JP6458695B2 - Motor cooling device - Google Patents

Description

  The present invention relates to a motor cooling device.

  In Patent Document 1, in a hybrid vehicle including an internal combustion engine and two electric motors, an oil cooler is connected to a pump unit including a mechanical oil pump and an electric oil pump driven by the internal combustion engine, and is cooled by the oil cooler. A cooling device is described in which the oil after cooling is supplied to two electric motors to cool the electric motors.

JP 2013-220771 A

  However, in the cooling device of Patent Document 1, since a check valve is installed on each of the mechanical oil pump side and the electric oil pump side, a mounting space for two check valves must be secured.

  The present invention has been made in view of the above, and an object of the present invention is to provide an electric motor cooling device capable of reducing the mounting space by a check valve having two valve mechanisms inside one housing. To do.

  The present invention is an electric motor cooling device mounted on a vehicle including an internal combustion engine, a first electric motor, and a second electric motor, driven by the internal combustion engine, a refrigerant source that stores refrigerant for cooling each electric motor, And a mechanical oil pump that discharges the refrigerant sucked from the refrigerant source from a discharge port; and the refrigerant that is connected to the discharge port of the mechanical oil pump and discharged by the mechanical oil pump passes through an oil cooler. A first flow path that supplies the first electric motor and the second electric motor, and an electric motor that is connected in parallel to the mechanical oil pump with respect to the refrigerant source and that sucks the refrigerant from the refrigerant source and discharges it from the discharge port. An oil pump, a second flow path connected to the discharge port of the electric oil pump and connected to the first flow path, connected to the first flow path and the second flow path, and the first flow path A third flow path for supplying a refrigerant to the electric motor; and a check valve having two valve mechanisms inside one housing, wherein the check valve is connected to the mechanical oil pump and the oil in the first flow path. A first valve mechanism that is provided between the cooler and restricts refrigerant from flowing toward the discharge port side of the mechanical oil pump; and a connecting portion between the second flow path and the third flow path. A second valve mechanism that restricts the flow of refrigerant from the second flow path toward the discharge port side of the electric oil pump; and the first valve of the first flow path within the housing. It has a flow path on the oil cooler side of the mechanism and a communication flow path that connects the third flow path.

  According to the present invention, in the motor cooling device, the mounting space can be reduced by the check valve having two valve mechanisms inside one housing. Also, when assembling two valve mechanisms that function as check valves, it is only necessary to assemble one housing, so that the number of assembling steps can be reduced compared to the case where two separate check valves are mounted as in the prior art. .

FIG. 1 is a skeleton diagram showing an example of a vehicle equipped with a motor cooling device. FIG. 2 is a schematic diagram illustrating a schematic configuration of the cooling device and the cooling circuit. FIG. 3 is an explanatory view showing the appearance of a check valve attached to the case. FIG. 4 is a skeleton diagram for explaining the flow of oil passing through the check valve. FIG. 5 is an explanatory diagram showing a case where the check valve is viewed from the two connection port sides. FIG. 6 is a cross-sectional view showing the internal structure of the check valve as a cross section taken along line AA of FIG. FIG. 7 is an exploded view when the check valve is viewed from the first outlet and the second supply side. FIG. 8 is a cross-sectional view showing the internal structure of the first valve mechanism as a BB cross section of FIG. 5.

  Hereinafter, with reference to drawings, the cooling device of the electric motor in the embodiment of the present invention is explained concretely.

  FIG. 1 is a skeleton diagram showing an example of a vehicle Ve equipped with a motor cooling device according to this embodiment. The vehicle Ve is a hybrid vehicle including an engine 1, a first motor (MG1) 2, and a second motor (MG2) 3 as power sources. The engine 1 is a known internal combustion engine. Each of the motors 2 and 3 is a known motor / generator having a motor function and a power generation function, and is electrically connected to a battery (both not shown) via an inverter.

  In the vehicle Ve, the power output from the engine 1 can be divided into the first motor 2 side and the drive wheel 4 side by a power split mechanism 5 provided in the power transmission path from the engine 1 to the drive wheels 4. At that time, the first motor 2 generates power using the power output from the engine 1, and the electric power is stored in the battery or supplied to the second motor 3.

  On the same axis as the crankshaft 1a of the engine 1, an input shaft 6, a power split mechanism 5 and a first motor 2 are arranged. The crankshaft 1a is connected to the input shaft 6 via the clutch C. When the clutch C is engaged, the engine 1 and the input shaft 6 are connected so that power can be transmitted. When the clutch C is released, power is transmitted between the engine 1 and the input shaft 6. It is blocked so that it cannot. That is, when the clutch C is engaged, the crankshaft 1a and the input shaft 6 rotate integrally, and when the clutch C is released, the engine 1 is disconnected from the power transmission system. The first motor 2 is adjacent to the power split mechanism 5 and is disposed on the opposite side of the engine 1 in the axial direction. The first motor 2 includes a stator 2a around which a coil is wound, a rotor 2b, and a rotating shaft (rotor shaft) 2c attached so that the rotor 2b rotates integrally.

  The power split mechanism 5 is a differential mechanism having a plurality of rotating elements. In the example shown in FIG. 1, the power split mechanism 5 is constituted by a single pinion type planetary gear mechanism (planetary gear). The power split mechanism 5 meshes with an external gear sun gear 5S, an internal gear ring gear 5R arranged concentrically with the sun gear 5S, and the sun gear 5S and the ring gear 5R as three rotating elements. And a carrier 5C that holds the pinion gear so that it can rotate and revolve.

  The rotor shaft 2c of the first motor 2 is connected to the sun gear 5S so as to rotate integrally. The input shaft 6 is connected to the carrier 5C so as to rotate integrally, and the engine 1 is connected to the carrier 5C via the input shaft 6. An output gear 7 that outputs torque from the power split mechanism 5 toward the drive wheels 4 is integrated with the ring gear 5R.

  The output gear 7 is an external gear that rotates integrally with the ring gear 5 </ b> R, and meshes with the counter driven gear 8 b of the counter gear mechanism 8. The counter gear mechanism 8 includes a counter shaft 8 a disposed in parallel with the input shaft 6, a counter driven gear 8 b, and a counter drive gear 8 c that meshes with the ring gear 9 a of the differential gear mechanism 9. A counter driven gear 8b and a counter drive gear 8c are attached to the counter shaft 8a so as to rotate integrally. Drive wheels 4 are connected to the differential gear mechanism 9 via left and right drive shafts 10.

  The vehicle Ve is configured so that the torque output from the second motor 3 can be added to the torque transmitted from the engine 1 to the drive wheels 4. The second motor 3 includes a stator 3a around which a coil is wound, a rotor 3b, and a rotating shaft (rotor shaft) 3c attached so that the rotor 3b rotates integrally. The rotor shaft 3c is disposed so as to be parallel to the counter shaft 8a, and is attached so that the reduction gear 11 engaged with the counter driven gear 8b rotates integrally.

  Further, the vehicle Ve is provided with a mechanical oil pump (MOP) 101 that is driven by the engine 1. The mechanical oil pump 101 is provided on the same axis as the crankshaft 1 a of the engine 1 and includes a pump rotor (not shown) that rotates integrally with the input shaft 6. When the vehicle Ve travels by the power of the engine 1, the pump rotor of the mechanical oil pump 101 rotates in the forward direction by the torque of the input shaft 6, and the mechanical oil pump 101 discharges oil from the discharge port. The oil discharged from the mechanical oil pump 101 is supplied to the lubrication-required parts such as the power split mechanism 5 through the supply oil passage and functions as the lubrication oil, and also supplied to the cooling-required parts such as the motors 2 and 3. And function as a refrigerant. The vehicle Ve is configured to supply the oil discharged from the mechanical oil pump 101 to the motors 2 and 3 as a refrigerant to cool the motors 2 and 3. The mechanical oil pump 101 is not limited to a structure and arrangement that rotate integrally with the input shaft 6, and may be provided at a position offset from the input shaft 6. In this case, the mechanical oil pump 101 and the input shaft 6 are connected to be able to transmit torque via a transmission mechanism such as a gear mechanism or a belt mechanism.

  FIG. 2 is an explanatory diagram showing a schematic configuration of the cooling device 100 for each of the motors 2 and 3. FIG. 2 shows a cooling path 200 included in the cooling device 100. The planetary gear shown in FIG. 2 is the power split mechanism 5, and the gear is the differential gear mechanism 9.

  The cooling device 100 includes a mechanical oil pump 101, an electric oil pump (EOP) 102, a water-cooled oil cooler (hereinafter referred to as “water-cooled cooler”) 103, and a check valve 110. The cooling device 100 is formed over the inside of the case 30, the mechanical oil pump 101 is accommodated inside the case 30, and the check valve 110, the electric oil pump 102, and the water cooling cooler 103 are provided outside the case 30. . That is, the cooling circuit 200 is configured to circulate oil over the inside and outside of the case 30.

  The case 30 is formed between a case main body 31 accommodating the two motors 2 and 3 and the power split mechanism 5, a rear cover 32 attached to the case main body 31, and the case main body 31 and the rear cover 32. A pump body 33 and a housing 34 that houses the differential gear mechanism 9 below the case body 31. The pump body 33 forms a part of the mechanical oil pump 101 and accommodates a pump rotor therein. The differential gear mechanism 9 can scoop up oil in the housing 34. The scraped oil moves from the housing 34 into the case body 31 and is supplied to the first motor 2.

  Oil (refrigerant) circulating in the cooling circuit 200 is stored in an oil reservoir 104 serving as a refrigerant source. The oil pumps 101 and 102 are connected to the strainer 105 in parallel. Each oil pump 101, 102 sucks oil in the oil reservoir 104 through the strainer 105 and drives it through a discharge port when driven. The oil reservoir 104 is configured by a structure capable of storing oil at the bottom in the case main body 31, an oil pan, or the like.

  The electric oil pump 102 is driven by an electric motor (not shown). That is, the electric oil pump 102 is configured to be driven and controlled by a control device (not shown). The control device is a well-known electronic control device capable of controlling the electric oil pump 102, and executes drive control of the electric oil pump 102 by controlling the electric motor.

  The water cooling cooler 103 is a heat exchanger that exchanges heat between oil and cooling water (engine cooling water or hybrid cooling water). The hybrid cooling water cools the inverter and the like, and is cooler than the temperature of the engine cooling water. In the case of the configuration using engine cooling water, the water cooling cooler 103 is disposed outside the case 30 so that heat can be exchanged between the engine cooling water flowing out from the water jacket (not shown) of the engine 1 and the oil. In addition, the engine cooling water at the time of heat exchange with oil may be cooling water after heat exchange with a radiator (not shown) or may be cooling water that does not pass through the radiator.

  In the cooling circuit 200, the oil (refrigerant) after being water-cooled by the water-cooled cooler 103 is discharged from the MG cooling pipe provided inside the case body 31 to the motors 2 and 3 (stators 2a and 3a). 2 and 3 are cooled. The MG cooling pipe includes an MG1 cooling pipe for cooling the first motor 2 and an MG2 cooling pipe for cooling the second motor 3. The MG1 cooling pipe has a discharge hole for discharging refrigerant to the stator 2a of the first motor 2. The MG2 cooling pipe has a discharge hole that discharges the water-cooled refrigerant to the stator 3 a of the second motor 3. In the cooling device 100, there is one MG2 cooling pipe. The oil after cooling the motors 2 and 3 inside the case body 31 flows into an oil reservoir 104 formed at the bottom of the case body 31 by gravity.

  The check valve 110 is externally attached to the case 30 and is formed as a single attachment component (housing), and is configured to function as two check valves by its internal structure. The check valve 110 includes two check valves, a first valve mechanism 111 and a second valve mechanism 112, in one housing. The first valve mechanism 111 is a first check valve for preventing oil from flowing back toward the discharge port side of the mechanical oil pump 101. The second valve mechanism 112 is a second check valve for preventing the oil from flowing back toward the discharge port side of the electric oil pump 102.

  The cooling circuit 200 includes a first path 210 from the mechanical oil pump 101 to the motors 2 and 3 via the first valve mechanism 111 and the water cooling cooler 103, and a second valve mechanism 112 from the electric oil pump 102. The first motor 2 and the second path 220 for supplying the refrigerant to the power split mechanism 5 are provided.

  The first path 210 is formed by a flow path that supplies oil discharged from the mechanical oil pump 101 to the motors 2 and 3 after the water cooling cooler 103 cools the oil. As shown in FIG. 2, the first path 210 includes a first discharge passage 210 a connected to the discharge port of the mechanical oil pump 101, a first supply port 110 a of the check valve 110, and the check valve 110 inside. The first valve mechanism 111, the first outlet 110 b of the check valve 110, the pre-water cooling flow path 210 b connected to the supply port of the water cooling cooler 103, the water cooling cooler 103, and the discharge port of the water cooling cooler 103. A water-cooled flow path 210c, a first supply flow path 210d for discharging the water-cooled refrigerant to the first motor 2, and a second supply flow path 210e for discharging the water-cooled refrigerant to the second motor 3. ing.

  The first discharge passage 210 a connects the first supply port 110 a of the check valve 110 and the discharge port of the mechanical oil pump 101. The pre-water cooling channel 210 b connects the first outlet 110 b of the check valve 110 and the supply port of the water cooling cooler 103. Inside the check valve 110, a first valve mechanism 111 is provided between the first supply port 110a and the first outlet 110b. The first valve mechanism 111 regulates that oil flows out from the first supply port 110a to the outside of the check valve 110 and flows to the mechanical oil pump 101 side. Configured to close. Further, the post-water-cooling flow path 210 c is formed so that the upstream side is provided outside the case 30 and the downstream side reaches the inside of the case body 31. The downstream side of the post-water cooling flow path 210c is branched into a first supply flow path 210d and a second supply flow path 210e at a branch point after the water cooling inside the case 30. At the branch point, the water-cooled flow path 210c and the supply flow paths 210d and 210e communicate with each other. The first supply channel 210d is formed by, for example, an MG1 cooling pipe provided inside the case body 31. The second supply flow path 210e is formed by, for example, an MG2 cooling pipe provided inside the case body 31. In the first path 210, the flow path from the discharge port of the mechanical oil pump 101 to the supply port of the water-cooled cooler 103 via the check valve 110 can be referred to as a first flow path.

  In addition, two relief valves 107A and 107B for adjusting the hydraulic pressure in the first discharge flow path 210a are connected to the first discharge flow path 210a. In each of the relief valves 107A and 107B, the supply port is connected to the first discharge flow path 210a, and the discharge port opens toward the inside of the case body 31. For example, the relief pressure of the first relief valve 107A and the relief pressure of the second relief valve 107B are set to different magnitudes. The refrigerant in the first discharge channel 210a is configured to be supplied into the case body 31 from the relief valves 107A and 107B.

  The second path 220 is formed by a flow path that supplies oil discharged from the electric oil pump 102 to the first motor 2 and the power split mechanism 5 without passing through the water-cooled cooler 103. As shown in FIG. 2, the second path 220 includes a second discharge passage 220 a connected to the discharge port of the electric oil pump 102, a second supply port 110 c of the check valve 110, and the check valve 110. The third valve mechanism 112, the second outlet 110 d of the check valve 110, the connection flow path 220 b inside the case 30, the orifice 106, the third motor 2 discharges refrigerant to the first motor 2 and the power split mechanism 5. It is comprised by the supply flow path 220c.

  The second discharge flow path 220 a connects the second supply port 110 c of the check valve 110 and the discharge port of the electric oil pump 102. The connection flow path 220b connects the second outlet 110d of the check valve 110 and the third supply flow path 220c. Inside the check valve 110, a second valve mechanism 112 is provided between the second supply port 110c and the second outlet 110d. The second valve mechanism 112 regulates that oil flows out of the check valve 110 from the second supply port 110c and flows to the electric oil pump 102 side, and closes the second supply port 110c. It is configured as follows. The orifice 106 is a throttle valve that controls the flow rate of oil flowing into the third supply channel 220c from the connection channel 220b. The third supply channel 220 c includes a shaft side channel formed inside the input shaft 6, and in the case main body 31, the first motor 2 (rotor 2 b) and the power split mechanism 5 are supplied with refrigerant and oil as lubricating oil. Is discharged. The oil in the third supply flow path 220c is discharged into the case main body 31 from the discharge hole formed in the input shaft 6, and the case main body is caused by the hydraulic pressure of the third supply flow path 220c and the centrifugal force and gravity by the rotating member. The inside of 31 is moved from the rotation center side toward the radially outer side. The second path 220 functions as a lubricating circuit that discharges lubricating oil from the third supply flow path 220c. In the second path 220, the flow path from the discharge port of the electric oil pump 102 to the second valve mechanism 112 can be referred to as a second flow path, from the second valve mechanism 112 to the first motor 2 and the power split mechanism 5. This channel can be referred to as a third channel.

  Further, in the check valve 110, the downstream flow path of the first valve mechanism 111 and the downstream flow path of the second valve mechanism 112 are communicated by the communication flow path 201. That is, the first path 210 and the second path 220 are connected by the communication flow path 201 inside the check valve 110. The cooling circuit 200 is a path that branches from the first path 210 inside the check valve 110 and joins the second path 220 in addition to the first path 210 and the second path 220, and is a mechanical oil pump 101. , A third path 230 for supplying refrigerant to the first motor 2 and the power split mechanism 5, a path branched from the second path 220 inside the check valve 110 and joined to the first path 210. And a fourth path 240 from the oil pump 102 to the motors 2 and 3 via the water-cooled cooler 103. The second path 220 and the third path 230 are paths that do not include the water-cooled cooler 103.

  The third path 230 is formed by a flow path that supplies oil discharged from the mechanical oil pump 101 to the first motor 2 and the power split mechanism 5 without passing through the water-cooled cooler 103. As shown in FIG. 2, the third path 230 includes a first discharge flow path 210a, a first supply port 110a, a first valve mechanism 111, a communication flow path 201, a second outlet 110d, and a connection flow. It is comprised by the path | route 220b and the 3rd supply flow path 220c.

  The communication channel 201 is formed inside the check valve 110 so as to communicate the first outlet 110b on the downstream side of the first valve mechanism 111 and the second outlet 110d on the downstream side of the second valve mechanism 112. It is a flow path. Further, the oil pumped in the third path 230 is discharged from the mechanical oil pump 101 inside the case 30 and then returns to the inside of the case 30 again via the check valve 110 outside the case 30. It reaches the third supply flow path 220c on the shaft core side.

  The fourth path 240 is formed by a flow path that supplies the oil discharged from the electric oil pump 102 to the motors 2 and 3 after the water cooling cooler 103 cools the oil. As shown in FIG. 2, the fourth path 240 includes a second discharge flow path 220a, a second supply port 110c, a second valve mechanism 112, a communication flow path 201, a first outlet 110b, and a water-cooled pre-flow. The passage 210b, the water cooling cooler 103, the post-water cooling passage 210c, the first supply passage 210d, and the second supply passage 210e are configured.

  Next, the structure of the check valve 110 will be described with reference to FIGS.

  FIG. 3 is an explanatory diagram showing the appearance of the check valve 110 attached to the case 30. The check valve 110 has an outer shape formed by two parts, a body member 113 and a cover member 114. The body member 113 and the cover member 114 are configured as an integral structure joined by the joining portion 115 at the mating surface. That is, the integrated body member 113 and cover member 114 constitute one housing.

  The body member 113 is an outer part that is bolted to the case 30 and is formed in a hollow structure for accommodating the two valve mechanisms 111 and 112 therein. The body member 113 includes a hollow body body 113a and a fixed portion 113b attached to the case 30, and the body body 113a and the fixed portion 113b are integrally formed. Further, as shown in a portion surrounded by a broken line in FIG. 3, the body main body 113 a has a first valve hole 113 c that houses the first valve body 111 a (shown in FIG. 6 and the like) of the first valve mechanism 111, A second valve hole 113d that accommodates the second valve body 112a (shown in FIG. 6 and the like) of the second valve mechanism 112 and a communication hollow portion 113e that allows the valve holes 113c and 113d to communicate with each other are formed. Each valve hole 113c, 113d is a guide part which has a sliding surface which slides when each valve body 111a, 112a opens and closes. Further, each of the valve holes 113c and 113d is formed in parallel in parallel with each other, and both are opened on the mating surface side with the cover member 114. The communication hollow portion 113e forms the communication channel 201 described above. The communication hollow portion 113e is formed so as to cut out a part of the sliding surface of the first valve hole 113c and cut out a part of the sliding surface of the second valve hole 113d. And the communication hollow part 113e is divided by the groove part formed so that two valve holes 113c and 113d might be connected. For example, a groove portion that is cut out so that each valve hole 113c, 113d extends in the moving direction of each valve body 111a, 112a extends over the entire valve hole 113c, 113d.

  The cover member 114 is an outer part attached to the body main body 113a of the body member 113, and is joined at a mating surface with the body main body 113a. The cover member 114 is a connection member between the check valve 110 and a tube (a tubular member forming a flow path), and has two connection ports 114a and 114b as tube connection portions. A tube forming the pre-water cooling flow path 210b on the water cooling cooler 103 side is coupled to the first connection port 114a. A tube forming the second discharge flow path 220a on the electric oil pump 102 side is coupled to the second connection port 114b. That is, the 1st connection port 114a forms the 1st outflow port 110b, and the 2nd connection port 114b forms the 2nd supply port 110c.

  FIG. 4 is a skeleton diagram for explaining the flow of oil passing through the check valve 110. FIG. 5 is an explanatory diagram showing a case where the check valve 110 is viewed from the two connection ports 114a and 114b. FIG. 6 is a cross-sectional view showing the internal structure of the check valve 110 as a cross section taken along the line AA of FIG. FIG. 7 is an exploded view when the check valve 110 is viewed from the two connection ports 114a and 114b. FIG. 8 is a cross-sectional view showing the internal structure of the first valve mechanism 111 as a BB cross section of FIG. 5.

  When the oil discharged from the mechanical oil pump 101 is supplied from the first discharge passage 210a to the first supply port 110a formed in the body member 113 and the first valve mechanism 111 is opened by the discharge pressure, the check It flows into the inside of the valve 110. The inflowed oil flows from the first supply port 110a through the communication hollow portion 113e to the first connection port 114a on the cover member 114 side, and from the first connection port 114a (first outflow port 110b) to the water-cooled cooler 103 side. Spills towards Further, when the oil discharged from the electric oil pump 102 is supplied to the second connection port 114b (second supply port 110c) on the cover member 114 side and the second valve mechanism 112 is opened by the discharge pressure, the check is made. It flows into the inside of the valve 110. The inflowed oil flows through the communication hollow portion 113e from the second connection port 114b, flows to the second outlet 110d formed on the case 30 side of the body member 113, and from the second outlet 110d to the case 30. It flows out toward the inside. The oil sucked from the inside of the case 30 toward the electric oil pump 102 is once sucked into the electric oil pump 102 after flowing through the outside of the case 30 once.

  Inside the check valve 110, two valve mechanisms 111 and 112 are arranged in opposite directions. The first valve body 111a of the first valve mechanism 111 is disposed toward the case 30 side, and the second valve body 112a of the second valve mechanism 112 is disposed toward the cover member 114 side. In the check valve 110, a flow path connected to the flow path inside the case 30 is gathered on the body member 113 side, and a flow path connected to a flow path outside the case 30 such as the water cooling cooler 103 on the cover member 114 side. Are aggregated.

  The first valve mechanism 111 includes a first valve body 111a facing the first supply port 110a and a first spring 111b that pushes the first valve body 111a toward the first supply port 110a. The first valve body 111a and the first spring 111b are accommodated in the first valve hole 113c of the body main body 113a. The first valve body 111a is formed in a bottomed cylindrical shape, and is arranged so that the surface of the bottom portion faces the first supply port 110a side. An end of the first valve hole 113c on the first supply port 110a side forms a first valve seat 111c. The first valve seat 111c is a part that receives the first valve body 111a, and contacts the first valve body 111a when the first valve mechanism 111 is closed. Moreover, the end part of the cover member 114 forms the 1st control part 111d which receives the load of the 1st spring 111b in the mating face side with the cover member 114 among the 1st valve holes 113c. The first restricting portion 111d is a support portion that receives the load (elastic force) of the first spring 111b in the direction in which the first valve hole 113c extends, and restricts the first valve body 111a from moving to some extent in the opening direction. It is also a part to do.

  The second valve mechanism 112 includes a second valve body 112a facing the second supply port 110c side, and a second spring 112b that pushes the second valve body 112a toward the second supply port 110c side. The second valve body 112a and the second spring 112b are accommodated in the second valve hole 113d of the body main body 113a. The second valve body 112 a is formed in a bottomed cylindrical shape, and is disposed so that the surface of the bottom portion faces the second supply port 110 c formed in the cover member 114. The second valve seat 112c that receives the second valve body 112a is formed by the end of the cover member 114 on the opening side. A portion of the cover member 114 that faces the second valve body 112a in the direction in which the second valve body 112a reciprocates contacts the second valve body 112a when the second valve mechanism 112 is closed. Is forming. The second spring 112b is disposed so that the second outlet 110d side of the body member 113 serves as the second restricting portion 112d. The second restricting portion 112d is a support portion that receives the load (elastic force) of the second spring 112b in the direction in which the second valve hole 113d extends, and a portion that restricts movement of the second valve body 112a in the opening direction. But there is.

  In the cover member 114, two through holes 114c and 114d are formed side by side. One opening of the first through hole 114 c forms the first connection port 114 a (first outlet 110 b), and the other first opening 114 e communicates with the communication hollow portion 113 e of the body member 113. One opening of the second through hole 114 d forms a second connection port 114 b (second supply port 110 c), and the other second opening 114 f is closed by the second valve body 112 a of the second valve mechanism 112. It is configured as follows.

  The structure of the hollow part formed inside the check valve 110 will be described. The cover member 114 is formed with a first series of grooves 114g on the first opening 114e side of the first through hole 114c. The first continuous groove 114g is formed in a shape recessed from the mating surface with the body member 113 to the second outlet 110d side with respect to the second restricting portion 112d. Inside the check valve 110, the first through-hole 114c and the communication hollow portion 113e of the body member 113 are communicated with each other through the first series of grooves 114g. The body main body 113a has a second communication groove 113f on the second outlet 110d side of the second valve hole 113d. The second communication groove 113f is formed in a shape recessed from the second restricting portion 112d toward the second outlet 110d. Inside the check valve 110, the second outlet 110d and the communication hollow portion 113e communicate with each other by the second communication groove 113f. In other words, the check valve 110 is configured such that the first continuous groove 114g and the second communication groove 113f are always communicated with each other via the communication hollow portion 113e regardless of whether the valve mechanisms 111 and 112 are opened or closed. ing. Further, the first series of grooves 114g are formed so as to cut out a part of the first opening 114e, and the second communication groove 113f is formed so as to cut out a part of the second restricting part 112d. The check valve 110 can be prevented from increasing in size in the moving direction of the valve bodies 111a and 112a. That is, in the check valve 110, the two valve mechanisms 111 and 112 can be accommodated compactly in one housing. Furthermore, the check valve 110 is configured such that a plurality of paths are connected or branched depending on the internal structure of the housing.

  Further, inside the check valve 110, an internal space is defined by the communication hollow portion 113e that connects the valve holes 113c and 113d and the communication grooves 114g and 113f, and the valve bodies 111a and 112a of the valve mechanisms 111 and 112, respectively. By disposing 112a in the reverse direction, erroneous release of the check valve 110 can be suppressed. For example, when the first valve mechanism 111 is opened and the second valve mechanism 112 is closed, the oil that has flowed into the communication hollow portion 113e (communication flow path 201) from the first supply port 110a through the first valve hole 113c. Since the second valve body 112a flows behind the second valve body 112a, the second valve mechanism 112 can be prevented from being erroneously released by flowing toward the first outlet 110b and the second outlet 110d. The same applies to the case where the second valve mechanism 112 is opened and the first valve mechanism 111 is closed. The second valve mechanism 112 is closed from the second supply port 110c through the second valve hole 113d in the communication hollow portion 113e (communication channel 201). Since the oil that has flowed in flows through the back side of the first valve body 111a, the first valve mechanism 111 can be prevented from being accidentally released by flowing toward the first outlet 110b and the second outlet 110d.

  A mounting structure of the check valve 110 will be described. The fixing portion 113b of the body member 113 is formed with two bolt holes 113g on both sides of the body main body 113a. The body member 113 is fixed to the outside of the case 30 by a bolt (not shown) passing through the bolt hole 113g and screwing into the bolt hole 30a on the case 30 side. As a result, the two valve mechanisms 111 and 112 are assembled by assembling the check valve 110 composed of a single housing (the body member 113 and the cover member 114 having an integral structure). The case 30 is formed with a flow path of oil that is sucked from the strainer 105 side into the electric oil pump 102 provided outside the case 30.

  Next, the cooling state of the cooling device 100 that changes according to the traveling state of the vehicle Ve will be described. The vehicle Ve can be controlled to an HV traveling mode in which the vehicle 1 travels with the power of the engine 1 and an EV traveling mode in which the engine 1 is stopped and travels with the power of the motor.

  In the HV traveling mode, the engine 1 is driven and the mechanical oil pump 101 is driven. During HV traveling, the refrigerant discharged from the mechanical oil pump 101 passes through the first valve mechanism 111 of the check valve 110 and flows out from the first outlet 110b and the second outlet 110d of the check valve 110. After being water cooled by the water cooling cooler 103, it is supplied to the motors 2 and 3. Furthermore, when the first valve mechanism 111 is opened, the first path 210 and the third path 230 communicate with each other inside the check valve 110. Therefore, a part of the refrigerant discharged from the mechanical oil pump 101 during HV traveling flows into the third path 230 from the second outlet 110d of the check valve 110, and the first motor 2 and the water are not cooled. It is supplied to the power split mechanism 5. In this case, the second valve mechanism 112 of the check valve 110 is closed. The second valve mechanism 112 prevents the refrigerant from flowing backward from the second supply port 110c to the discharge port side of the electric oil pump 102.

  In the EV travel mode, the engine 1 is stopped and the mechanical oil pump 101 is stopped. Therefore, the electric oil pump 102 is driven so that the cooling device 100 exhibits the cooling performance. During EV travel, the refrigerant discharged from the electric oil pump 102 passes through the second valve mechanism 112 of the check valve 110 and flows out from the first outlet 110b and the second outlet 110d of the check valve 110. Thus, the electric oil pump 102 can cool the motors 2 and 3 with the water-cooled refrigerant, and can supply the lubricating oil to the first motor 2 and the power split mechanism 5 from the shaft core side. In this case, since the first valve mechanism 111 of the check valve 110 is closed, the first valve mechanism 111 prevents the refrigerant from flowing backward from the first supply port 110a to the discharge port side of the mechanical oil pump 101. Yes.

  As described above, according to the present embodiment, since the check valve 110 is formed in a structure having the two valve mechanisms 111 and 112 inside one housing, the mounting space can be reduced. Since the two valve mechanisms 111 and 12 are assembled by assembling the check valve 110 consisting of a single housing, the number of assembling steps is compared to the case of mounting two separate check valves as in the prior art. Can be reduced. Furthermore, since only one check valve 110 is required, the cost can be reduced as compared with the case where two check valves are mounted. Further, since the two valve mechanisms 111 and 112 are arranged with the valve bodies 111a and 112a directed in the opposite directions, when one oil pump is driven and the other oil pump is stopped, the check valve is erroneously Can be prevented from opening.

1 Engine 2 First motor (MG1)
3 Second motor (MG2)
100 Cooling device 101 Mechanical oil pump (MOP)
102 Electric oil pump (EOP)
103 Water-cooled oil cooler 104 Oil reservoir (refrigerant source)
110 check valve 110a first supply port 110b first outlet 110c second supply port 110d second outlet 111 first valve mechanism 111a first valve body 111b first spring 111c first valve seat 111d first regulating portion 112 second Valve mechanism 112a Second valve body 112b Second spring 112c Second valve seat 112d Second restricting portion 113 Body member 113a Body body 113b Fixed portion 113c First valve hole 113d Second valve hole 113e Communication hollow portion 113f Second communication groove 113g Bolt hole 114 Cover member 114a 1st connection port 114b 2nd connection port 114c 1st through-hole 114d 2nd through-hole 114e 1st opening 114f 2nd opening 114g 1st continuous groove 115 Junction part 200 Cooling circuit 201 Communication flow Route 210 First route 210a First Outlet channel 210b Channel before water cooling 210c Channel after water cooling 210d First supply channel 210e Second supply channel 220 Second channel 220a Second discharge channel 220b Connection channel 220c Third supply channel 230 Third channel 240 Fourth path

Claims (1)

In an electric motor cooling device mounted on a vehicle including an internal combustion engine, a first electric motor, and a second electric motor,
A refrigerant source for storing a refrigerant for cooling each electric motor;
A mechanical oil pump that is driven by the internal combustion engine and discharges the refrigerant sucked from the refrigerant source from a discharge port;
A first flow path connected to a discharge port of the mechanical oil pump and supplying the refrigerant discharged by the mechanical oil pump to the first electric motor and the second electric motor via an oil cooler;
An electric oil pump connected in parallel to the mechanical oil pump with respect to the refrigerant source, and sucking refrigerant from the refrigerant source and discharging it from a discharge port;
A second flow path connected to the discharge port of the electric oil pump and connected to the first flow path;
A third flow path connected to the first flow path and the second flow path and supplying a refrigerant to the first electric motor;
A check valve having two valve mechanisms inside one housing;
The check valve is
A first valve mechanism that is provided between the mechanical oil pump and the oil cooler in the first flow path, and restricts refrigerant from flowing toward a discharge port side of the mechanical oil pump;
A second valve mechanism that is provided at a connection point between the second flow path and the third flow path and restricts the refrigerant from flowing from the second flow path toward the discharge port side of the electric oil pump;
The housing internally, possess the a first passage the oil cooler side of the flow path than the first valve mechanism of, and a communication passage which communicates with said third flow passage,
The communication channel is formed by an inner wall of the casing.
Cooling device for an electric motor characterized by and this.

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