WO2010116689A1 - 車両駆動装置の発熱部冷却構造 - Google Patents
車両駆動装置の発熱部冷却構造 Download PDFInfo
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- WO2010116689A1 WO2010116689A1 PCT/JP2010/002368 JP2010002368W WO2010116689A1 WO 2010116689 A1 WO2010116689 A1 WO 2010116689A1 JP 2010002368 W JP2010002368 W JP 2010002368W WO 2010116689 A1 WO2010116689 A1 WO 2010116689A1
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- oil
- passage
- opening
- catch tank
- heat generating
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K9/00—Arrangements for cooling or ventilating
- H02K9/19—Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/04—Features relating to lubrication or cooling or heating
- F16H57/0412—Cooling or heating; Control of temperature
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/04—Features relating to lubrication or cooling or heating
- F16H57/045—Lubricant storage reservoirs, e.g. reservoirs in addition to a gear sump for collecting lubricant in the upper part of a gear case
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/12—Speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/36—Temperature of vehicle components or parts
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/421—Speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/44—Drive Train control parameters related to combustion engines
- B60L2240/441—Speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/04—Features relating to lubrication or cooling or heating
- F16H57/0467—Elements of gearings to be lubricated, cooled or heated
- F16H57/0476—Electric machines and gearing, i.e. joint lubrication or cooling or heating thereof
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K16/00—Machines with more than one rotor or stator
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K51/00—Dynamo-electric gears, i.e. dynamo-electric means for transmitting mechanical power from a driving shaft to a driven shaft and comprising structurally interrelated motor and generator parts
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Definitions
- the present invention relates to a heat generating portion cooling structure for a vehicle drive device, and more particularly to a heat generating portion cooling structure for a vehicle drive device suitable when a catch tank and heat generating portions on both sides thereof are provided in the case.
- a rotating machine, a transmission mechanism, and a power split mechanism are provided in a transmission case fastened to the engine. Since differential mechanisms and the like are mounted with high density, it is necessary to sufficiently lubricate and cool these mechanisms and cool the rotating machine.
- motor generators such as a generator motor
- a cooling structure that cools the motor generator and its peripheral part is important.
- a cooling system having an oil pump such as a gear pump and a heat exchanger for exchanging heat with an oil cooler or a coolant circulation path on the radiator side, and allowing the cooled oil to pass to the motor generator side (For example, refer to Patent Document 3).
- the vehicle drive device having the conventional motor cooling structure as described above employs a power split mechanism with a planetary gear structure, one side and the other side with respect to the engine output shaft coupled to the carrier
- the motor generators on the one side are collinear with each other, the motor generator on one side exclusively has the maximum heat generation amount on the low vehicle speed side, and the motor generator on the other side exclusively has the maximum heat generation amount on the high vehicle speed side.
- the present invention can sufficiently supply cooling oil to the heat generating portion when the heat generating portion reaches the maximum heat generation amount even though it has a simple configuration, and can increase the efficiency of the vehicle drive device.
- An object is to provide a cooling structure for a vehicle drive device.
- a cooling structure for a vehicle drive device includes (1) a pumping means for pumping oil stored in a case into a catch tank provided in the case, and the oil in the catch tank.
- An oil circulation passage that circulates in the case through the catch tank while supplying the heat generation portion on one side and the heat generation portion on the other side of the heat generation portion cooling structure for a vehicle drive device, wherein the oil circulation passage A first passage for causing the oil to flow down to the heat generating part on the one side when the liquid level of the oil in the catch tank rises to a first height, and a liquid level of the oil in the catch tank.
- the amount of oil flowing down to the heat generating part on the other side is larger than the amount of oil flowing down to the heat generating part on the one side.
- the heat generating part on the other side has the maximum heat generation amount when the cooling oil is insufficient, it is reliably prevented that the heat generating part is insufficiently cooled. Further, there is no need to provide a valve or a switching mechanism for switching the cooling oil supply flow path or adjusting the flow rate of the oil, and a simple configuration can be achieved.
- the heat generating part cooling structure for a vehicle drive device described in (1) above is (2) the first passage has a first opening that opens on the inner wall surface of the catch tank, and the second passage is the catch tank. It is preferable that the first opening and the second opening have different positions in the vertical direction.
- the first passage has a third opening that opens on the inner wall surface of the catch tank separately from the first opening.
- the third opening may be positioned at a height in the vertical direction equivalent to the second opening, and the opening area may be smaller than that of the second opening.
- the heat generating part cooling structure for a vehicle drive device is: (4) a plurality of oil introductions in which the oil circulation passage introduces the oil pumped up by the pumping means into the catch tank through a plurality of different paths;
- the passage has a passage, and the second passage is formed so as to communicate with any one of the plurality of oil introduction passages by a passage forming member having an orifice hole opened inward of the catch tank.
- the main part of the second passage formed by the passage forming member is a passage having a cross-sectional area larger than that of the orifice hole.
- a passage portion upstream of the orifice hole of the second passage extends to the upper side in the vertical direction of the catch tank, and
- the passage forming member forms a conduit that bends in the vicinity of the orifice hole so that a passage portion downstream of the orifice hole of the second passage extends from the catch tank to the one side in the horizontal direction. It is good.
- the heat generating part cooling structure for a vehicle drive device is: (6) a plurality of oil introductions in which the oil circulation passage introduces the oil pumped up by the pumping means into the catch tank through a plurality of different paths; A passage, an opening on one side that opens the first passage to the catch tank, and an opening on the other side that opens the second passage to the catch tank.
- a passage forming member that forms any one of the oil introduction passages and forms an orifice hole on one side facing the opening on the one side and an orifice hole on the other side facing the opening on the other side And the passage forming member partially closes the opening on the one side and the opening on the other side so that the opening on the one side and the other side
- the heat generating part on the other side has the maximum heat generation amount when the cooling oil is insufficient, it is reliably prevented that the heat generating part is insufficiently cooled.
- the passage forming member partially closes the opening on one side and the opening on the other side, the heights of both openings are made different, so that the opening on one side and the opening on the other side are formed on the wall surface of the catch tank. Can be formed at the same height, and the processing or molding can be facilitated.
- the opening area of the orifice hole on the one side is preferably smaller than the opening area of the orifice hole on the other side.
- oil is preferentially supplied to the heat generating part on the other side through the second passage from the stage where the oil level in the catch tank is low, but an appropriate amount of oil is also supplied to the heat generating part on one side through the first passage. Is supplied. Further, when the oil level in the catch tank is high, the passage forming member restricts the oil in the catch tank from flowing into the second passage from the opening on the other side. It is not so limited that oil flows into the first passage from the opening on one side, and the oil is sufficiently supplied to the heat generating portion on one side.
- the circulation passage includes a plurality of oil introduction passages for introducing the oil pumped up by the pumping means into the catch tank through a plurality of different paths, and a level of the oil in the catch tank rises to a first height.
- the plurality of oil introduction passages so that the height of the liquid level in the first tank portion is always lower than the height of the liquid level in the second tank portion except when the oil is filled in both of the portions. The ratio of introduction of the oil into the first tank part and the second tank part is set.
- the volume ratio between the first tank part and the second tank part can be set as appropriate depending on the installation position and height of the partition wall part, and the period during which oil is preferentially supplied to the heat generating part on the other side can be set optimally.
- the horizontal cross-sectional area ratio between the first tank part and the second tank part may not be changed depending on the height of the partition wall part, or may be changed.
- the pumping means increases the pumping amount of the oil to the catch tank when the output of the vehicle drive device increases. Is preferred.
- This configuration makes it possible to perform sufficient cooling when the output of the vehicle drive device increases and the amount of heat generated by the entire device increases.
- the heat generating part cooling structure for a vehicle drive device is (10) the pumping means is rotatably incorporated in the case, and the oil stored in the case is pumped up to the catch tank It is preferable to include at least one rotational transmission element and a pump that pumps oil stored in the case into the catch tank.
- This configuration can reduce the amount of oil stored on the bottom side of the case during high-speed rotation of the rotary transmission element, thereby reducing the rotational resistance of the rotary transmission element.
- the rotation transmission element increases the rotation speed when the output of the vehicle drive device increases, and the oil to the catch tank is increased. It is preferable to increase the pumping amount.
- This configuration can increase the amount of oil pumped by the rotational transmission element at high output, and ensure a sufficient amount of oil supply.
- the heat generating part is preferably an electric motor capable of generating power.
- the fluid flows through the second passage to the heat generating part on the other side, and the heat generating part on the other side is cooled.
- the oil level in the tank rises to the first height
- the oil flows down to the heat generating part on one side through the first passage, and the heat generating part on the one side is cooled.
- the supply amount is insufficient
- oil can be preferentially supplied to the heat generating part on the other side through the second passage, and when the heat generating part on the other side becomes the maximum heat generation amount when the cooling oil is insufficient, Insufficient cooling of the heat generating portion can be reliably prevented.
- the cooling oil can be sufficiently supplied to the heat generating portion, and the efficiency of the vehicle drive device can be increased.
- the cooling structure can be provided.
- FIG. 2 is a schematic cross-sectional view of the main part of the heat generating part cooling structure of the vehicle drive device according to the first embodiment of the present invention corresponding to the cross-sectional view taken along the line II-II in FIG. The flow of oil at vehicle speed is also shown.
- FIG. 1 is a schematic cross-sectional view of a main part of a heat generating part cooling structure for a vehicle drive device according to a first embodiment of the present invention, showing a state where the liquid level in a catch tank is high and the engine traveling speed is high.
- FIG. 2 is a side cross-sectional view of the vicinity of a catch tank in the heat generating portion cooling structure of the vehicle drive device according to the first embodiment of the present invention, showing a state at a low engine speed.
- FIG. 1 is a schematic cross-sectional view of a main part of a heat generating part cooling structure for a vehicle drive device according to a first embodiment of the present invention, showing a state where the liquid level in a catch tank is high and the engine traveling speed is high.
- FIG. 2 is a side cross-sectional view of the vicinity of a catch tank in the heat generating portion cooling structure of the vehicle drive device according to the first embodiment of the present invention, showing a state at a low engine speed.
- FIG. 2 is a side cross-sectional view around the catch tank in the heat generating part cooling structure of the vehicle drive device according to the first embodiment of the present invention, showing a state at a high engine traveling speed.
- FIG. 2 is a side cross-sectional view of the periphery of a catch tank in the heat generating part cooling structure of the vehicle drive device according to the first embodiment of the present invention, showing a state at an EV traveling high vehicle speed.
- FIG. 2 is a side sectional view of the periphery of a catch tank in the heat generating part cooling structure of the vehicle drive device according to the first embodiment of the present invention, showing a state at the time of EV traveling at a low vehicle speed.
- FIGS. 1 and 2 are views showing a vehicle drive device and a heat generating portion cooling structure thereof according to a first embodiment of the present invention.
- the vehicle drive device of this embodiment is mounted on a hybrid vehicle, and includes an internal combustion engine (not shown) (hereinafter simply referred to as an engine) and a transaxle 1 (power transmission device) as shown in FIGS. 1 and 2. It is fastened together.
- the transaxle 1 is connected to an input shaft 11 connected to an engine output shaft and left and right drive wheel shafts in a case 10 integrally fastened to the engine.
- the case 10 constitutes a part of the transmission case.
- this case 10 incorporates a pair of planetary gear mechanisms (shown schematically by dotted lines in FIG. 1) that serve as a power split mechanism and a speed reduction mechanism, and an outer cylinder portion 12a in which these ring gears are integrated.
- a known transmission mechanism 12 having a counter drive gear 12b (rotational transmission element), a first generator motor 13 (one heat generating portion) coupled to the input element 12c on the power split mechanism side of the transmission mechanism 12, and the transmission mechanism 12
- the second generator motor 14 (the other heat generating part) coupled to the input element 12d on the speed reduction mechanism side, the counter driven gear 15 (rotational transmission element) meshed with the counter drive gear 12b of the transmission mechanism 12, and the counter driven gear 15
- Differential power is input to the differential ring gear 16 (rotational transmission element) and the power is output to the left and right drive shafts.
- the first motor generator 13 is arranged on one side of the case 10
- the second motor generator 14 is arranged on the other side of the case 10.
- the structure of such a gear train is the same as that of a known one.
- the operation of the transaxle 1 is comprehensively controlled by an unillustrated ECU (electronic control unit) in accordance with the traveling state of the vehicle and the requested operation input (for example, range switching request operation, acceleration request, deceleration request, etc.) from the driver.
- the first generator motor 13 and the second generator motor 14 are each controlled by the motor or the generator and the operating conditions thereof. Further, the engine is operated or stopped, and the operating conditions during operation are controlled by an engine ECU that cooperates with an ECU that performs overall control of the transaxle 1.
- the input shaft 11 is coupled to the output shaft of the engine via a damper 18 on the outer end side, and is coupled to the carrier of the power split mechanism of the transmission mechanism 12 on the inner end side. Further, a rotor 21 of a gear pump type or vane pump type oil pump 20 is connected to an end portion of the rotary transmission shaft 19 which is inserted into the inner end side of the input shaft 11 and penetrates the center portion of the second generator motor 14. The oil pump 20 pumps up the lubricating / cooling oil stored on the bottom side in the case 10 according to the rotation of the input shaft 11.
- the first generator motor 13 and the second generator motor 14 (hereinafter also simply referred to as the generator motors 13 and 14) include stators 31 and 41 and rotors 32 and 42.
- the stators 31 and 41 are attached to the case 10. Each is fastened by a plurality of fastening bolts (not shown).
- the stators 31 and 41 are each formed by winding a stator coil around a substantially annular stator core formed by laminating a plurality of electromagnetic steel plates, for example. Permanent magnets are embedded at equiangular intervals in a rotor body formed by laminating electromagnetic steel sheets.
- Such a generator motor itself is the same as a known one.
- the case 10 is lifted from the inner bottom side of the case 10 by a differential ring gear 16, a counter driven gear 15 and a counter drive gear 12 b (hereinafter also referred to as a differential ring gear 16 or the like) that are rotational transmission elements.
- An oil introduction passage 51 through which oil can be introduced is formed.
- the oil introduction passage 51 is configured to draw oil that is lifted up in the direction of arrow f1 in FIG. It is guided in the introduction direction indicated by f3 and f4, and flows into the catch tank 52 located in the upper side in the vertical direction in the case 10.
- the catch tank 52 is located on the center side of the case 10 in the left-right direction, and is defined by a plurality of case members 10 a, 10 b that are fastened to the left and right to form the case 10.
- the oil pumped up by the differential ring gear 16 and the like can be stored, and the oil can gradually flow down from the lower flow hole 52a (see FIG. 1) to the counter drive gear 12b and the like. That is, the catch tank 52 can temporarily store the oil pumped up by the differential ring gear 16 or the like, and increases the amount of stored oil as long as the oil flowing in more than the flow amount continues. Can be made.
- the differential ring gear 16, the counter driven gear 15, the counter drive gear 12 b, and the oil pump 20 described above constitute pumping means for pumping oil stored in the case 10 into a catch tank 52 provided in the case 10.
- the oil introduction passage 51 and the catch tank 52 are configured to supply oil to the first generator motor 13 that is a heat generating part on one side of the catch tank 52 and the second generator motor 14 that is a heat generating part on the other side, while the catch tank 52
- An oil circulation passage 50 that circulates oil in the case 10 through 52 is configured.
- the oil circulation passage 50 is further connected to the stator 31 of the first generator motor 13 and its peripheral portion (one heat generating portion) when the oil level L in the catch tank 52 rises to the first height h1.
- the oil circulation passage 50 catches the oil pumped up from the inner bottom side of the case 10 by the oil pump 20 separately from the oil introduction passage 51 for introducing the oil pumped up by the differential ring gear 16 or the like.
- the liquid level L of the oil stored in the interior is raised.
- the first passage 61 has a first opening 61b (one side opening) opened on the inner wall surface 52b on one side in the left-right direction of the catch tank 52, and a stator of the first generator motor 13 from the first opening 61b. And a flow-down passage portion 61a extending to one side in the left-right direction (left side in FIG. 2) toward the upper half of the 31 and flows oil from the catch tank 52 to the stator 31 of the first generator motor 13 or the vicinity thereof. It is supposed to let you.
- the stator 31 is obtained by winding a coil around a core, which is a laminated body of magnetic steel plates, and the coil is integrally covered and protected with a resin.
- the second passage 62 is formed by any one of the oil introduction passages 51 and 56 by a passage forming member 63 having an orifice hole 63a that opens to the inner side of the catch tank 52 so as to substantially face the first opening 61b. It is formed to communicate with an introduction passage, for example, an oil introduction passage 56 for introducing oil from the oil pump 20.
- the second passage 62 extends from the upstream end connected to the oil introduction passage 56 to the downstream end located above the stator 41 of the second generator motor 14 as shown in FIGS.
- the passage has a larger cross-sectional area than the orifice hole 63a.
- a passage portion 62 u on the upstream side of the orifice hole 63 a of the second passage 62 extends to the upper side in the vertical direction of the catch tank 52, and a passage portion 62 d on the downstream side of the orifice hole 63 a of the second passage 62 extends from the catch tank 52.
- the passage forming member 63 forms a pipe line that bends in an L shape in the vicinity of the orifice hole 63a so as to extend to the other side in the left-right direction (the right side in FIG. 2).
- the passage forming member 63 is disposed in the catch tank 52, but the upstream passage portion 62 u extends along the inner wall surface 52 c on the other side in the left-right direction of the catch tank 52. Or you may arrange
- the second height h2 in the present embodiment is sufficiently smaller than the first height h1 and is the height of the liquid level L at the start of the operation of the oil pump 20, and thus is close to zero.
- the first passage 61, the second passage 62, and the oil introduction passages 51, 56 are respectively a passage and a case defined by the concave portions facing each other or the concave wall and a flat wall surface of the plurality of case members 10a, 10b of the case 10. 10 or a passage formed by a passage forming member such as a pipe or a hose, or a passage drilled or molded in each case member 10a or 10b of the case 10. It may be a combination.
- the oil pump 20 is a mechanical pump that rotates the rotor 21 by the rotation of the input shaft 11, it may be an electric oil pump that is controlled according to the traveling mode of the vehicle. And electric type may be used together.
- At least one of the engine and the generator motors 13 and 14 operates as a prime mover to generate a vehicle drive force, and the generator motor Any one of 13 and 14 operates as a generator, and stores it in a battery (not shown).
- the second generator motor 14 operates as a travel drive motor (hereinafter referred to as an EV travel mode).
- a travel drive motor hereinafter referred to as an EV travel mode.
- Cooperative control between the ECU for overall control of the transaxle 1 and the engine ECU is executed.
- the required power exceeds a specified value, the engine shifts to driving.
- the first generator motor 13 operates as a generator and the second generator motor 14 assists (power assist). ) Acts as a motor.
- the second generator motor 14 serving as a driving motor is relatively compared to the first generator motor 13. Large calorific value.
- the amount of oil pumped by the differential ring gear 16 or the like rotating at a low rotational speed is small, and the oil pump 20 that is a mechanical pump pumps up oil according to the engine speed.
- Oil discharged from the pump 20 is introduced into the oil introduction passage 56.
- the oil flows into the second passage 62 from the oil introduction passage 56, flows down to the second generator motor 14 side through the second passage 62, and cools the second generator motor 14, while passing through the orifice hole 63a. Oil is also introduced into the catch tank 52.
- the oil level L in the catch tank 52 is approximately the height of the lower half of the first opening 61b of the first passage 61, that is, the height at which oil can be supplied to the first generator motor 13. It becomes slightly lower than h1, and an appropriate amount of oil is also supplied to the first generator motor 13.
- the first generator-motor 13 is controlled so as to perform reverse rotation at a rotational speed with good fuel efficiency in the engine when normal driving is performed by engine driving, and the second power generation is performed when the charge amount is reduced.
- the electric motor 14 operates as a generator.
- the engine speed increases due to acceleration, and the first generator motor 13 becomes a generator to increase the speed.
- Driving assistance by the second generator motor 14 is performed by the electric power and the electric power for taking out the insufficient battery.
- the first generator motor 13 is controlled so as to appropriately maintain the engine speed, and performs power running or reverse regenerative operation depending on conditions.
- the first generator motor 13 is more likely to generate the second power generation under the relatively high speed running state of the vehicle in which the rotation speed of the first generator motor 13 during power generation is higher or the operation state is frequently switched. Compared to the electric motor 14, the heat generation amount is relatively large.
- the oil in the catch tank 52 flows into the first passage 61 from the first opening 61b, the oil flows down to the first generator motor 13 side through the first passage 61, and the first generator motor 13 is cooled. Further, oil is pumped up according to the engine speed by the oil pump 20, and oil discharged from the oil pump 20 is introduced into the oil introduction passage 56 and flows into the second passage 62, and passes through the second passage 62. Oil flows down to the two generator motor 14 side, and the second generator motor 14 is also cooled.
- FIG. 6A and 6B show the vicinity of the catch tank 52 when the vehicle travels in the EV travel mode.
- the amount of oil pumped up by the differential ring gear 16 and the like increases in the absence of oil supply from the oil pump 20, Since the liquid level L has risen to such an extent that the upper half of one opening 61b is immersed in the oil in the catch tank 52, the oil flows down to the first generator motor 13 side through the first passage 61, and the first generator motor 13 is cooled. Further, the oil in the catch tank 52 flows into the second passage 62 through the orifice hole 63a, and an appropriate amount of oil flows down to the second generator motor 14 side, so that the second generator motor 14 is also cooled.
- the oil circulation passage 50 introduces a plurality of oil introduction passages 51 and 56 for introducing the oil pumped up by the differential ring gear 16 and the oil and the oil pumped up by the oil pump 20 to the catch tank 52 side through different paths.
- the second passage 62 is formed so as to communicate with one oil introduction passage 56 by a passage forming member 63 having an orifice hole 63 a that opens to the inside of the catch tank 52, and is formed by the passage forming member 63. Since the main portion 62a of the second passage 62 is a passage having a larger cross-sectional area than the orifice hole 63a, the heat generating portion on the other side passes through the second passage 62 from the stage where the oil level L in the catch tank 52 is low.
- the oil level in the catch tank becomes high.
- the oil in the catch tank that flows into the second passage being restricted by the orifice hole the oil is sufficiently supplied to the second motor generator 14 through the first passage from the catch tank. Therefore, it can be said that the cooling oil is sufficiently supplied to the generator motor 13 or 14 when the heat generation amount of each generator motor 13 or 14 increases.
- the passage portion 62u on the upstream side of the second passage 62 extends to the upper side in the vertical direction of the catch tank 52, and the passage portion 62d on the downstream side of the second passage 62 extends in the horizontal direction from the catch tank 52. Since the passage forming member 63 forms a conduit that bends in the vicinity of the orifice hole 63a so as to extend to one side of the motor, the amount of heat generated by each of the generator motors 13 and 14 while using the simple passage forming member 63. It can be said that the oil for cooling is sufficiently supplied to the generator motor 13 or 14 when the temperature increases, and a simple cooling structure capable of suppressing the decrease in the efficiency is obtained.
- differential ring gear 16 and the like as the pumping means and the oil pump 20 increase the pumping amount of oil to the catch tank 52 when the engine output and the rotational output of the transaxle 1 increase.
- the amount of oil supplied can be secured and sufficient cooling can be performed.
- the pumping means is built in the case 10 so as to be rotatable, and at least one rotary transmission element that pumps up the oil stored in the case 10 to the catch tank 52, for example, the differential ring gear 16, the counter driven gear 15 and the counter drive gear. 12b and the oil pump 20 that pumps the oil stored in the case 10 to the catch tank 52, so that the bottom side of the case 10 is rotated at a high speed such as when the differential ring gear 16 that is a rotation transmission element rotates.
- the amount of oil stored in the engine can be reduced, and the rotational resistance of the differential ring gear 16 and the like can be reduced.
- the fluid flows down to the second generator motor 14 through the second passage 62, and the second
- the generator motor 14 is preferentially cooled and then the oil level L in the catch tank 52 rises to the first height h1
- the oil flows down to the first generator motor 13 through the first passage 61
- the second generator motor 14 has the maximum heat generation amount when the cooling oil is insufficient, it is possible to reliably prevent the second generator motor 14 from being insufficiently cooled.
- the configuration is simple, the cooling oil can be sufficiently supplied to the second generator motor 14 when the second generator motor 14 reaches the maximum heat generation amount, and the efficiency of the transaxle 1 is increased. It is something that can be done.
- FIGS. 7 and 8B are views showing a heat generating part cooling structure of a vehicle drive device according to a second embodiment of the present invention. Since the heat generating part cooling structure of the vehicle drive device of each embodiment described below has a configuration similar to that of the first embodiment, the same components as those of the first embodiment are shown in FIGS. Explanation will be made using the reference numerals of the corresponding components shown, and only differences from the first embodiment will be described in detail.
- the oil circulation passage 50 has a plurality of oil introduction passages 51 and 56 for introducing the oil pumped up by the pumping means into the catch tank 52 through a plurality of different routes. ing.
- the oil circulation passage 50 is provided with a stator of the first generator motor 13 when the oil level L in the catch tank 52 rises to the first height h1. 31 and the peripheral part (one side heat generating part) of the first passage 71 and the second height h2 where the oil level L in the catch tank 52 is sufficiently lower than the first height h1
- the second generator motor 14 and the second passage 72 for allowing oil to flow down to the peripheral portion (other-side heat generating portion).
- the first passage 71 has a first opening 71b (one side opening) that opens on the inner wall surface 52b on one side of the catch tank 52, and the stator 31 of the first generator motor 13 from the first opening 71b.
- a flow passage portion 71a extending to one side in the left-right direction (left side in FIG. 2) toward the upper half side, so that oil flows from the catch tank 52 to the stator 31 of the first generator motor 13 or the vicinity thereof. It has become.
- the second passage 72 is generally opposed to the main portion 72a from the upstream end side connected to the oil introduction passage 56 to the downstream end side located above the stator 41 of the second generator motor 14 and the first opening 71b.
- the second opening 72b (the opening on the other side) that opens to the inner side of the catch tank 52 is provided. That is, the oil circulation passage 50 has a first opening 71 b that opens the first passage 71 to the catch tank 52 and a second opening 72 b that opens the second passage 72 to the catch tank 52.
- a passage forming member 73 as shown in FIG. 7 is provided on the inner side of the catch tank 52.
- the passage forming member 73 forms one oil introduction passage 56 of the plurality of oil introduction passages 51 and 56, and also has one orifice passage 73a (one orifice hole) and the first opposite to the first opening 71b. 2 has an orifice passage 73b on the other side (orifice hole on the other side) opposed to the opening 72b, and the orifice passage 73a on one side has a smaller cross-sectional area than the orifice passage 73b on the other side.
- the passage forming member 73 extends to the upper side in the vertical direction of the catch tank 52 so that the passage portion 73u upstream of the other orifice passage 73b communicates with the oil introduction passage 56, and the one orifice passage.
- An inverted T-shape is formed so that 73a communicates with the first opening 71b and the other orifice passage 73b communicates with the second opening 72b.
- the passage forming member 73 partially closes the first opening 71b and the second opening 72b from the inside of the catch tank 52 at both ends of the lower pipe portion 73c extending to the left and right, thereby
- the substantial opening height of the second opening 72b is different from each other in the vertical direction, and the substantial opening area is different.
- the opening area of the one-side orifice passage 73a that opens into the first opening 71b is smaller than the opening area of the other-side orifice passage 73b that opens into the second opening 72b.
- the first opening 71b narrowed on the small diameter end side of the lower pipe portion 73c of the member 73 is substantially wider than the second opening 72b narrowed on the large diameter end side of the lower pipe portion 73c of the passage forming member 73.
- the first opening 71b has a substantial opening height (the centroid position of the opening) that is lower than the substantial opening height of the second opening 72b.
- the oil is not pumped up from the oil pump 20, so when the oil level L in the catch tank 52 reaches the first height h1, the catch tank 52 When the inflow of oil into the first passage 71 is started and the oil level L in the catch tank 52 reaches a third height h3 higher than the first height h1, the lower side of the passage forming member 73 The inflow of oil from the catch tank 52 to the second passage 72 is started through the second opening 72b narrowed on the large diameter end side of the pipe portion 73c. However, at this time, since the second opening 72b is narrower than the first opening 71b, the preferential supply state to the first passage 71 is maintained.
- the oil level L in the catch tank 52 reaches the second height h2, but is not so high, and the second generator motor 14 is passed through the second passage 72 at low vehicle speed when the oil supply amount is insufficient.
- the oil is preferentially supplied, and it is reliably prevented that the cooling of the second generator motor 14 that has the maximum heat generation amount when the cooling oil is insufficient is insufficient. Therefore, the same effect as that of the first embodiment can be expected.
- both the openings 71b and 72b can have the same height, and there is an advantage that the processing or molding can be facilitated.
- the above-described passage forming member 73 closes the first opening 71b and the second opening 72b on the inner wall surfaces 52b and 52c of the catch tank 52.
- the lower pipe portion 73c of the member 73 is inserted into the first passage 71 and the second passage 72 through both the openings 71b and 72b, so that the first opening 71b and the second opening 72b are narrowed. Needless to say.
- FIGS. 9A and 9B are views showing a heat generating part cooling structure of the vehicle drive device according to the third embodiment of the present invention.
- the oil circulation passage 50 has a plurality of oil introduction passages 51 and 56 for introducing the oil pumped up by the pumping means into the catch tank 52 through a plurality of different routes.
- the oil circulation passage 50 is configured such that when the oil level L in the catch tank 52 rises to the first height h1, the stator 31 of the first generator motor 13 and its peripheral portion (one side) A first passage 81 for causing the oil to flow down to the heat generating portion on the side) and the second generator motor when the oil level L in the catch tank 52 rises to a second height h2 lower than the first height h1. 14 and a second passage 82 through which oil flows down to the peripheral portion (the heat generating portion on the other side).
- the first passage 81 on one of the left and right sides of the catch tank 52 has a first opening 81b (one side opening) that opens on the inner wall surface 52b on one side of the catch tank 52, and a first passage 81b through the first opening 81b. 1 has a flow-down passage portion 81a extending to one side in the left-right direction (left side in FIG. 2) toward the upper half side of the stator 31 of the generator motor 13, and as shown in FIG.
- a high vehicle speed when the oil level L of the oil becomes high sufficient oil is allowed to flow from the catch tank 52 to the stator 31 of the first generator motor 13 or in the vicinity thereof, so that sufficient cooling is performed when the first generator motor 13 generates maximum heat. To do.
- the second passage 82 on the other side of the catch tank 52 has a second opening 82b (an opening on the other side) that opens on the inner wall surface 52c on the other side of the catch tank 52, and the second generator motor from the opening 82b. 14, and a flow-down passage portion 82 a extending to the other half side (right side in FIG. 2) toward the upper half of the stator 41.
- the oil in the catch tank 52 At a low vehicle speed when the liquid level L is low, oil is sufficiently allowed to flow from the catch tank 52 to the stator 41 of the second generator motor 14 or the vicinity thereof, so that sufficient cooling is performed when the second generator motor 14 generates maximum heat. It has become.
- the first opening 81b and the second opening 82b are thus different from each other in the vertical direction.
- the oil level L in the catch tank 52 rises to the second height h2
- the fluid flows down to the second generator motor 14 through the second passage 82, and the second generator motor 14
- the oil flows down to the first generator motor 13 through the first passage 81, and the first generator motor 13 is cooled.
- the oil can be preferentially supplied to the second generator motor 14 through the second passage 82 when the supply amount of the cooling oil is insufficient.
- the electric motor 14 has the maximum heat generation amount when the cooling oil is insufficient, it is possible to reliably prevent the second generator motor 14 from being insufficiently cooled.
- the cooling oil can be sufficiently supplied to the second generator motor 14 when the second generator motor 14 reaches the maximum heat generation amount, and the efficiency of the transaxle 1 is increased. Therefore, the same effect as the first embodiment can be obtained.
- the opening positions of the first opening 81b and the second opening 82b are different in the vertical direction as described above, the first opening 81b and the second opening on the inner wall surfaces 52b and 52c of the catch tank 52 are provided. It is only necessary to make the position different from that of 82b, and the configuration is simple.
- FIGS. 10A and 10B are views showing a heat generating part cooling structure of a vehicle drive device according to a fourth embodiment of the present invention.
- the present embodiment has a configuration similar to that of the third embodiment, except that a third flow-down passage is provided in addition to the first passage and the second passage.
- the oil circulation passage 50 is configured such that when the oil level L in the catch tank 52 rises to the first height h1, the stator 31 of the first generator motor 13 and its peripheral portion (on one side) A first passage 91 that causes oil to flow down to the heat generating portion), and the second generator motor 14 when the oil level L in the catch tank 52 rises to a second height h2 that is lower than the first height h1.
- a second passage 92 through which oil flows down to the peripheral portion (the heat generating portion on the other side).
- the first passage 91 on one of the left and right sides of the catch tank 52 has two openings on one side opened on the inner wall surface 52b on one side of the catch tank 52, that is, the first opening 91b and the third opening 91e (one side).
- Side opening) and a flow-down passage portion 91a extending from the first opening 91b and the third opening 91e to the upper half side of the stator 31 of the first generator motor 13 on one side in the left-right direction (left side in FIG. 2).
- 91c and flows down from the catch tank 52 to the stator 31 of the first generator motor 13 or in the vicinity thereof at a high vehicle speed at which the oil level L of the oil in the catch tank 52 increases as shown in FIG. 10B.
- a sufficient amount of oil is allowed to flow down from the passage portion 91a to perform sufficient cooling when the first generator motor 13 generates maximum heat.
- the second passage 92 on the other side of the catch tank 52 has a second opening 92b (an opening on the other side) that opens on the inner wall surface 52c on the other side of the catch tank 52 and a second passage 92b through the second opening 92b.
- 10 has a flow-down passage portion 92a extending to the other half side (right side in FIG. 2) in the left-right direction toward the upper half of the stator 41 of the generator motor 14, and as shown in FIG.
- the oil is sufficiently allowed to flow from the catch tank 52 to the stator 41 of the second generator motor 14 or the vicinity thereof, so that sufficient cooling is performed when the second generator motor 14 generates the maximum heat. To do.
- the opening height h2 ′ of the opening 91e (third opening) and the opening height h2 of the opening 92b (second opening) are the same position in the vertical direction, but the opening 91b (first The height h1 of the opening) is set sufficiently higher than the second opening 92b. Therefore, the oil can be supplied to the stator 31 of the first generator motor 13 only through the flow-down passage portion 91a at a low vehicle speed at which the oil level L in the catch tank 52 becomes low.
- the oil level L in the catch tank 52 rises to the second height h2
- the fluid flows down to the second generator motor 14 through the second passage 92, and the second generator motor 14
- the oil flows down to the first generator motor 13 through the first passage 91, and the first generator motor 13 is cooled.
- the oil can be preferentially supplied to the second generator motor 14 through the second passage 92 when the supply amount of the cooling oil is insufficient.
- the electric motor 14 has the maximum heat generation amount when the cooling oil is insufficient, it is possible to reliably prevent the second generator motor 14 from being insufficiently cooled.
- the cooling oil can be sufficiently supplied to the second generator motor 14 when the second generator motor 14 reaches the maximum heat generation amount, and the efficiency of the transaxle 1 is increased. Therefore, the same effect as the first embodiment can be obtained.
- the first passage 91 has an opening 91e that opens on the inner wall surface 52b of the catch tank 52 in addition to the opening 91b, and the opening 91e is in the vertical direction equivalent to the opening 92b. Since the opening area is smaller than the opening 92b, the oil level L of the oil in the catch tank 52 passes through the first passage 91 from a low stage where it rises to the second height h2. Thus, an appropriate amount of oil can be supplied to the first generator motor 13, and cooling according to the heat generation state of the generator motors 13 and 14 can be performed accurately.
- FIG. 12A and FIG. 12B are views showing a heat generating part cooling structure of a vehicle drive device according to a fifth embodiment of the present invention.
- a passage forming member 94 is provided in the catch tank 52 in place of the downflow passage 91c of the fourth embodiment, and has a configuration similar to that of the fourth embodiment.
- a bottomed cylindrical passage forming member 94 is disposed at a portion where the first passage 91 opens into the catch tank 52.
- the passage forming member 94 includes a longitudinal passage 94a that is continuous with the flow-down passage portion 91a of the first passage 91 and extends in the vertical direction along the inner wall surface 52b of the catch tank 52, and a first passage on the lower end side of the longitudinal passage 94a.
- An orifice hole 94b for opening the passage 91 into the catch tank 52 and an opening 94c on the upper end side of the vertical passage 94a are formed.
- the opening 94 c of the passage forming member 94 that forms the first passage 91 is orthogonal to the inner wall surface 52 b on one side of the catch tank 52, and the orifice hole 94 b is substantially parallel to the inner wall surface 52 b on one side of the catch tank 52.
- the second passage 92 is opposed to the second passage 92.
- the first passage 91 has one opening 91b that opens on the inner wall surface 52b on one side of the catch tank 52, and one side in the left-right direction from the opening 91b to the upper half of the stator 31 of the first generator motor 13. (A left side in FIG. 2) and a flow-down passage portion 91 a extending to the left (in FIG. 2).
- FIG. 12B the first from the catch tank 52 at the high vehicle speed when the oil level L in the catch tank 52 becomes high.
- a sufficient amount of oil is allowed to flow from the downflow passage portion 91a to the stator 31 of the generator motor 13 or in the vicinity thereof, so that sufficient cooling is performed when the first generator motor 13 generates maximum heat.
- the second passage 92 has a second opening 92b that opens on the inner wall surface 52c on the other side of the catch tank 52, and the opening 92b toward the upper half of the stator 41 of the second generator motor 14 as shown in FIGS. 12A and 12B. 12a, and the oil level in the catch tank 52 is low, for example, at a low vehicle speed when the oil level L in the catch tank 52 is low, as shown in FIG. 12A.
- L rises to a second height h2 that is lower than the first height h1
- the oil is sufficiently allowed to flow from the catch tank 52 to the stator 41 of the second generator motor 14 or the vicinity thereof, thereby generating the second power generation.
- Sufficient cooling is performed when the electric motor 14 generates maximum heat.
- the opening height h2 ′ of the orifice hole 94b (third opening) and the opening height h2 of the opening 92b (second opening) are the same position in the vertical direction, but the opening 94c (first opening). 1 opening) is set sufficiently higher than the second opening 92b.
- the oil level L in the catch tank 52 rises to the second height h2
- the fluid flows down to the second generator motor 14 through the second passage 92, and the second generator motor 14
- the oil flows down to the first generator motor 13 through the first passage 91, and the first generator motor 13 is cooled.
- the oil can be preferentially supplied to the second generator motor 14 through the second passage 92 when the supply amount of the cooling oil is insufficient.
- the electric motor 14 has the maximum heat generation amount when the cooling oil is insufficient, it is possible to reliably prevent the second generator motor 14 from being insufficiently cooled.
- the cooling oil can be sufficiently supplied to the second generator motor 14 when the second generator motor 14 reaches the maximum heat generation amount, and the efficiency of the transaxle 1 is increased. Therefore, the same effect as the first embodiment can be obtained.
- the first passage 91 has an orifice hole 94b that generally faces the second opening 92b separately from the opening 94c, and the orifice hole 94b has a vertical height equivalent to that of the opening 92b. Since the opening area is smaller than that of the opening 92b, the oil level L in the catch tank 52 rises to the second height h2 from the low stage through the first passage 91. It becomes possible to supply an appropriate amount of oil to the one generator motor 13, and cooling according to the heat generation state of the generator motors 13 and 14 can be performed accurately.
- (Sixth embodiment) 13A and 13B show a heat generating part cooling structure of a vehicle drive device according to a sixth embodiment of the present invention.
- the catch tank 52 is divided into two parts on the left and right. That is, in the present embodiment, the oil circulation passage 50 includes the first generator motor 13 when the oil level in the catch tank 52 rises to the first height h1.
- the one side opening 91b opened on one inner wall surface 52b of the catch tank 52 so that the oil flows down to the vicinity of the stator 31 and the oil level L of the oil in the catch tank 52 up to the second height h2.
- There is an opening 92b on the other side that opens on the inner wall surface 52c on the other side of the catch tank 52 so that the oil flows down in the vicinity of the stator 41 of the second generator motor 14 when it rises.
- the catch tank 52 has a partition wall portion 101 that divides the inside of the catch tank 52 into a first tank portion 54 having an opening 91b on one side and a second tank portion 55 having an opening 92b on the other side.
- the pumped oil is first stored in the second tank portion 55 through the oil introduction passages 51 and 56.
- the oil is stored in the first tank portion 54 side after the second tank portion 55 is full.
- the liquid level in the first tank unit 54 is equal to the liquid in the second tank unit except when both the first tank unit 54 and the second tank unit 55 are filled with oil.
- the ratio of oil introduction from the plurality of oil introduction passages 51 and 56 to the first tank portion 54 and the second tank portion 55 is set so as to be always lower than the height of the surface.
- the second generator motor 14 is preferentially given through the opening 92b on the other side. Oil will be supplied. Therefore, when the second generator motor 14 has the maximum heat generation amount when the cooling oil is insufficient, it is surely prevented that the heat generating portion is insufficiently cooled, and the same effect as that of the first embodiment described above is obtained. can get.
- the volume ratio between the first tank portion 54 and the second tank portion 55 can be set as appropriate depending on the installation position and height of the partition wall portion 101, the period during which oil is preferentially supplied to the second generator motor 14 is optimized. Can be set.
- 13A and 13B show that the ratio of the horizontal cross-sectional areas of the first tank portion 54 and the second tank portion 55 is a constant ratio regardless of the height of the partition wall portion 101.
- the ratio of the horizontal cross-sectional areas of the first tank portion 54 and the second tank portion 55 may be changed according to the height of the partition wall portion 101.
- oil is introduced from the oil pump 20 into the catch tank 52 through the oil introduction passage 56, but is introduced into the oil introduction passage 56 from an external cooler or the like instead of the oil pump 20. It may be a thing.
- the first generator motor 13 is the heat generating part on one side and the second generator motor 14 is the heat generating part on the other side.
- the heat generating part is not limited to the generator motor. May be either a generator or an electric motor, or may be a part where an inverter or other electrical heating element is mounted. Therefore, the present invention is not limited to the heat generating part cooling structure of the two-motor type vehicle drive device.
- the fluid flows down to the heat generating part on the other side through the second passage, thereby causing the other side to flow.
- the oil heating part is cooled and the oil level in the catch tank rises to the first height, the oil flows down to the one heating part through the first passage, thereby cooling the one heating part. Therefore, when the supply amount of the cooling oil is insufficient, the oil can be preferentially supplied to the heat generating part on the other side through the second passage, and the heat generating part on the other side can supply the cooling oil.
- the maximum heat generation amount is reached when there is a shortage, it is possible to reliably prevent the heat generation portion from being insufficiently cooled.
- the present invention is useful for the entire heat generating part cooling structure of a vehicle drive device that is suitable when a tank and heat generating parts on both sides thereof are provided.
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Abstract
Description
図1~図6は、本発明の第1実施形態に係る車両駆動装置とその発熱部冷却構造を示す図である。本実施形態の車両駆動装置は、ハイブリッド車両に搭載されるもので、図示しない内燃エンジン(以下、単にエンジンという)と、図1および図2に示すようなトランスアクスル1(動力伝達装置)とを一体に締結したものである。
図7、図8Aおよび図8Bは、本発明の第2実施形態に係る車両駆動装置の発熱部冷却構造を示す図である。なお、以下に述べる各実施形態の車両駆動装置の発熱部冷却構造は、上述の第1実施形態と類似する構成を有するので、第1実施形態と同一の構成要素については図1~図6に示した対応する構成要素の符号を用いて説明し、第1実施形態との相違点についてのみ詳述することとする。
本実施形態においては、第1実施形態と同様に、オイル循環通路50が、汲み上げ手段により汲み上げられる前記オイルを異なる複数の経路でキャッチタンク52に導入する複数のオイル導入通路51、56を有している。
図9Aおよび図9Bは、本発明の第3実施形態に係る車両駆動装置の発熱部冷却構造を示す図である。
本実施形態においては、第1実施形態と同様に、オイル循環通路50が、汲み上げ手段により汲み上げられるオイルを異なる複数の経路でキャッチタンク52に導入する複数のオイル導入通路51、56を有しているが、キャッチタンク52内に挿入される通路形成部材は存在しない。
図10Aおよび図10Bは、本発明の第4実施形態に係る車両駆動装置の発熱部冷却構造を示す図である。なお、本実施形態は、第1通路、第2通路に加えて第3の流下通路を有している点以外は、第3実施形態と類似する構成を有している。
本実施形態においては、オイル循環通路50は、キャッチタンク52内のオイルの液面Lが第1の高さh1まで上昇したときに第1発電電動機13のステータ31およびその周辺部(一方側の発熱部)にオイルを流下させる第1通路91と、キャッチタンク52内のオイルの液面Lが第1の高さh1より低い第2の高さh2まで上昇したときに第2発電電動機14およびその周辺部(他方側の発熱部)にオイルを流下させる第2通路92と、を有している。
図11、図12Aおよび図12Bは、本発明の第5実施形態に係る車両駆動装置の発熱部冷却構造を示す図である。なお、本実施形態は、第4実施形態の流下通路91cに代えて、キャッチタンク52内に通路形成部材94を設けたものであり、第4実施形態と類似する構成を有している。
本実施形態においては、第1通路91がキャッチタンク52に開口する部分に有底円筒状の通路形成部材94が配置されている。この通路形成部材94は、第1通路91の流下通路部分91aに連続しかつキャッチタンク52の内壁面52bに沿って鉛直方向に延在する縦通路94aと、縦通路94aの下端側で第1通路91をキャッチタンク52の内部に開口させるオリフィス穴94bと、縦通路94aの上端側の開口94cとを形成している。
図13Aおよび図13Bは、本発明の第6実施形態に係る車両駆動装置の発熱部冷却構造を示しており、本実施形態においては、キャッチタンク52の内部が左右2つに区画されている。
すなわち、本実施形態においては、オイル循環通路50は、複数のオイル導入通路51、56と、キャッチタンク52内のオイルの液面が第1の高さh1まで上昇したときに第1発電電動機13のステータ31の近傍にオイルを流下させるようキャッチタンク52の一方側の内壁面52b上に開口する一方側の開口91bと、キャッチタンク52内のオイルの液面Lが第2の高さh2まで上昇したときに第2発電電動機14のステータ41の近傍にオイルを流下させるようキャッチタンク52の他方側の内壁面52c上に開口する他方側の開口92bと、を有している。
10 ケース(トランスミッションケース)
11 入力軸
12 伝動機構(動力分割機構、減速機構)
12b カウンタドライブギヤ(回転伝動要素、汲み上げ手段)
13 第1発電電動機(一方側の発熱部、発電可能な電動機)
14 第2発電電動機(他方側の発熱部、発電可能な電動機)
15 カウンタドリブンギヤ(回転伝動要素、汲み上げ手段)
16 ディファレンシャルリングギヤ(回転伝動要素、汲み上げ手段)
20 オイルポンプ(汲み上げ手段)
31、41 ステータ
50 オイル循環通路
51、56 オイル導入通路(複数のオイル導入通路)
52 キャッチタンク
52b 一方側の内壁面
52c 他方側の内壁面
54 第1タンク部
55 第2タンク部
61、71、81、91 第1通路
61a、71a、81a、82a、91a、91c、92a 流下通路部分
61b、71b、81b、91b 開口(第1開口、一方側の開口)
62、72、82、92 第2通路
62a、72a 主要部
62d 下流側の通路部分
63、73、94 通路形成部材
63a オリフィス穴
72b、82b、92b 開口(第2開口、他方側の開口)
73a、73b オリフィス通路(オリフィス穴)
73c 下側管部
91e 開口(第3開口、一方側の開口)
94a 縦通路
94b オリフィス穴(第3開口)
94c 開口
101 区画壁部
Claims (12)
- ケース内に貯留されたオイルを前記ケース内に設けられたキャッチタンクに汲み上げる汲み上げ手段と、前記オイルを前記キャッチタンクの一方側の発熱部および他方側の発熱部に供給しながら前記キャッチタンクを通して前記ケース内で循環させるオイル循環通路と、を備えた車両駆動装置の発熱部冷却構造であって、
前記オイル循環通路は、前記キャッチタンク内の前記オイルの液面が第1の高さまで上昇したときに前記一方側の発熱部に前記オイルを流下させる第1通路と、前記キャッチタンク内の前記オイルの液面が前記第1の高さより低い第2の高さまで上昇したときに前記他方側の発熱部に前記オイルを流下させる第2通路と、を有し、
前記キャッチタンク内の前記オイルの液面が低いときに、前記一方側の発熱部への前記オイルの流下量より前記他方側の発熱部への前記オイルの流下量が多くなることを特徴とする車両駆動装置の発熱部冷却構造。 - 前記第1通路が前記キャッチタンクの内壁面上に開口する第1開口を有するとともに、前記第2通路が前記キャッチタンクの内壁面上に開口する第2開口を有し、前記第1開口と前記第2開口の位置が鉛直方向に異なっていることを特徴とする請求項1に記載の車両駆動装置の発熱部冷却構造。
- 前記第1通路が、前記第1開口とは別に前記キャッチタンクの内壁面上に開口する第3開口を有し、
前記第3開口は、前記第2開口と同等の鉛直方向の高さに位置するとともに、前記第2開口より開口面積が小さくなっていることを特徴とする請求項2に記載の車両駆動装置の発熱部冷却構造。 - 前記オイル循環通路が、前記汲み上げ手段により汲み上げられる前記オイルを異なる複数の経路で前記キャッチタンクに導入する複数のオイル導入通路を有し、
前記第2通路が、前記キャッチタンクの内方側に開口するオリフィス穴を有する通路形成部材によって前記複数のオイル導入通路のうちいずれかのオイル導入通路に連通するように形成され、該通路形成部材によって形成される前記第2通路の主要部が前記オリフィス穴より断面積の大きい通路となっていることを特徴とする請求項1に記載の車両駆動装置の発熱部冷却構造。 - 前記第2通路の前記オリフィス穴より上流側の通路部分が前記キャッチタンクの鉛直方向上方側にまで延びるとともに、前記第2通路の前記オリフィス穴より下流側の通路部分が前記キャッチタンクから水平方向の前記一方側に延びるように、前記通路形成部材が、前記オリフィス穴の近傍で屈曲する管路を形成していることを特徴とする請求項4に記載の車両駆動装置の発熱部冷却構造。
- 前記オイル循環通路が、前記汲み上げ手段により汲み上げられる前記オイルを異なる複数の経路で前記キャッチタンクに導入する複数のオイル導入通路と、前記第1通路を前記キャッチタンクに開口させる一方側の開口と、前記第2通路を前記キャッチタンクに開口させる他方側の開口と、を有し、
前記キャッチタンク内には、前記複数のオイル導入通路のうちいずれかのオイル導入通路を形成するとともに、前記一方側の開口に対向する一方側のオリフィス穴および前記他方側の開口に対向する他方側のオリフィス穴を形成する通路形成部材が設けられ、
前記通路形成部材が、前記一方側の開口と前記他方側の開口とを部分的に閉塞することで、前記一方側の開口と前記他方側の開口との高さを相違させていることを特徴とする請求項1に記載の車両駆動装置の発熱部冷却構造。 - 前記一方側のオリフィス穴の開口面積が、前記他方側のオリフィス穴の開口面積より小さいことを特徴とする請求項6に記載の車両駆動装置の発熱部冷却構造。
- ケース内に貯留されたオイルを前記ケース内に設けられたキャッチタンクに汲み上げる汲み上げ手段と、前記オイルを前記キャッチタンクの一方側の発熱部および他方側の発熱部に供給しながら前記キャッチタンクを通して前記ケース内で循環させるオイル循環通路と、を備えた車両駆動装置の発熱部冷却構造であって、
前記オイル循環通路は、前記汲み上げ手段により汲み上げられる前記オイルを異なる複数の経路で前記キャッチタンクに導入する複数のオイル導入通路と、前記キャッチタンク内の前記オイルの液面が第1の高さまで上昇したときに前記一方側の発熱部に前記オイルを流下させる一方側の開口と、前記キャッチタンク内の前記オイルの液面が第2の高さまで上昇したときに前記他方側の発熱部に前記オイルを流下させる他方側の開口と、を有し、
前記キャッチタンクは、該キャッチタンクの内部を前記一方側の開口が開口する第1タンク部と前記他方側の開口が開口する第2タンク部とに区画する区画壁部を有し、
前記汲み上げ手段により前記オイルが汲み上げられるとき、前記第1タンク部と前記第2タンク部との双方に前記オイルが満たされるときを除いて前記第1タンク部内の前記液面の高さが前記第2タンク部内の前記液面の高さより常に低くなるよう、前記複数のオイル導入通路から前記第1タンク部および前記第2タンク部への前記オイルの導入比率が設定されていることを特徴とする車両駆動装置の発熱部冷却構造。 - 前記汲み上げ手段が、前記車両駆動装置の出力が増大するときに前記キャッチタンクへの前記オイルの汲み上げ量を増加させることを特徴とする請求項1ないし請求項8のうちいずれか1項に記載の車両駆動装置の発熱部冷却構造。
- 前記汲み上げ手段が、前記ケース内に回転可能に内蔵され、前記ケース内に貯留されたオイルを前記キャッチタンクにかき上げる少なくとも1つの回転伝動要素と、前記ケース内に貯留されたオイルを前記キャッチタンクに汲み上げるポンプと、を含んで構成されていることを特徴とする請求項9に記載の車両駆動装置の発熱部冷却構造。
- 前記回転伝動要素が、前記車両駆動装置の出力が増大するときに回転速度を増大させ、前記キャッチタンクへの前記オイルの汲み上げ量を増加させることを特徴とする請求項10に記載の車両駆動装置の発熱部冷却構造。
- 前記発熱部が、発電可能な電動機であることを特徴とする請求項1ないし請求項11のうちいずれか1項に記載の車両駆動装置の発熱部冷却構造。
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JP2008195196A (ja) * | 2007-02-13 | 2008-08-28 | Toyota Motor Corp | ハイブリッド車両用駆動装置 |
JP2008286247A (ja) * | 2007-05-15 | 2008-11-27 | Toyota Motor Corp | オイルレベル調整装置 |
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JP4683140B2 (ja) | 2011-05-11 |
US8456045B2 (en) | 2013-06-04 |
CN102317656B (zh) | 2012-07-18 |
DE112010001550T5 (de) | 2012-07-05 |
CN102317656A (zh) | 2012-01-11 |
JP2010242900A (ja) | 2010-10-28 |
DE112010001550B4 (de) | 2021-07-01 |
US20120091836A1 (en) | 2012-04-19 |
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