the shaft facing the partition and the partition;
A lubrication structure in which the first series of through holes and the second through hole are communicating holes extending in a radial direction of the shaft . A partition wall communication hole is provided for connecting the partition oil passage and the lubricating oil distribution chamber.
In the axial direction of the shaft, the position of the lubricating oil distribution chamber side opening of the partition wall communication hole is the position of the lubricating oil distribution chamber side opening of the first communication hole and the lubricating oil distribution chamber side of the second communication hole. lubricating structure according to claim 1 Symbol placement are varied with the position of the opening. A partition wall communication hole is provided for connecting the partition oil passage and the lubricating oil distribution chamber.
The position of the lubricating oil distribution chamber side opening of the partition wall communication hole in the axial direction of the shaft is the position of the lubricating oil distribution chamber side opening of the first communication hole and the lubricating oil distribution chamber side opening of the second communication hole. lubricating structure according to claim 1 Symbol placement is set between the position of the. The oil passage in the partition wall is configured to include a radial oil passage provided in a partition wall portion extending in a radial direction of the shaft, and an axial oil passage connected to the radial oil passage and extending in the axial direction. The lubricating structure according to claim 2 or 3 , wherein the partition wall communication hole is connected to the axial oil passage and configured as a communication hole extending in a radial direction. The lubrication structure according to any one of claims 1 to 4 , wherein the first communication hole and the second communication hole have different hole diameters. The lubricating structure according to any one of claims 1 to 5 , wherein a position of a central axis of the first oil passage is different from a position of a central axis of the second oil passage in a radial direction of the shaft. The device provided in the first chamber includes a rotating electrical machine that generates rotational driving, and the second chamber includes a transmission that shifts the rotational driving transmitted from the first chamber side and outputs it to the output shaft. ,
The lubrication structure according to any one of claims 1 to 6 , wherein a hole diameter of the second communication hole is set larger than a hole diameter of the first communication hole. The lubrication structure according to claim 7, wherein one or both of a rotational drive generated by an engine and a rotational drive generated by a rotating electrical machine are input to the transmission. The vehicle drive device provided with the lubrication structure as described in any one of Claims 1-8 . A partition that divides the inside of the case of the drive device into a first chamber and a second chamber is provided, and is rotatably supported by the partition through the partition through an oil passage provided in the partition in the axial direction. A lubricating structure for guiding the lubricating oil into the shaft and supplying the lubricating oil to the equipment provided in the first chamber and the second chamber,
  A lubricating oil distribution chamber to which the oil passage in the partition wall is connected in communication is provided between the partition wall and the shaft,
  In the shaft, a first oil passage for supplying lubricating oil to the equipment provided in the first chamber and a second oil passage for supplying lubricating oil to the equipment provided in the second chamber are independently provided,
  A first series of holes that open to the lubricating oil distribution chamber and communicate with the first oil passage and a second communication hole that opens to the lubricating oil distribution chamber and communicate with the second oil passage are provided separately,
A partition wall communication hole is provided for connecting the partition oil passage and the lubricating oil distribution chamber.
  In the axial direction of the shaft, the position of the lubricating oil distribution chamber side opening of the partition wall communication hole is the position of the lubricating oil distribution chamber side opening of the first communication hole and the lubricating oil distribution chamber side of the second communication hole. Lubrication structure that is different from the position of the opening.

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