JP5375543B2 - Hybrid vehicle drive device - Google Patents

Description

  The present invention relates to a drive device for a hybrid vehicle that includes an engine and an electric motor as drive sources and transmits a drive force from the drive source to an axle.

  For example, Patent Document 1 discloses a hybrid vehicle drive device including an engine and an electric motor. The engine is connected to a transmission, the electric motor is connected to a reduction gear mechanism, and the transmission and the reduction gear mechanism are connected to a differential device, respectively. Thus, since the reduction gear mechanism is provided between the electric motor and the differential device, when the vehicle travels at a high speed by the engine, the rotation of the differential device is amplified and transmitted to the electric motor. . In this case, since the electric motor may exceed the allowable rotational speed, a clutch device for separating the driving force of the electric motor is provided between the electric motor and the reduction gear mechanism.

  The electric motor, the clutch device, the reduction gear mechanism, the transmission, and the differential device are covered with a case, and on the outside of the case, lubricating oil from the hydraulic control device for shift control is supplied to the hydraulic pressure for motor power control. A hydraulic pipe for supplying to the control device is provided. Lubricating oil for operating the clutch device is temporarily supplied from the hydraulic control device for shift control by an electric pump to the hydraulic control device for motor power control through the hydraulic piping, and further supplied from the hydraulic control device for motor power control. It has become.

  Patent Document 2 also discloses a hybrid vehicle drive device including an engine and an electric motor. The electric motor and the transmission are covered with a case, a valve body having an electric pump and a valve is disposed below the case, and an oil reservoir in which lubricating oil is stored below the valve body Is formed. The lubricating oil stored in the oil reservoir is supplied to a bearing or the like that supports the rotor of the electric motor through a valve by the operation of the electric pump.

JP 2008-239125 A (paragraph numbers 0008, 0009, FIG. 2) Japanese Patent Laid-Open No. 2001-187535 (paragraph numbers 0051, 0052, FIGS. 2, 4, 5)

  In the hybrid vehicle drive device described in Patent Document 1, since the hydraulic piping is disposed outside the case, the lubricating oil fed through the hydraulic piping is cooled and lubricated by the traveling wind generated when the vehicle travels. There is a possibility that the viscosity of the oil becomes high and it becomes difficult to feed the lubricating oil. On the other hand, in the hybrid vehicle driving device described in Patent Document 2, since the lubricating oil is fed into the case, it is not cooled by the traveling wind generated when the vehicle travels, but a valve body is required separately from the case. Therefore, the size increases and the cost increases.

  The present invention has been made in view of the above circumstances, and an object thereof is to provide a small and low-cost hybrid vehicle drive device that can keep the temperature of lubricating oil supplied to a clutch device or the like at an appropriate temperature. It is in.

In order to solve the above problems, the structural feature of the invention according to claim 1 is that the input shaft that is rotatably connected to the engine and the rotor of the electric motor are arranged on the same axis and integrally connected. And a clutch device that removably connects the input shaft and the output shaft by supplying and discharging lubricating oil to and from the hydraulic chamber, and the input shaft and the output shaft on the same axis. A case that is rotatably supported, surrounds at least the electric motor and the clutch device, and has an oil reservoir portion that stores the lubricating oil, and is directly attached to an outer peripheral wall portion in the axial direction of the output shaft in the case A first oil passage communicating the electric pump, the oil reservoir and the suction port of the electric pump, a second oil passage communicating the discharge port of the electric pump, the hydraulic chamber and the oil reservoir. Before the oil passage Comprising a valve housing section provided in the path of the second oil passage, and a valve for selectively communicating said hydraulic pressure chamber is enclosed in the valve member housing part to the discharge port or the oil reservoir, the said Forming the first oil passage, a part of the second oil passage, and the valve body storage portion in the wall of the case, the surface facing the case in the cover that covers the valve body storage portion, The other part of the second oil passage is formed to have a folded portion .

The structural feature of the invention according to claim 2 is that, in claim 1, the valve body storage portion is formed in the axial direction of the output shaft .

  The structural feature of the invention according to claim 3 is that, in claim 1 or 2, the drain for discharging the lubricating oil stored in the oil reservoir is formed so as to communicate with the oil passage. It is that you are.

  According to a fourth aspect of the present invention, in any one of the first to third aspects, the clutch device is always connected by a spring force, and the lubricating oil is placed in a hydraulic chamber of the clutch device. It is to be in a separated state by being supplied.

  According to the first aspect of the present invention, the oil passage in the case is formed in the wall of the case so that the oil reservoir, the pump, the valve, and the hydraulic chamber of the clutch device communicate with each other to supply and discharge the lubricating oil to and from the hydraulic chamber. Therefore, it is possible to prevent overcooling of the lubricating oil in the oil passage due to traveling wind generated during vehicle traveling. Therefore, the viscosity of the lubricating oil can be appropriately maintained, and the performance of the electric pump can be sufficiently exhibited, so that the lubricating oil can be fed smoothly. Further, since the valve body housing portion for housing the valve body of the valve is formed in the wall of the case, the valve body is not necessary, and the hybrid vehicle drive device can be reduced in size and cost.

Then, when it is necessary to form an oil passage that connects the valve and the hydraulic chamber of the pump or clutch device, for example, in a U shape, the folded portion of the U shape can be formed in the cover, so that the oil passage is formed. Since the mold structure for manufacturing the case and the cover becomes simple, the cost of the hybrid vehicle drive device can be reduced.
According to the invention which concerns on Claim 2, a valve body accommodating part and an electric pump are not located in a line on the same axis | shaft, but a hybrid vehicle drive device can be reduced in size.

  According to the third aspect of the present invention, since the drain and the oil passage are formed to communicate with each other, the oil filter can be disposed in the drain. Therefore, by removing the drain bolt that closes the drain outlet, the oil filter can be replaced at the same time as the oil replacement, and the maintainability of the oil filter can be improved.

  According to the invention of claim 4, since the clutch device is a so-called normally closed type in which the clutch device is always in a connected state, the clutch device is in a connected state even if a pump or the like fails and supply of lubricating oil becomes impossible. Therefore, the rotational driving force of the motor can be transmitted to the output shaft. On the other hand, in the case of a so-called normally open type clutch device that is always disconnected, if the pump fails and the supply of lubricating oil becomes impossible, the clutch cannot be connected and the rotational driving force of the motor Cannot be transmitted to the output shaft. In addition, the hybrid vehicle drive device provided with the normally closed type clutch device of the present invention does not drive the pump during normal running by the engine, so energy loss compared to the hybrid vehicle drive device provided with the normally open type clutch device. Can be suppressed.

It is a figure which shows the outline of the power train of the hybrid vehicle provided with the drive device for hybrid vehicles by embodiment of this invention. It is sectional drawing of the drive device for hybrid vehicles of FIG. It is a figure which shows the flow of the lubricating oil at the time of clutch disconnection in the hydraulic system arrange | positioned in the lower right part among the cross sections cut | disconnected along the AA line of FIG. It is a figure which shows the flow of the lubricating oil at the time of clutch connection in the hydraulic system arrange | positioned in the lower right part among the cross sections cut | disconnected along the AA line of FIG. (A), (B) is the schematic which shows operation | movement of the valve | bulb at the time of clutch disconnection and a connection.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 shows an outline of a power train of a hybrid vehicle equipped with a hybrid vehicle drive device according to the present embodiment. In FIG. 1, thick lines indicate mechanical connections of the vehicles, solid arrows indicate hydraulic piping connecting the apparatuses, and broken arrows indicate control signal lines. In the following description, the direction of the rotation axis means the direction along the rotation axis C of the electric motor 1, that is, the left-right direction in FIG.

  The hybrid vehicle driving engine 2 and the electric motor 1 are connected in series via a clutch device 3 having a wet multi-plate clutch. In addition, a vehicle transmission 4 is connected in series to the electric motor 1, and a right drive wheel 6 R and a left drive wheel 6 L (hereinafter simply referred to as “drive wheel”) are connected to the transmission 4 via a differential device 5. 6R, 6L ”). The engine 2 is a normal internal combustion engine that generates an output from a hydrocarbon fuel. The electric motor 1 is a synchronous motor for driving wheels, and the transmission 4 is a normal automatic transmission. The clutch device 3 is a normally closed type clutch device that normally connects the engine 2 and the electric motor 1, and interrupts torque transmission between the engine 2 and the transmission 4.

  When a vehicle using such a power train is driven by the engine 2, the engine 2 rotates the drive wheels 6 </ b> R and 6 </ b> L via the transmission 4. Further, when traveling by the electric motor 1, the electric motor 1 rotates the drive wheels 6 </ b> R and 6 </ b> L via the transmission 4. And when drive | working only with the electric motor 1, the engine 2 is stopped and the clutch apparatus 3 is released and the connection between the engine 2 and the electric motor 1 is cancelled | released. Furthermore, the electric motor 1 is driven from the driving wheels 6R and 6L in a state where the connection with the engine 2 is cut off by the clutch device 3, and also functions as a generator.

  A discharge port of the electric pump 7 is connected to a hydraulic chamber PC (see FIG. 2) of the clutch device 3 to be described later, and a controller 8 is electrically connected to the electric pump 7. The controller 8 operates the electric pump 7 to supply hydraulic pressure to the hydraulic chamber PC of the clutch device 3 and controls the connection state of the clutch device 3. The engine 8 and the electric motor 1 are connected to the controller 8 and detection signals from an accelerator opening sensor of the vehicle, a vehicle speed sensor, and a shift switch (not shown) of the transmission 4 are input. The controller 8 controls the operation of the electric motor 1, the engine 2, and the clutch device 3 based on the accelerator operation amount and the like.

  2 shows a cross section of the hybrid vehicle drive device of FIG. 1, and FIG. 3 shows a hydraulic system disposed on the lower right side of the cross section cut along the line AA of FIG. In FIG. 2, the left side is sometimes referred to as the front of the electric motor 1 and the clutch device 3, and the right side is sometimes referred to as the rear, but is not related to the actual direction on the vehicle. As shown in FIG. 2, the motor case 11 (corresponding to the “case” of the present invention) includes the electric motor 1 and the clutch device 3, and the front side corresponds to the motor cover 12 (corresponding to the “case” of the present invention). Sealed). That is, the electric motor 1 and the clutch device 3 are surrounded by the side wall 11 a and the outer peripheral wall 11 b of the motor case 11 and the side wall 12 a of the motor cover 12. The engine 2 is attached to the front of the motor cover 12, and the transmission 4 is attached to the rear of the motor case 11. In addition, a clutch device 3 is disposed inside the rotor 13 constituting the electric motor 1 in the radial direction.

  An oil reservoir 21 for storing the lubricating oil D is formed below the internal space formed by the motor case 11 and the motor cover 12. Lubricating oil D is stored in the oil reservoir 21 at a level slightly closer to the inner peripheral side than the outer periphery of the rotor 13 of the electric motor 1 described later. In addition, a bearing oil passage 22 that penetrates from the outer periphery to the inner periphery and reaches a bearing 34 that will be described later is formed in an upper portion of the annular boss portion 11 c that protrudes in the inner space at the center of the motor case 11. Lubricating oil D stored in an oil reservoir 21 that adheres to the inner wall surface 11aa of the side wall portion 11a and is pushed up along the inner wall surface 11aa is supplied to the bearing oil passage 22 by wind pressure generated by the rotation of the rotor 13. It has come to be.

  Further, the lower right side (see FIGS. 2 and 3) of the annular boss portion 11c of the motor case 11 goes from the outer periphery on the front side to the middle in the inner peripheral direction, and from there toward the rear side, the side wall portion of the motor case 11 An L-shaped tubular oil passage 23 extending to 11a is formed. The front end portion of the tubular oil passage 23 communicates with the hydraulic chamber PC of the clutch device 3 via the ring member 24. The inner periphery of the ring member 24 is inserted into the outer periphery of the front end portion of the annular boss portion 11c, and the outer periphery of the ring member 24 is inserted into a clutch outer 33, which will be described later, that defines the hydraulic chamber PC via the seal member 24c. . An annular groove 24 a that communicates with the hydraulic chamber PC of the clutch device 3 is provided on the outer periphery of the ring member 24, and a hole 24 b that communicates with the front end of the tubular oil passage 23 is formed at the bottom of the annular groove 24 a. Has been.

  A rib 11d extending in the radial direction from the annular boss portion 11c toward the outer peripheral wall portion 11b protrudes in the direction of the rotation axis C at an obliquely lower right portion (see FIG. 3) of the side wall portion 11a of the motor case 11. . In this rib 11d, an I-shaped tubular oil passage 25 extending from the rear end portion of the tubular oil passage 23 to penetrate the outer peripheral wall portion 11b is formed.

  As shown in FIG. 3, on the extension of the rib 11d in the outer peripheral wall portion 11b of the motor case 11, a valve body housing portion 11e for housing the valve body 26a (see FIG. 5) of the valve 26 is projected. . A pump attachment portion 11f to which the electric pump 7 is attached protrudes below the valve body storage portion 11e in the outer peripheral wall portion 11b of the motor case 11. A drain forming portion 11g is formed below the pump mounting portion 11f on the outer peripheral wall portion 11b of the motor case 11 so as to form a drain 57 described later for discharging the lubricating oil D stored in the oil reservoir portion 21 to the outside. ing.

  A valve body insertion hole 51 for inserting the valve body 26a of the valve 26 is formed in the valve body storage portion 11e in the direction of the rotation axis C. Here, as shown in FIG. 5, the valve 26 has a valve body 26a, and a solenoid 26b and a spring 26c attached to both sides of the valve body 26a. The valve body insertion hole 51 is connected to the first port 26 d connected to the discharge port 7 a of the electric pump 7, the second port 26 e connected to the hydraulic chamber PC of the clutch device 3, and the oil reservoir 21. The third port 26f is open.

  As shown in FIG. 3, an L-shaped tubular oil passage 52 that connects the discharge port 7 a of the electric pump 7 and the first port 26 d of the valve 26, the hydraulic chamber PC, and the valve 26 is provided in the valve body storage portion 11 e. A U-shaped tubular oil passage 53 communicating with the second port 26e and a U-shaped tubular oil passage 54 communicating with the oil reservoir 21 and the third port 26f of the valve 26 are formed. The tubular oil passages 53 and 54 are formed in a U-shape, and this is because the second port 26e and the third port 26f open to the valve body insertion hole 51 on the outer end side of the valve body storage portion 11e, The 1 port 26d is open on the rotating shaft side, and in order to communicate the second port 26e and the third port 26f with the tubular oil passages 53, 54 from such a positional relationship, the folded portions are provided in the tubular oil passages 53, 54. This is because it is necessary to form 53a and 54a.

  Here, since it is generally difficult to form the U-shaped tubular oil passages 53 and 54 in the valve body housing portion 11e as described above, the U-shaped folded portions 53a of the tubular oil passages 53 and 54 are formed. , 54a are formed on the cover 11h that covers the valve body storage portion 11e. That is, a groove parallel to the inner end surface 11ha is formed as U-shaped folded portions 53a and 54a of the tubular oil passages 53 and 54 in the inner end surface 11ha of the cover 11h that is in close contact with the outer end surface 11ea of the valve body storage portion 11e. To do. And only the both-sides straight part of the U-shape of the tubular oil paths 53 and 54 is formed in the valve body storage part 11e. Then, the U-shaped tubular oil passages 53 and 54 can be formed by bringing the outer end surface 11ea of the valve body storage portion 11e and the inner end surface 11ha of the cover 11h into close contact with each other and fastening with bolts.

  The tubular oil passage 52 is formed so as to be folded downward from the first port 26d toward the pump mounting portion 11f and to communicate with a later-described tubular oil passage 55 that communicates with the discharge port 7a of the electric pump 7. The tubular oil passage 53 reaches the outer end surface 11ea of the valve body storage portion 11e from the second port 26e, and is folded upward by a folded portion 53a formed in the cover 11h, and the outer peripheral wall portion from the outer end surface 11ea of the valve body storage portion 11e. 11 b is formed so as to communicate with the tubular oil passage 25. The tubular oil passage 54 extends from the third port 26f to the outer end surface 11ea of the valve body storage portion 11e, bends downward at a turn-up portion 54a formed in the cover 11h, and extends from the outer end surface 11ea of the valve body storage portion 11e to the outer peripheral wall portion. 11 b is formed to communicate with the oil reservoir 21.

  An L-shaped tubular oil passage 55 that communicates with the discharge port 7a of the electric pump 7 and an L-shaped tubular oil passage 56 that communicates with the suction port 7b of the electric pump 7 are formed in the pump mounting portion 11f. . The tubular oil passage 55 is formed so as to communicate with a tubular oil passage 52 that once exits from the discharge port 7a of the electric pump 7 and then folds upward toward the valve body housing portion 11e to communicate with the first port 26d of the valve 26. Has been. The tubular oil passage 56 is formed so as to be bent from the suction port 7 b of the electric pump 7 and then be bent downward toward the drain forming portion 11 g to communicate with the drain 57.

In the drain forming portion 11g, a tubular oil passage 56, an oil reservoir portion 21, and a drain 57 communicating with the outside are formed. The drain 57 penetrates the inner periphery of the oil reservoir 21 obliquely upward from the outer end surface 11ga of the drain formation portion 11g and communicates with the oil reservoir 21 and the outside, and is orthogonal to the tubular oil passage 56. Are formed to communicate with each other. An oil filter 60 is inserted into the drain 57, and a drain bolt 57 b is screwed into the discharge port 57 a of the drain 57. By removing the drain bolt 57b, the lubricating oil D in the oil reservoir 21 can be discharged to the outside from the discharge port 57a of the drain 57, and the oil filter 60 can be replaced from the discharge port 57a of the drain 57. . And the position of an axial direction can be accurately positioned with respect to the oil filter 60 inserted from the discharge port 57a of the drain 57 by the drain bolt 57b.
The tubular oil passage 56 corresponds to the “first oil passage” of the present invention, and the tubular oil passages 52, 53, 54, and 55 correspond to the “second oil passage” of the present invention.

  As shown in FIG. 2, an input shaft 32 of the clutch device 3 (an “input shaft of the present invention” is provided on the inner periphery of an annular boss 12 b projecting from the inner space at the center of the motor cover 12 via a bearing 31. ”Is supported so as to be rotatable about the rotation axis C. The rotation axis C is also the rotation axis of the engine 2, the electric motor 1, and the transmission 4. The input shaft 32 is rotationally connected to a crankshaft (not shown) of the engine 2. The input shaft 32 includes a clutch inner 321 protruding outward in the radial direction. A plurality of drive disks 322 are supported on the outer end surface of the clutch inner 321 in a state of being stacked in the direction of the rotation axis C. Thus, each drive disk 322 can move in the direction of the rotation axis C with respect to the clutch inner 321 and can rotate together with the clutch inner 321.

  A plurality of driven plates 331 formed in a substantially ring shape are alternately interposed between the drive disks 322. The outer peripheral portion of the driven plate 331 is engaged with the inner peripheral surface of the clutch outer 33. As a result, the driven plate 331 can move in the direction of the rotation axis C with respect to the clutch outer 33, and can rotate with the clutch outer 33. The clutch outer 33 is connected to the inner peripheral surface of the rotor 13 of the electric motor 1 described later. At the same time, the clutch outer 33 extends inward in the radial direction, and is spline-fitted with an output shaft 41 connected to the turbine shaft of the transmission 4 that can rotate about the rotation axis C on the inner periphery of the central shaft portion 33a. Yes. Thereby, the rotor 13 is connected to the drive wheels 6R and 6L via the transmission 4, and the driving force by the electric motor 1 is input to the drive wheels 6R and 6L. A bearing 34 that rotatably supports the clutch outer 33 and the output shaft 41 on the motor case 11 is interposed between the outer periphery of the central shaft portion 33 a of the clutch outer 33 and the annular boss portion 11 c of the motor case 11. ing.

  A ring-shaped disk member 35 is fixed to the clutch outer 33, and a piston member 36 is provided between the disk member 35 and the clutch outer 33 so as to be movable in the direction of the rotation axis C. Further, an engagement spring 37 is interposed between the piston member 36 and the clutch outer 33, and the engagement spring 37 always presses the piston member 36 leftward in FIG. The piston member 36 pressed by the engagement spring 37 urges the driven plate 331 to the left at the left end thereof, and the clutch device 3 is in a connected state.

  The disk member 35, the clutch outer 33, and the piston member 36 are fluid-tightly engaged, and the hydraulic chamber PC is formed by the disk member 35, the clutch outer 33, and the piston member 36. The hydraulic chamber PC is supplied with hydraulic pressure from the electric pump 7 described above, moves the piston member 36 to the right in FIG. 2 against the biasing force of the engagement spring 37, and releases the connection of the clutch device 3. .

  The rotor 13 of the electric motor 1 is rotatably attached to the motor case 11 so as to be located radially outward with respect to the clutch device 3. The rotor 13 is formed by sandwiching a plurality of stacked steel plates 131 between a pair of holding plates 132a and 132b, and penetrating a fixing member 133 therebetween to caulk the end portions. A plurality of field pole magnets (not shown) are provided on the circumference of the rotor 13. One holding plate 132 b is attached to the clutch outer 33 of the clutch device 3, whereby the rotor 13 is connected to the clutch outer 33.

  A stator 14 of the electric motor 1 is attached to the inner peripheral surface of the motor case 11 so as to face the rotor 13 in the radial direction. The stator 14 is formed by attaching a plurality of core bodies 16 for generating a rotating magnetic field to the inner peripheral surface of the stator ring 15 so as to be arranged in an annular shape. Each core body 16 includes a tooth 161 formed by laminating a plurality of silicon steel plates having a substantially T-shape. A pair of bobbins 162 and 163 are attached to the teeth 161, and the bobbins 162 and 163 are fitted to each other so as to surround the outer peripheral surface of the teeth 161. Further, a coil 164 for generating a rotating magnetic field is wound around the bobbins 162 and 163. The coil 164 wound around the core body 16 is connected to an external inverter via a bus ring (not shown). In the electric motor 1 having the above-described configuration, a rotating magnetic field is generated in the stator 14 by supplying, for example, a three-phase alternating current to the coil 164, and the rotor 13 is rotated by an attractive force or a repulsive force caused by the rotating magnetic field. Is done.

  Next, the action of the hydraulic system on the clutch device 3 in the operating state of the hybrid vehicle drive device described above will be described with reference to the drawings. When the vehicle starts traveling in a region where the engine efficiency is poor, such as in a low engine load state or an extremely low load state due to traffic jams or the like, traveling of only the electric motor 1 is started. When traveling only by the electric motor 1, an extra driving force for driving the output shaft 41 is required for the electric motor 1 while the clutch device 3 remains engaged. For this reason, the clutch device 3 is disengaged to release the connection between the input shaft 32 and the output shaft 41 of the clutch device 3 so that the operation with high energy efficiency can be performed.

  When releasing the connection between the input shaft 32 and the output shaft 41 of the clutch device 3, first, the solenoid 26b of the valve 26 is operated. Then, as shown in FIG. 5A, the valve body 26a of the valve 26 compresses the spring 26c by the operation of the solenoid 26b and moves in the direction indicated by the arrow a. Thus, the first port 26d of the valve 26 communicating with the discharge port 7a of the electric pump 7 and the second port 26e of the valve 26 communicating with the hydraulic chamber PC of the clutch device 3 are connected, and further communicated with the oil reservoir 21. The third port 26f and the second port 26e of the valve 26 to be connected are connected via a throttle 26j.

  Subsequently, the electric pump 7 is operated. Then, the lubricating oil D stored in the oil reservoir 21 is sucked from the oil filter 60 through the drain 57 and the tubular oil passage 56 into the suction port 7 b of the electric pump 7. Then, the air is drawn into the first port 26 d of the valve 26 from the discharge port 7 a of the electric pump 7 through the tubular oil passages 55 and 52. Then, it is introduced from the second port 26e of the valve 26 into the hydraulic chamber PC of the clutch device 3 through the tubular oil passages 53, 25, 23, and further through the hole 24b and the annular groove 24a of the ring member 24 shown in FIG. The When the pressure of the lubricating oil D in the hydraulic chamber PC reaches a predetermined pressure, the lubricating oil D discharged from the electric pump 7 passes through the third port 26f via the throttle portion 26j of the valve 26, and further It is discharged to the oil reservoir 21 through the tubular oil passage 54. Thereby, the pressure of the lubricating oil D in the hydraulic chamber PC is maintained at a predetermined pressure.

  The piston member 36 receives the oil pressure in the direction in which the clutch device 3 is disconnected according to the pressure of the lubricating oil D introduced into the hydraulic chamber PC. Thereafter, the piston member 36 is displaced in the disengagement direction of the clutch device 3 from the time when the hydraulic pressure exceeds the urging force of the engagement spring 37 that urges the piston member 36 in the engagement direction of the clutch device 3. start. Then, the left end portion of the piston member 36 is detached from the driven plate 331, the drive disk 322 and the driven plate 331 are disconnected, and the connection between the input shaft 32 and the output shaft 41 of the clutch device 3 is released.

  When the vehicle is in a steady high-speed traveling state and travels by driving only the engine 2 or when the vehicle travels by the driving force of both the engine 2 and the electric motor 1 during acceleration, the clutch device 3 is engaged. It is necessary to connect the input shaft 32 and the output shaft 41 of the clutch device 3. When connecting the input shaft 32 and the output shaft 41 of the clutch device 3, first, the operation of the electric pump 7 is stopped and the pressurization to the lubricating oil D introduced into the hydraulic chamber PC of the clutch device 3 is stopped. At the same time, the solenoid 26b of the valve 26 is deactivated. Then, as shown in FIG. 5B, the valve element 26a of the valve 26 moves in the direction of the arrow b shown in the figure by the restoring force of the spring 26c. Accordingly, the second port 26e of the valve 26 communicating with the hydraulic chamber PC of the clutch device 3 and the third port 26f of the valve 26 communicating with the oil reservoir 21 are connected.

  Then, the piston member 36 receives a biasing force in the engagement direction of the clutch device 3 by the restoring force of the engagement spring 37 and is displaced toward the hydraulic chamber PC side. A part of the lubricating oil D remaining in the hydraulic chamber PC is pushed out by the piston member 36 from the annular groove 24a and the hole 24b of the ring member 24 to the tubular oil passage 23, and is passed through the tubular oil passages 25 and 53 by its own weight. The second port 26e of the valve passes through the third port 26f and is further discharged to the oil reservoir 21 through the tubular oil passage 54. The left end portion of the piston member 36 biases the driven plate 331, the drive disk 322 and the driven plate 331 are engaged, and the input shaft 32 and the output shaft 41 of the clutch device 3 are connected.

  As apparent from the above description, in the present embodiment, the oil reservoir 21, the electric pump 7, the valve 26, and the hydraulic chamber of the clutch device 3 below the internal space formed by the motor case 11 and the motor cover 12 are used. The tubular oil passage 52 and the like that communicate with the PC and supply and discharge the lubricating oil D to and from the hydraulic chamber PC are formed in the walls such as the outer peripheral wall portion 11b of the motor case 11, so It is possible to prevent overcooling of the lubricating oil D in the oil passage 52 and the like. Therefore, the viscosity of the lubricating oil D can be maintained appropriately, and the performance of the electric pump 7 can be sufficiently exhibited, and the lubricating oil D can be fed smoothly. Further, since the valve body housing portion 11e for housing the valve body 26a of the valve 26 is formed in the wall such as the outer peripheral wall portion 11b of the motor case 11, the valve body becomes unnecessary, and the hybrid vehicle drive device is downsized. In addition, cost reduction can be achieved.

  Further, when it is necessary to form the tubular oil passages 53 and 54 communicating the valve 26 with the electric pump 7 or the hydraulic chamber PC of the clutch device 3 in a U-shape, the U-shaped folded portions 53a and 54a are provided. Since it can be formed on the cover 11h, the oil passage can be easily formed, and the mold structure for manufacturing the motor case 11 and the cover 11h is simplified, so that the cost of the hybrid vehicle drive device can be reduced.

  Further, since the drain 57 and the tubular oil passage 56 are formed so as to communicate with each other, the oil filter 60 can be disposed in the drain 57. Therefore, by removing the drain bolt 57b that closes the discharge port 57a of the drain 57, the oil filter 60 can be replaced simultaneously with the replacement of the lubricating oil D, and the maintainability of the oil filter 60 can be improved.

  Further, since the clutch device 3 is a normally closed type, the clutch device 3 is always connected even if the electric pump 7 or the like breaks down and the supply of the lubricating oil D becomes impossible. The driving force can be transmitted to the output shaft 41. On the other hand, in the case of a normally open type clutch device, if the electric pump 7 etc. breaks down and supply of the lubricating oil D becomes impossible, the clutch device cannot be connected and the rotational driving force of the electric motor 1 Cannot be transmitted to the output shaft 41. Further, the hybrid vehicle drive device provided with the normally closed type clutch device 3 of the present embodiment does not drive the pump during normal running by the engine, so it is compared with the hybrid vehicle drive device provided with the normally open type clutch device. Energy loss can be suppressed.

  In the above-described embodiment, the case where the present invention is applied to the hydraulic system of the normally closed type clutch device 3 has been described. However, the present invention can also be applied to the hydraulic system of a normally open type clutch device.

  DESCRIPTION OF SYMBOLS 1 ... Electric motor, 2 ... Engine, 3 ... Clutch apparatus, 7 ... Electric pump, 7a ... Discharge port, 7b ... Intake port, 11 ... Motor case (case), 12 ... Motor cover (case), 11a, 12a ... Side wall , 11b: outer peripheral wall portion, 11c: annular boss portion, 11d ... rib, 11e ... valve body housing portion, 11f ... pump mounting portion, 11g ... drain forming portion, 11h ... cover, 21 ... oil reservoir, 22 ... bearing Oil passage, 23, 25, 52, 53, 54, 55, 56 ... tubular oil passage, 24 ... ring member, 26 ... valve, 26a ... valve body, 32 ... input shaft (input shaft), 41 ... output shaft, 51 ... Valve storage hole, 57 ... drain, 57a ... discharge port, 57b ... drain bolt, 60 ... oil filter, D ... lubricating oil.

Claims (4)

An input shaft rotatably connected to the engine;
An output shaft arranged on the same axis as the rotor of the electric motor and integrally connected;
A clutch device that releasably connects the input shaft and the output shaft by supplying and discharging lubricating oil to and from the hydraulic chamber;
A case in which the input shaft and the output shaft are rotatably supported on the same axis, and at least the electric motor and the clutch device are surrounded, and an oil reservoir for storing the lubricating oil is formed;
An electric pump directly attached to an outer peripheral wall portion in the axial direction of the output shaft in the case ;
A first oil passage communicating the oil reservoir and the suction port of the electric pump;
A second oil passage communicating the discharge port of the electric pump, the hydraulic chamber, and the oil reservoir;
A valve body storage section provided in the path of the second oil passage;
A valve that is included in the valve body storage portion and selectively communicates the hydraulic chamber to the discharge port or the oil reservoir ,
Forming the first oil passage, a part of the second oil passage, and the valve body storage portion in the wall of the case ;
A hybrid vehicle drive device , wherein a part of the second oil passage is formed to have a folded portion on a surface of the cover that covers the valve body storage portion, which faces the case . The hybrid vehicle drive device according to claim 1, wherein the valve body storage portion is formed in an axial direction of the output shaft .   3. The hybrid vehicle drive device according to claim 1, wherein a drain for discharging the lubricating oil stored in the oil reservoir to the outside is formed so as to communicate with the oil passage.   The clutch device according to any one of claims 1 to 3, wherein the clutch device is always connected by a spring force, and is brought into a disconnected state by supplying the lubricating oil to a hydraulic chamber of the clutch device. A hybrid vehicle drive device.

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