JP5708544B2 - Vehicle drive device - Google Patents

Description

  The present invention relates to a vehicle drive device having at least a rotating electrical machine (hereinafter referred to as an electric motor) as a drive source, and is suitable for use in, for example, a hybrid vehicle drive device having an electric motor and an internal combustion engine as drive sources. Relates to the cooling of electric motors with lubricating oil.

  In general, an electric motor as a drive source of a vehicle is cooled by circulating cooling water through a water jacket. In this cooling method, it is necessary to provide a cooling water channel such as a water jacket in the mission case, and the apparatus becomes large.

  Conventionally, oil from an oil pump is regulated to a line pressure and a lubricating hydraulic pressure by a regulator valve, and the lubricating oil pressure is guided to the electric motor by a centrifugal force from a shaft (input shaft) that supports the rotor of the electric motor. An apparatus has been devised for branching into an oil passage and an upper oil passage that is directly blown from the oil passage formed in the case to the electric motor to cool the electric motor (see Patent Document 1).

JP 2001-238405 A

  A vehicle using an electric motor as a drive source, that is, an electric vehicle and a hybrid vehicle starts the vehicle by the electric motor. At the time of starting, the electric motor generates creep torque (start standby) and starts the vehicle from a stopped state, so that a large load acts on the electric motor and it is required to be cooled with a sufficient amount of lubricating oil. .

  In the stop state of the vehicle, the lubricating oil from the shaft center lubricating oil passage is not sufficiently supplied to the electric motor because centrifugal force does not act, and the cooling effect is small. In addition, when the vehicle is on standby and at the time of start, the oil pump discharge amount is small, and the small amount of oil is required to branch and supply the small amount of oil to the axial lubricating oil passage and the upper oil passage. Since the oil pump is insufficient, an electric pump having a large capacity is adopted, which causes power loss. Further, when the vehicle is cruising, the lubricating oil is supplied to the electric motor from the axial lubricating oil passage by centrifugal force, and the lubricating oil is also supplied directly from the overhanging oil passage. Supply is likely to be excessive, and the lubricating oil stagnates in the gap (air gap) between the stator and rotor, causing drag loss.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle drive apparatus that solves the above-described problems by supplying an appropriate amount of lubricating oil to an electric motor in accordance with the vehicle running condition.

The present invention (see, for example, FIGS. 1 to 4) includes at least a rotating electric machine (electric motor) (3) as a drive source, and supplies a lubricating oil to the rotating electric machine (3) to cool the vehicle. Drive device (1),
An axial lubrication path (A) for supplying the lubricating oil to the rotating electrical machine (3) by centrifugal force from an axial oil path (42) formed in the rotating shaft (7);
An overlying lubricating path (B) for supplying the lubricating oil directly to the rotating electrical machine from an oil path (43) formed in a case (18) surrounding the rotating electrical machine (3);
A lubrication relay valve (25) that is interposed in at least the supply side oil passage (38) to the upper lubrication route (B) and is switched according to the traveling state of the vehicle,
The lubrication relay valve (25) is in a first position where the supply-side oil passage (38) and the upper lubrication passage (B) communicate with each other in a predetermined low speed state including a stop, and in a traveling state of a predetermined low speed or more. Switched to the second position for blocking the communication;
The vehicle drive device is characterized by the above.

For example, referring to FIG. 3, the supply-side oil passage is a supply-side oil passage (38) that is common to the top lubrication route (B) and the shaft center lubrication route (A).
The lubrication relay valve (25) communicates the supply side oil passage (38) and the upper lubrication passage (B) at the first position, and supplies the supply side oil passage (38) and the shaft. The central lubrication path (A) is blocked, and at the second position, the supply-side oil path (38) and the top lubrication path (B) are blocked and the supply-side oil path (38) The shaft center lubrication path (A) is communicated.

  The supply side oil passage is a modulator pressure oil passage (38) in which the line pressure is adjusted to a predetermined modulator pressure by a modulator valve (36).

For example, referring to FIG. 1 to FIG. 4, an internal combustion engine (5) is provided outside the rotating electrical machine (3) as a drive source, and a rotor (26) of the rotating electrical machine and an output member (5a) of the internal combustion engine are provided. A disengagement clutch (6) is disposed between the rotor (26) and the drive wheel (8) of the rotating electrical machine, and the vehicle drive device is a hybrid vehicle drive. Device (1),
The lubrication relay valve (25) includes an input port (25a) communicating with an oil passage (32) different from the supply-side oil passage (38), and an output port (25g) for directing lubricating oil to the clutch (6). In the first position, the input port (25a) and the output port (25g) communicate with each other, and a large flow amount of lubricating oil from the different oil passages (32) is directly supplied to the clutch ( To 6).

  In addition, although the code | symbol in the said parenthesis is for contrast with drawing, it does not have any influence on the structure as described in a claim by this.

  According to the first aspect of the present invention, since the lubricating oil is supplied directly to the rotating electrical machine via the top lubrication path in the predetermined low speed state including the stop when the vehicle is started or in a standby state, Without depending on the shaft lubrication path that requires force, the rotating electrical machine can be reliably supplied to the rotating electrical machine to effectively cool the rotating electrical machine in a high load state.

  In a traveling state at a predetermined low speed or higher, the lubrication relay valve cuts off the supply of lubricating oil from the overlubricating path, thereby reducing the occurrence of drag due to excessive supply of lubricating oil to the rotating electrical machine and the predetermined rotation. A required amount of lubricating oil is supplied to the rotating electrical machine through the shaft center lubricating path from the rotating shaft rotating at a speed, and energy loss can be reduced while maintaining the performance of the rotating electrical machine.

  According to the second aspect of the present invention, since the supply of the lubricating oil to the rotating electrical machine is switched between the top lubrication path and the shaft center lubrication path by the lubrication relay valve, the oil pump capacity of a limited oil pump such as an electric oil pump is limited. It is possible to effectively cool the rotating electrical machine while preventing the enlargement of the oil pump by efficiently using the oil according to the traveling state and efficiently cooling the rotating electrical machine.

  According to the third aspect of the present invention, since the supply-side oil passage is a modulator pressure oil passage, the rotating electrical machine has a modulator pressure obtained by adjusting the line pressure even in a predetermined low speed state including a stop. Based on the supplied lubricating oil, the reliability can be improved.

  According to the fourth aspect of the present invention, a large amount of lubrication is applied to the hybrid vehicle drive device when the clutch is slip-controlled and the engagement is started, such as when starting with the internal combustion engine or when starting the internal combustion engine with the rotating electrical machine. Oil is supplied to the clutch to cool the clutch, and at the same time, using the same lubrication relay valve, the rotating electrical machine is supplied to the rotating electrical machine from the lubricating path to effectively cool the rotating electrical machine. While improving the reliability of a drive device, a power loss can be reduced and a fuel consumption performance can be improved.

Schematic which shows the drive device for hybrid vehicles which can apply this invention. The schematic diagram which shows cooling of a rotary electric machine (electric motor). The figure which shows the hydraulic circuit by embodiment which concerns on this invention. The figure which shows the hydraulic circuit by embodiment changed partially.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. As shown in FIG. 1, the hybrid vehicle drive device 1 includes an automatic transmission 2, a rotating electrical machine (hereinafter referred to as an electric motor) 3, a rotating portion (rotor) of the electric motor 3, and an output from the internal combustion engine 5. It consists of what is called 1 motor type provided with the release clutch 6 (henceforth a K0 clutch) arrange | positioned between the members 5a. An input member (hereinafter referred to as input shaft) 7 of the automatic transmission 2 is connected to the rotating portion of the electric motor 3, and an output member (hereinafter referred to as output shaft) 9 is connected to the drive wheel 8. The internal combustion engine 5, the electric motor 3 and the automatic transmission 2 (including the K0 clutch 6) include an engine (E / G) control device 10E, a motor (M / G) control device 10M, an automatic transmission (AT) and hydraulic pressure, respectively. Controlled by the control device 10A, these control devices 10E, 10M, and 10A are integrated and controlled by the vehicle control device 10. Each of the control devices 10E, 10M, and 10A includes an engine speed sensor 11, an electric motor that rotates the same, and a speed sensor 12 that detects the speed of the input shaft 7 of the automatic variable transmission and an output shaft speed sensor 15. Each signal is input. Further, a remaining battery level (SOC) signal 16 is input to the vehicle control device 10.

  The electric motor (rotary electric machine) 3 functions as a drive source that converts electrical energy into mechanical energy, as a generator that converts mechanical energy into electrical energy, and as a starter that starts the engine. The automatic transmission 2 is a multi-stage transmission such as a forward 6-speed or a reverse 1-speed. However, the automatic transmission 2 is not limited to this, and may be a continuously variable automatic transmission such as a belt type CVT, a cone ring type CVT, or a toroidal type CVT. Good. The electric motor (rotating electric machine) 3 may be used only as a drive source, and another rotating electric machine may be used for the generator and the engine start. Further, FIG. 1 schematically shows a vehicle drive device for FR, but the present invention can be similarly applied to a vehicle drive device for FF.

  The electric motor 3 schematically shown in FIG. 2 is a large-diameter hollow motor, and includes a stator 24 fixed to the case 18 and a rotor 26 that is integrally connected to the input shaft 7 of the automatic transmission 2. A coil 24 is wound around an iron core, and the coil end 24a protrudes from both sides of the iron core in the width direction. The rotor 26 is integrally attached to the outer peripheral side of the drum 19 connected to the input shaft 7 of the automatic transmission 2, and the K0 clutch 6 is disposed on the inner peripheral side of the drum 19. The K0 clutch 6 is a wet multi-plate clutch, and an inner friction plate 6 a is connected to the engine output member 5 a and an outer friction plate 6 b is connected to the drum 19. The engine output member is connected to the engine crankshaft via a torsion spring or the like, and substantially rotates integrally with the engine output shaft, and is hereinafter referred to as an engine output shaft 5a.

  In the electric motor 3, lubricating oil from a hydraulic circuit, which will be described later, is directly fed to the axial lubrication path A formed in the case 18 and the axial lubrication path A through the axial oil path 42 formed in the input shaft (rotating shaft) 7. The oil is branched and supplied to the top lubrication path B through the oil path 43. Lubricating oil in the shaft center lubricating path A is supplied from the input shaft 7 to the electric motor 3 by centrifugal force, and is guided to the left and right coil ends 24 a through the air gap G between the stator 24 and the rotor 26. Lubricating oil in the top lubrication path B is sprayed directly from a large number of openings 43a provided in a portion of the case 18 surrounding the stator 24, particularly in a portion surrounding the upper side of the stator, toward the stator 24, particularly the coil end 24a. Then, it is supplied (overlaid) and cooled down while flowing down to the stator 24. The lubrication from the lubrication paths A and B is recovered by flowing down to the oil reservoir below the case 18 after the electric motor 3 is lubricated and cooled.

The lubricating / cooling apparatus according to the present invention will be described mainly with reference to FIG. The hydraulic circuit 20 ₁ includes an oil pump P1, P2, the primary regulator valve 22, a secondary regulator valve 23 and the lubricating relay valve 25 and the electric motor cooling modulator valve 36. The oil pump has a mechanical pump (MOP) P1 driven by the engine output shaft 5a and an electric motor (EOP) P2 driven by the electric motor M. The discharge pressures of both the pumps P1 and P2 are as follows. Each communicates with the line pressure oil passage 31 via check valves 21a and 21a. The oil pump may be one pump that is driven by the faster rotation of the engine output shaft 5a and the rotor of the electric motor 3, and in any case, the drive source of the vehicle is the electric motor 3. Even the internal combustion engine 5 generates a predetermined hydraulic pressure.

The K0 clutch 6 is controlled to release, slip control, and complete engagement by the hydraulic pressure applied to the hydraulic servo 29. The hydraulic servo 29 is supplied with a control pressure (P _SLU ) from a linear solenoid valve. The K0 clutch 6 is housed in a clutch chamber 30. Lubricating oil is supplied to the clutch chamber 30 from the import 30a and passes through the multi-plate friction plates 6a and 6b of the K0 clutch 6 and is outported. It is discharged from 30b.

The primary regulator valve 22 has a spool 22s biased by a spring 22b, and has a feedback port 22c, a line pressure port 22a, a surplus pressure port 22e, and a back pressure port 22f at one end of the spool. A control pressure _PSLT from a linear solenoid valve controlled based on the slot opening is supplied to the oil chamber 22g in which the spring 22b is disposed. Oil from the oil pumps P1 and P2 is supplied to the feedback port 22c and the line pressure port 22a via the line pressure oil passage 31, and the spool 22s is connected to the feedback pressure of the feedback port 22c and the oil chamber 22g. The line pressure port 22a is adjusted to the line pressure according to the slot opening by moving by the control pressure and adjusting the communication ratio between the line pressure port 22a, the excess pressure port 22e and the back pressure port 22f. . The excess pressure from the excess pressure port 22 e is returned to the oil pumps P 1 and P 2, and the back pressure from the back pressure port 22 f communicates with the secondary pressure oil passage 32.

The secondary regulator valve 23 has a spool 23s urged by a spring 23b. A feedback port 23c, a secondary pressure port 23a, a surplus pressure port 23d, a back pressure port 23e, and the spring 23b are provided at one end of the spool. An oil chamber 23f is housed. The oil chamber 23f is the control pressure P _SLT of the linear solenoid valve controlled on the basis of the throttle opening is provided. Therefore, the back pressure from the back pressure port 22f of the primary regulator valve 22 is used as the original pressure, and the oil pressure in the secondary pressure oil passage 32 is moved by the spool 23s by the feedback pressure in the feedback port 23c and the control pressure in the oil chamber 23f. The communication ratio between the pressure port 23a, the surplus pressure port 23d, and the back pressure port 23e is adjusted to become a secondary pressure. The surplus pressure of the surplus pressure port 23d is returned to the oil pumps P1 and P2, and the back pressure of the back pressure port 23e is supplied to the lubricating oil passage 33 as the lubricating oil pressure.

  The electric motor cooling modulator valve 36 has a spool 36s biased by a spring 36c, and has a feedback port 36b, an input port 36a and an output port 36d at one end of the spool. Line pressure is engaged with the input port 36a from the line pressure oil passage 31 through a check valve 37 for preventing backflow, and acts on the feedback pressure of the feedback port 36b acting on the spool 36s via the orifice 34 and on the other end. The spring 36 c adjusts the communication ratio between the input port 36 a and the drain port EX, and outputs a predetermined modulator pressure from the output port 36 d to the modulator pressure oil passage 38.

The lubrication relay valve 25 is interposed in a supply side oil passage common to the top lubrication passage B and the shaft center lubrication passage A, and has a spool 25s urged by a spring 25c, and a control oil chamber at one end of the spool. The control oil chamber 25d is supplied with hydraulic pressure from the on / off switching solenoid valve 35. The lubrication relay valve 25 has a first input port 25a communicating with the secondary pressure oil passage 32, a second input port 25b to which the modulator pressure from the modulator valve 36 is supplied, and a first output port. 25 g, a second output port 25 f, a third output port 25 i, and a fourth output port 25 h. The solenoid valve 35 outputs (ON) or shuts off (OFF) the modulator pressure P _MOD and guides it to the control oil chamber 25d to switch the lubrication relay valve 25.

  The second output port 25 f of the lubrication relay valve 25 communicates with the clutch lubricating oil passage 40 that leads to the import 30 a of the clutch chamber 30 through the orifice 39. The first output port 25g directly communicates with the clutch lubricating oil passage 40 with the same amount of oil without being throttled by the orifice. The flow rate discharged from the out port 30b of the clutch chamber 30 is set to be smaller than the supply amount directly supplied from the first output port 25g and larger than the flow rate supplied via the orifice 39. Has been.

  Lubricating oil from the fourth output port 25 h is supplied to the electric motor 3 via the axial lubrication path A via the axial oil path 42 formed on the input shaft (rotating shaft) 7. Lubricating oil from the third output port 25i is directly supplied to the stator 24 of the electric motor 3 through the over lubricating path B via a direct oil path 43 formed in a case or the like.

  The lubricating oil passage 33 from the back pressure port 23e of the secondary regulator valve 23 is led to each lubricating portion 47 of the automatic transmission 2 via an oil cooler 46. The lubricating oil passage 33 branches and communicates with the cooler bypass valve 49, and surplus oil to the cooler 46 is directly guided to the lubricating portion 47.

  Next, the operation of the above-described embodiment will be described. The hybrid vehicle drive device 1 starts with the electric motor 3 as a drive source at normal times when the remaining battery level (SOC) is not insufficient. That is, the electric motor 3 is in a creep state in which creep torque is generated while the shift lever is in the D (drive) range and the automatic transmission 2 is in the first speed. When the driver depresses the accelerator pedal from this state, the torque of the electric motor 3 generates a torque corresponding to the accelerator opening. The torque of the electric motor 3 is transmitted to the drive wheel 10 via the automatic transmission 2 to start the vehicle. At this time, the K0 clutch 6 is in a disengaged state. When the vehicle reaches a predetermined speed, the K0 clutch 6 is connected and the internal combustion engine 5 is started by the torque of the electric motor 3. In a state where the engine 5 is started, the rotation of the engine output shaft 5a is transmitted to the driving wheel 10 via the automatic transmission 2, and the vehicle speed increases to the cruising speed by upshifting the automatic transmission 2. Become. At this time, the electric motor 3 outputs the engine torque so as to assist, generates electric power (regeneration) by the engine torque or vehicle inertia force, or rotates with no load.

  When the vehicle starts, the solenoid valve 35 is switched ON. When the modulator pressure is supplied from the solenoid valve 35 to the control oil chamber 25d, the lubrication relay valve 25 moves the spool 25s against the spring 25c (first position), and the secondary pressure oil passage 32 has a secondary pressure. The pressure is guided to the clutch lubricating oil passage 40 via the first input port 25a and the first output port 25g, and the modulator pressure in the modulator pressure oil passage 38 is changed to the second input port 25b and the third output. The oil is led directly to the oil passage 43 through the port 25i.

  As a result, a relatively large flow rate of lubricating oil is supplied from the clutch lubricating oil passage 40 to the clutch chamber 30 via the import 30a, and the start of the internal combustion engine 5 by the slip control of the K0 clutch 6 and the subsequent engagement become the lubricating oil. Performed in a dipped state. Further, the lubricating oil is sprayed directly onto the electric motor 3 through the overlying lubricating path B from the direct oil path 43, and the electric motor in the low speed and high load state is cooled with the lubricating oil.

  When the K0 clutch is fully engaged and the vehicle reaches a predetermined speed or higher, the solenoid valve 35 is turned off as shown. In this state, the secondary pressure of the oil passage 32 regulated by the secondary regulator valve 23 is output from the first input port 25a of the lubrication relay valve 25 to the second output port 25f (second position). Then, the hydraulic pressure from the second output port 25f is reduced by the orifice 39 to become a small flow rate, and is led from the clutch lubricating oil passage 40 into the clutch chamber 30 via the import 30a. After the K0 clutch 6 is lubricated and cooled, it is discharged from the outport 30b. At this time, the lubricating oil does not collect in the clutch chamber 30. On the other hand, the modulator pressure in the modulator pressure oil passage 38 from the modulator valve 36 is guided to the shaft center oil passage 42 through the second input port 25b and the fourth output port 25h of the lubrication relay valve 25. The lubricating oil from the shaft center oil passage 42 is supplied to the electric motor 3 by the centrifugal force generated by the rotation of the input shaft 7. Further, the lubricating oil pressure from the back pressure port 23 e of the secondary regulator valve 23 is supplied to the lubricating portion 47 of the automatic transmission 2 via the lubricating oil passage 45 and the oil cooler 46.

  In the normal state of the hybrid vehicle, when the vehicle starts, the electric motor 3 serves as a drive source, so that the oil pump also serves as the hydraulic oil source. However, the oil in the electric oil pump is lubricated by topping. The path B is used in preference to direct cooling of the electric motor 3, and the electric motor is effectively cooled without increasing the capacity (upsizing) of the electric oil pump. Furthermore, even in a case where the usage rate of the electric motor is increased, such as a plug-in hybrid vehicle, it is possible to effectively cool the electric motor with a limited capacity of the oil motor.

  When the remaining battery level (SOC) is insufficient, the hybrid drive device 1 starts using the internal combustion engine 5 as a drive source, and at this time, the K0 clutch 6 functions as a start clutch. The internal combustion engine 5 is in a rotating state, the shift lever is in the D range, and the automatic transmission 2 is in the first speed state. In this state, when the driver is stepping on the brake, the K0 clutch 6 that is the starting clutch is in a disengaged (released) state, the solenoid valve 35 is in the OFF position, and the lubrication relay valve 25 is In the illustrated state (OFF position), as described above, lubricating oil at a small flow rate is supplied from the second output port 25f through the orifice 39 to the clutch chamber 30, and the fourth output port 25h is Thus, a small amount of lubricating oil is supplied to the shaft center lubricating path A.

  When the driver releases the brake pedal pressure, the vehicle enters a start standby state, and the start clutch 6 is slip-controlled. That is, the operating pressure supplied to the hydraulic servo 29 becomes the creep pressure, and the start clutch 6 is slip-controlled so as to generate a creep torque. Then, the solenoid valve 35 is switched ON, and the ON pressure of the solenoid valve 35 is supplied to the control oil chamber 25d of the lubrication relay valve 25, and the lubrication relay valve 25 moves downward with its spool 25s against the spring 25c. (ON position). As a result, the secondary pressure from the secondary pressure oil passage 32 is output from the first input port 25a to the first output port 25g, and the oil 30 is imported as it is through the clutch lubricating oil passage 40 with the same amount of oil 30a. Led to. The large amount of lubricating oil guided to the import 30a is larger than the amount of lubricating oil discharged from the outport 30b, so that the clutch chamber 30 is filled with lubricating oil, and the clutch 6 has its multi-plate friction plates 6a, Slip control is performed with 6b immersed in the lubricating oil. The start standby state is a state in which the driver releases the brake depression pressure, but is not limited thereto, and may be another state such as a state in which the shift lever is switched to the D range.

  When the driver steps on the accelerator from the creep state of the vehicle based on the creep pressure, the operating (supply) pressure increases according to the accelerator opening (required torque), and the start clutch 6 increases its torque capacity while performing slip control. Increase and start the vehicle. In the slip control of the starting clutch 6, a large amount of lubricating oil is supplied, and the multi-plate friction plate of the K0 clutch 6 is immersed in a sufficient amount of lubricating oil to suppress heat generation. In particular, the slip control of the start (K0) clutch 6 is performed when the driver slowly depresses the accelerator pedal and the time until complete engagement is long, or when the creep state continues for a long time due to start on climbing, etc. Even if it becomes longer, the K0 clutch 6 can be prevented from being soaked in a sufficient amount of lubricating oil and reaching a high temperature.

  Further, the switching (ON position) of the lubrication relay valve 25 during the slip control causes the second input port 25b from the modulator pressure oil passage 38 to communicate with the third output port 25i. The oil from the output port 25 i is directly supplied to the stator 24 of the electric motor 3 through the top lubrication path B directly from the oil path 43. Thereby, even if the input shaft 7 of the automatic transmission 2 is stopped or rotating at a very low speed, the electric motor 3 is directly supplied with the lubricating oil from the modulator pressure oil passage 38 and is effectively cooled.

  On the other hand, in the slip control state of the K0 clutch 6, a large amount of hydraulic pressure is discharged from the first output port 25g, so that the hydraulic pressure (secondary pressure) of the secondary pressure oil passage 32 is kept low, and the secondary regulator valve 23 The feedback pressure acting on the feedback port 23c is also low, and the spool 23s is in a state close to that shown in the figure following the spring 23b. In this state, the communication between the secondary pressure port 23a and the back pressure port 23e is blocked or the communication ratio is small, and the amount of oil supplied to the lubricating oil passage 45 is 0 or very small. That is, the secondary oil amount from the back pressure port 22f of the primary regulator valve 22 defined by the oil pumps P1 and P2 is almost entirely used for lubrication of the K0 clutch 6, and from the lubricating oil passage 45 to the automatic transmission device. There is no or very little lubricating oil supplied to the second lubricating part 47. Further, the total amount of the line pressure side oil amount from the primary regulator valve 22 defined by the oil pump is supplied to the upper lubrication path B as a modulator pressure, and the electric motor 3 is effectively cooled.

  When the starting clutch K0 clutch 6 is completely engaged, the output torque of the internal combustion engine 5 is transmitted to the input shaft 7 of the automatic transmission 2 as it is, and the automatic transmission 2 is appropriately upshifted, so that the vehicle is cruising speed. Drive on. At this time, generally, since the remaining battery level is insufficient, the electric motor 3 functions as a generator and is charged by the internal combustion engine.

  When the K0 clutch 6 is completely engaged, the solenoid valve 35 is turned OFF, and the lubrication relay valve 25 is switched to the state shown in the figure (OFF position). In this state, the secondary pressure input port 25 a communicates with the second output port 25 f, and a small amount of lubricating oil is supplied to the clutch chamber 30 via the orifice 39. Due to the restriction of the orifice 39, the secondary pressure of the secondary pressure oil passage 32 is increased, and the feedback pressure of the feedback port 23c of the secondary regulator valve 23 is also increased. Thereby, the spool 23s moves against the spring 23b, and the communication ratio between the secondary pressure port 23a and the back pressure port 23e increases. In this state, the specified original pressure from the back pressure port 22f of the primary regulator valve 22 is reduced in the flow rate supplied to the secondary pressure oil passage 32 as the secondary pressure, and the back pressure port 23e to the lubricating oil passage 45 is reduced. The flow rate ratio is increased. In the vehicle running state with the K0 clutch 6 fully engaged, the automatic transmission 2 is in a predetermined high-speed rotation state, and the lubricating oil in the lubricating oil passage 45 having the large flow rate is applied to each of the automatic transmissions. It is supplied to the lubrication part 47.

  The modulator pressure of the modulator pressure oil passage 38 is changed to the axial center via the shaft center oil passage 42 via the second input port 25b and the fourth output port 25h due to 0FF of the solenoid valve by the complete engagement of the K0 clutch 6. The lubricating oil is switched to the lubricating path A, and the lubricating oil is guided over the entire circumference of the stator 24 and both coil ends 24a by the centrifugal force generated by the input shaft 7 and the rotor 26 rotating at a predetermined speed, and the electric motor 3 is effectively cooled. Is done.

  In the traveling by the electric motor 3 (EV traveling mode), the K0 clutch 6 is held in the disengaged state. However, in the predetermined low speed state including the stop, the solenoid valve 35 is switched to ON, The modulator pressure from the second input port 25 b is guided to the overlubricating path B via the third output port 25 i and supplied to the electric motor 3. In a traveling state at a predetermined low speed or higher, the solenoid valve 35 is turned off, and the modulator pressure from the second input port 25b is guided to the shaft center lubrication path via the fourth output port 25h. It is supplied to the electric motor 3.

  In the above description, the solenoid valve 35 for switching the lubricating oil flow rate to the K0 clutch 6 and the lubricating oil path of the electric motor 3 is controlled so as to correspond to the slip control of the K0 clutch. It may be controlled by an appropriate signal from the vehicle control device 10 based on the rotational speed by the rotational speed sensor 12 or the engine output shaft rotational speed sensor 11, or the throttle opening sensor and the foot brake ON / OFF switch. In short, the solenoid valve 35 is switched according to the vehicle running condition so that it is turned on in a low vehicle speed state where the vehicle speed is less than a predetermined speed, including a stop, and turned off in a running state of a predetermined speed or higher.

  FIG. 4 is a diagram showing an embodiment in which the switching between lubrication and cooling of the electric motor 3 is partially changed. Note that the same or identical functional parts as those of the previous embodiment are denoted by the same reference numerals and description thereof is omitted. The modulator pressure oil passage 38 from the electric motor cooling modulator valve 36 is guided to the electric motor 3 via the shaft center oil passage 42 and the shaft center lubricating passage A through the orifice 45.

  The lubrication relay valve 25 is interposed in the supply side oil passage to the top lubrication passage B, and is connected to the control oil chamber 25d, the first input port 25a from the secondary pressure oil passage 32, and the first from the modulator pressure oil passage 38. The second output port 25 b, the first output port 25 g, the second output port 25 f, and the third output port 25 i, and the fourth output port communicating with the shaft center oil passage 42. (25h) is blocked.

  In the present embodiment, in the low speed range such as the standby state of the K0 clutch 6 and the starting slip state, the solenoid valve 35 is ON, and the lubrication relay valve 25 has the spool 25s against the spring 25c. The modulator pressure in the modulator pressure oil passage 38 is directly guided to the oil passage 43 through the second input port 25b and the third output port 25i, and is transmitted from the top lubrication route B to the electric motor 3. Is supplied with lubricating oil. Further, the secondary pressure from the secondary pressure oil passage 32 is guided to the clutch lubricating oil passage 40 via the first input port 25a and the first output port 25g, and the K0 clutch 6 in the clutch chamber 30 is lubricated at a large flow rate. Oil is supplied. At this time, the modulator pressure branches from the modulator pressure oil passage 38 and is led to the shaft center oil passage 42 in a state where the modulator pressure is reduced to a predetermined amount via the orifice 45, and also through the shaft center lubrication route A. Of lubricating oil is supplied.

  Thereby, in a high torque and low speed (including stop) state at the time of starting, lubricating oil is directly supplied to the electric motor 3 from the top lubricating path B, and the centrifugal force due to rotation is not sufficient. Lubricating oil is directly supplied to the electric motor 3, particularly the coil end 24a of the stator, and the electric motor 3 is effectively cooled. Further, when the K0 clutch 6 is in the slip control at the time of starting and at the start of the internal combustion engine by the electric motor, the friction plates 6a and 6b are immersed in the lubricating oil in the clutch chamber 30 to be sufficiently lubricated and cooled.

  On the other hand, in a state where the K0 clutch 6 is engaged and traveling at a predetermined speed or more, the solenoid valve 35 is OFF, the second input port 25b is closed, and the first input port 25a is the second input port. It is switched so as to communicate with the output port 25f.

  In this state, the secondary pressure from the secondary pressure oil passage 32 is guided to the clutch lubricating oil passage 40 through the orifice 39, and is supplied to the K0 clutch 6 at a small flow rate so that oil does not accumulate in the clutch chamber 30. 6 drag torque generation is reduced. Further, only the lubricating oil from the shaft center lubricating path A is supplied to the electric motor 3. At this time, the input shaft 7 and the rotor 26 of the automatic transmission 2 are rotating, and the lubricating oil is supplied to the electric motor 3 such as the coil end 24a by the centrifugal force, and the lubricating oil from the upper lubricating path B is also supplied. Therefore, the generation of drag torque due to excessive lubricating oil remaining between the stator 24 and the rotor 26 is reduced.

  In the above-described embodiment, the lubricating oil in the axial lubrication path A is branched and supplied from the modulator pressure oil path 38. However, instead of the modulator pressure oil path, as shown by a chain line in FIG. Lubrication may be performed by supplying the lubricating oil cooled from the lubricating oil passage 33 via the oil cooler 46 via the branch oil passage 50. Thereby, in a low speed state such as when the vehicle starts, as described above, the lubricating oil supplied to the lubricating oil passage 33 is small, and the supply of the lubricating oil to the electric motor 3 through the shaft center lubricating passage A is 0. Or very little.

  In the above-described embodiment, the lubrication relay valve 25 is a valve that is also used for switching the flow rate of the K0 clutch 6. However, the present invention is not limited to this, and a dedicated valve that switches the lubrication / cooling oil passage of the electric motor 3 may be used. Further, the present invention has been described as applied to a hybrid vehicle drive device. However, as long as the vehicle has an electric motor as a drive source, the hybrid vehicle is not limited to the hybrid vehicle, but is an electric vehicle, a plug-in hybrid vehicle, or a hybrid vehicle other than one motor type It can be applied to any vehicle.

DESCRIPTION OF SYMBOLS 1 (Hybrid) vehicle drive device 2 Automatic transmission 3 Rotating electric machine (electric motor)
5 Internal combustion engine 5a Engine output member (output shaft)
6 Disconnection (K0) clutch 7 Automatic transmission input member (rotary shaft)
8 Driving Wheel 18 Case 22 Primary Regulator Valve 23 Secondary Regulator Valve 24 Stator 25 Lubrication Relay Valve 25a First Input Port 25b (Second) Input Port 25g (First) Output Port 25f Second Output Port 25i Third Output port 25h fourth output port 26 rotor 31 line pressure oil path 32 different (secondary pressure) oil path 36 (for electric motor cooling) modulator valve 38 supply side oil path (modulator pressure oil path)
42 Shaft center oil path 43 Direct oil path A Shaft center lubrication path B Top lubrication path

Claims (4)

In a vehicle drive device comprising at least a rotating electrical machine as a drive source and cooling the lubricant by supplying lubricating oil to the rotating electrical machine,
An axial lubrication path for supplying the lubricating oil to the rotating electrical machine by centrifugal force from an axial oil path formed on the rotating shaft;
An overlying lubricating path for supplying the lubricating oil directly to the rotating electrical machine from an oil path formed in a case surrounding the rotating electrical machine;
A lubrication relay valve that is interposed in at least the supply-side oil passage to the top lubrication route, and that switches according to the traveling state of the vehicle,
The lubrication relay valve has a first position that communicates the supply-side oil passage and the upper lubrication passage in a predetermined low speed state including a stop, and a second position that blocks the communication in a traveling state at a predetermined low speed or more. Switched to
The vehicle drive device characterized by the above-mentioned. The supply-side oil passage is a supply-side oil passage that is common to the top lubrication route and the shaft center lubrication route,
In the first position, the lubrication relay valve communicates the supply-side oil passage and the upper lubrication route, and blocks the supply-side oil passage and the shaft-lubricating route, In the position, the supply-side oil passage and the top lubrication route are blocked, and the supply-side oil passage and the axial lubrication route are communicated with each other.
The vehicle drive device according to claim 1. The supply side oil passage is a modulator pressure oil passage in which the line pressure is adjusted to a predetermined modulator pressure by a modulator valve.
The vehicle drive device according to claim 1 or 2. An internal combustion engine is provided as a drive source in addition to the rotating electrical machine, a disengagement clutch is disposed between the rotor of the rotating electrical machine and an output member of the internal combustion engine, and automatic between the rotor of the rotating electrical machine and a drive wheel. A transmission device, wherein the vehicle drive device is a hybrid vehicle drive device;
The lubrication relay valve has an input port communicating with an oil passage different from the supply-side oil passage, and an output port that directly guides lubricating oil to the clutch, and at the first position, the input port and the The output port is connected to supply a large amount of lubricating oil from the different oil passages directly to the clutch.
The vehicle drive device according to any one of claims 1 to 3.

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