JP2011161975A - Power train of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To restrict the rotation speed of a rotation electric machine without using a frictional engagement element such as a brake. <P>SOLUTION: A first valve 914 reducing the cross section of a passage 912, where an oil discharged by a first oil pump 910 passes, is provided at the discharge port of the first oil pump 910 connected to a first MG. A second valve 924 reducing the cross section of a passage 922, where the oil discharged by a second oil pump 920 passes, is provided at the discharge port of the second oil pump 920 connected to a second MG. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a power train of a vehicle, and more particularly to a power train of a hybrid vehicle equipped with a rotating electric machine in addition to an engine.

  Conventionally, a hybrid vehicle in which a motor is mounted as a drive source in addition to an engine is known. As an example of a hybrid vehicle, Japanese Patent Laid-Open No. 2008-260490 (Patent Document 1) discloses a hybrid vehicle in which a first motor, a second motor, and an engine are connected via a planetary gear device. In the hybrid vehicle described in Japanese Patent Application Laid-Open No. 2008-260490, as described in the 60th paragraph and FIGS. 2 and 3, the brake B0 is engaged when the fifth gear is formed at a high vehicle speed. Thus, the rotation speed of the first electric motor is made zero.

JP 2008-260490 A

  However, by providing a brake for reducing the rotation speed of the electric motor to zero, the power train of the vehicle can be enlarged. In addition to providing a brake, an oil passage for supplying hydraulic pressure to the brake is required in addition to a valve for adjusting the hydraulic pressure of the brake. For this reason, the degree of freedom in design can be greatly restricted, and the cost of the power train can be increased.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle power train that can limit the rotation speed of a rotating electrical machine without using a brake.

  A power train for a vehicle according to a first aspect is a power train for a vehicle on which a differential device including a first rotating element, a second rotating element coupled to a wheel, and a third rotating element is mounted. The power train includes a rotating electric machine connected to at least one of the first rotating element, the second rotating element, and the third rotating element, an oil pump connected to the rotating electric machine, and an oil pump. A reduction device that reduces a cross-sectional area of a path through which oil to be discharged passes.

  According to this configuration, by reducing the cross-sectional area of the path through which oil passes, it is possible to increase the force, that is, the resistance required for driving the oil pump. Therefore, the rotation speed of the rotating electrical machine that drives the oil pump can be limited. As a result, it is possible to provide a vehicle power train that can limit the rotational speed of the rotating electrical machine without using a brake.

  The power train of the vehicle according to the second invention further includes an engine coupled to the third rotating element. The rotating electrical machine includes a first rotating electrical machine connected to the first rotating element and a second rotating electrical machine connected to the second rotating element. The oil pump is connected to the first rotating electrical machine.

  According to this configuration, the number of rotations of the first rotating electrical machine that drives the oil pump can be limited by reducing the path through which the oil discharged from the oil pump passes.

  In the power train of the vehicle according to the third aspect of the present invention, when the reduction device is controlled so that the output shaft rotational speed of the first rotating electrical machine is reduced, the cross-sectional area of the path through which the oil discharged from the oil pump passes. It is controlled to reduce.

  According to this configuration, when the output shaft rotational speed of the first rotating electrical machine is controlled to decrease, the force necessary for driving the oil pump driven by the first rotating electrical machine can be increased. it can. Therefore, the output shaft speed of the first rotating electrical machine can be quickly reduced.

  In the power train of the vehicle according to the fourth aspect of the present invention, when the reduction device is controlled so that the output shaft rotational speed of the first rotating electrical machine becomes zero, the path through which the oil discharged from the oil pump passes is cut off. Controlled to reduce area.

  According to this configuration, when the output shaft rotational speed of the first rotating electrical machine is controlled to be zero, the force required to drive the oil pump driven by the first rotating electrical machine is increased. Can do. Therefore, it is possible to reduce the electric power necessary for maintaining the output shaft rotational speed of the first rotating electrical machine at zero.

  The power train of the vehicle according to the fifth aspect of the present invention further includes an engine coupled to the third rotating element. The rotating electrical machine includes a first rotating electrical machine connected to the first rotating element and a second rotating electrical machine connected to the second rotating element. The oil pump is connected to the second rotating electrical machine.

  According to this configuration, the number of rotations of the second rotating electrical machine that drives the oil pump can be limited by reducing the path through which the oil discharged from the oil pump passes.

  In the power train of the vehicle according to the sixth aspect of the present invention, when the reduction device is controlled so as to reduce the output shaft rotational speed of the second rotating electrical machine, the cross-sectional area of the path through which the oil discharged from the oil pump passes. It is controlled to reduce.

  According to this configuration, when the output shaft rotational speed of the second rotating electrical machine is controlled to decrease, the force necessary for driving the oil pump driven by the second rotating electrical machine can be increased. it can. Therefore, the output shaft speed of the second rotating electrical machine can be quickly reduced.

  In the vehicle power train according to the seventh aspect of the present invention, when the reduction device is controlled so that the output shaft rotational speed of the second rotating electrical machine becomes zero, the path through which the oil discharged from the oil pump passes is cut off. Controlled to reduce area.

  According to this configuration, when the output shaft rotational speed of the second rotating electrical machine is controlled to be zero, the force required for driving the oil pump driven by the second rotating electrical machine is increased. Can do. Therefore, it is possible to reduce the electric power necessary for maintaining the output shaft rotational speed of the second rotating electrical machine at zero.

  In the power train of the vehicle according to the eighth invention, the differential is a planetary gear, the first rotating element is a sun gear, the second rotating element is a ring gear, and the third rotating element is a carrier. is there.

  According to this configuration, in a vehicle in which the planetary gear is mounted as a differential device, the rotational speed of the rotating electrical machine can be limited without using a brake.

It is a schematic block diagram which shows the power train of a hybrid vehicle. It is a figure which shows a hybrid system. It is a figure which shows the alignment chart of a power split device. It is a figure which shows a transmission. It is a figure which shows an operation | movement table. It is a figure which shows a shift map. It is a figure which shows a hydraulic circuit. It is a figure (the 1) which shows an alignment chart in the state in which an engine is drive | operating. It is a figure (the 2) which shows an alignment chart in the state in which an engine is drive | operating. It is a figure which shows the alignment chart of the state which the engine and the vehicle stopped. It is a figure which shows the alignment chart at the time of starting an engine in the state which the vehicle stopped. It is a figure which shows the alignment chart in EV driving | running | working which the engine stopped. It is a figure which shows the alignment chart at the time of starting an engine during EV driving | running | working. It is a figure which shows an alignment chart at the time of controlling so that the output-shaft rotation speed of 1st MG may reduce. It is a figure which shows an alignment chart at the time of controlling so that the output shaft speed of 1st MG may be set to "0". It is a figure which shows an alignment chart at the time of controlling so that the output-shaft rotation speed of 2nd MG may reduce. It is a figure which shows an alignment chart at the time of controlling so that the output shaft speed of 2nd MG may be set to "0".

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  A hybrid vehicle will be described with reference to FIG. This hybrid vehicle is an FR (Front engine Rear drive) vehicle. A vehicle other than FR may be used.

  The power train of the hybrid vehicle includes an engine 100, a hybrid system 300, a transmission 400, a propeller shaft 500, a differential gear 600, and a rear wheel 700. The power train is controlled by an ECU (Electronic Control Unit) 800. ECU 800 may be divided into a plurality of ECUs. Further, the transmission 400 may not be provided.

  Engine 100 is an internal combustion engine that burns a mixture of fuel and air injected from injector 102 in a combustion chamber of a cylinder. The piston in the cylinder is pushed down by the combustion, and the crankshaft is rotated.

  Hybrid system 300 is coupled to engine 100. Transmission 400 is coupled to hybrid system 300. The driving force output from the transmission 400 is transmitted to the left and right rear wheels 700 via the propeller shaft 500 and the differential gear 600.

  The ECU 800 includes a position switch 806 for the shift lever 804, an accelerator opening sensor 810 for the accelerator pedal 808, a depression force sensor 814 for the brake pedal 812, a throttle opening sensor 818 for the electronic throttle valve 816, and an engine speed sensor 820. The input shaft speed sensor 822, the output shaft speed sensor 824, the oil temperature sensor 826, and the water temperature sensor 828 are connected via a harness or the like.

  The position (position) of shift lever 804 is detected by position switch 806, and a signal representing the detection result is transmitted to ECU 800. Corresponding to the position of the shift lever 804, a shift in the transmission 400 is automatically performed.

  Accelerator opening sensor 810 detects the opening of accelerator pedal 808 and transmits a signal representing the detection result to ECU 800. The pedaling force sensor 814 detects the pedaling force of the brake pedal 812 (the force with which the driver steps on the brake pedal 812), and transmits a signal representing the detection result to the ECU 800.

  The throttle opening sensor 818 detects the opening of the electronic throttle valve 816 whose opening is adjusted by the actuator, and transmits a signal indicating the detection result to the ECU 800. Electronic throttle valve 816 adjusts the amount of air taken into engine 100 (engine 100 output).

  Instead of or in addition to the electronic throttle valve 816, the amount of air taken into the engine 100 can be reduced by changing the lift amount of the intake valve (not shown) or the exhaust valve (not shown) and the opening / closing phase. You may make it adjust.

  Engine rotation speed sensor 820 detects the rotation speed of the output shaft (crankshaft) of engine 100 and transmits a signal representing the detection result to ECU 800. Input shaft rotational speed sensor 822 detects input shaft rotational speed NI of transmission 400 and transmits a signal representing the detection result to ECU 800. Output shaft rotational speed sensor 824 detects output shaft rotational speed NO of transmission 400 and transmits a signal representing the detection result to ECU 800.

  Oil temperature sensor 826 detects the temperature (oil temperature) of oil (ATF: Automatic Transmission Fluid) used for operation and lubrication of hybrid system 300 and transmission 400, and transmits a signal representing the detection result to ECU 800.

  Water temperature sensor 828 detects the temperature (water temperature) of cooling water for engine 100 and transmits a signal representing the detection result to ECU 800.

  The ECU 800 includes a position switch 806, an accelerator opening sensor 810, a pedaling force sensor 814, a throttle opening sensor 818, an engine speed sensor 820, an input shaft speed sensor 822, an output shaft speed sensor 824, an oil temperature sensor 826, and a water temperature sensor. Based on the signal sent from 828 or the like, the map stored in the ROM 802 and the program, the devices are controlled so that the vehicle is in a desired running state.

  The hybrid system 300 will be further described with reference to FIG. The hybrid system 300 is disposed on a common shaft center in a case 202 as a non-rotating member attached to a vehicle body, and is connected to an engine 100 via a torsional damper 204 and an input shaft 206. It includes a power split mechanism 310 that is connected, and a transmission member 208 that connects power split mechanism 310 and transmission 400. The driving force output from the hybrid system 300 is transmitted to the rear wheel 700 via the output shaft 210 of the transmission 400.

  Note that the hybrid system 300 and the transmission 400 are configured symmetrically with respect to the axis thereof, and therefore, the lower side is omitted in the portion representing the hybrid system 300 and the transmission 400 in FIG. The same applies to the following description.

  Power split device 310 includes planetary gear 320. Planetary gear 320 includes a sun gear 322, a pinion gear 324, a carrier 326 that supports the pinion gear 324 so as to rotate and revolve, and a ring gear 328 that meshes with the sun gear 322 via the pinion gear 324.

  The carrier 326 is connected to the input shaft 206, that is, the engine 100. The sun gear 322 is connected to a rotor of a first MG (Motor Generator) 311. Ring gear 328 is coupled to the rotor of second MG 312 and transmission member 208. The second MG 312 may be provided in any part constituting the power transmission path from the transmission member 208 to the rear wheel 700 that is the drive wheel.

  Power split device 310 functions as a differential device by relatively rotating sun gear 322, carrier 326, and ring gear 328. As shown in FIG. 3, the rotational speed of the sun gear 322, the rotational speed of the carrier 326, and the rotational speed of the ring gear 328 are in a relationship connected by a straight line in the nomographic chart. Due to the differential function of power split device 310, the driving force output from engine 100 is distributed to sun gear 322 and ring gear 328.

  Returning to FIG. 2, the first MG 311 is driven as a generator by the driving force distributed to the sun gear 322. The electric power generated by the first MG 311 is supplied to the second MG 312 or charged in a battery (not shown).

  The power split mechanism 310 functions as a continuously variable transmission by causing the first MG 311 to generate electric power using the distributed driving force, or causing the second MG 312 to rotationally drive using electric power generated by the first MG 311.

First MG 311 and second MG 312 are three-phase AC rotating electric machines. First MG 311 and second MG 312 are controlled so as to satisfy the target output torque of transmission 400 calculated from, for example, the accelerator opening and the vehicle speed, and to realize optimal fuel consumption in engine 100.

  A C0 clutch 330 is provided between first MG 311 and sun gear 322. C0 clutch 330 connects first MG 311 and sun gear 322 in the engaged state, and disconnects first MG 311 and sun gear 322 in the released state.

  A first oil pump 910 is provided between first MG 311 and C0 clutch 330. First oil pump 910 is connected to first MG 311. First oil pump 910 is driven by first MG 311.

  When the first MG 311 rotor rotates, the first oil pump 910 generates hydraulic pressure. Therefore, even if the sun gear 322 rotates when the clutch 330 is in the engaged state, the first oil pump 910 generates hydraulic pressure.

  A second oil pump 920 is provided between second MG 312 and transmission 400. Second oil pump 920 is connected to second MG 312, ring gear 328 and transmission member 208. When the rotor of second MG 312 rotates, that is, when ring gear 328 rotates, second oil pump 920 generates hydraulic pressure.

  The transmission 400 will be described with reference to FIG. The transmission 400 is not limited to the one described below, and various other types of transmission 400 may be used. A continuously variable transmission or the like may be used instead of the transmission 400.

  The transmission 400 includes three planetary gears 411 to 413 of a single pinion type, and five friction engagement elements of a C1 clutch 421, a C2 clutch 422, a B1 brake 431, a B2 brake 432, and a B3 brake 433.

  By engaging the friction engagement elements of the transmission 400 in the combinations shown in the operation table shown in FIG. 5, the five forward gears from the first gear to the fifth gear are formed in the transmission 400.

  The frictional engagement element that is engaged when forming the fourth gear is the same as the frictional engagement element that is engaged when forming the fifth gear. That is, the transmission gear ratio in transmission 400 is the same between the fourth gear and the fifth gear. However, the gear ratio of power split mechanism 310 is different.

  When the 4-speed gear stage is formed, the power split mechanism 310 allows the first MG 311 to rotate, the engine speed and the transmission member 208 become the same, and the gear ratio becomes “1”. On the other hand, when forming the fifth gear, the rotational speed of the first MG 311 is set to “0”, so that the rotational speed of the transmission member 208 is made higher than the engine rotational speed, and the transmission ratio is set to “1”. Is also made smaller.

  Shifting in transmission 400 is controlled based on, for example, a shift diagram shown in FIG. The shift map in the present embodiment is determined by using the target output torque calculated from the accelerator opening and the vehicle speed, and the vehicle speed as parameters. Note that the parameters of the shift map are not limited to these.

The solid line in FIG. 6 is an upshift line, and the broken line is a downshift line. In FIG. 6, a region surrounded by an alternate long and short dash line indicates a region where EV driving is performed using only the driving force of second MG 312 without using the driving force of engine 100. During EV traveling, the engine 100 is stopped unless there is a request for warming up a catalyst (not shown).

  In the region surrounded by the one-dot chain line in FIG. 6, only the driving force output from the engine 100 when the engine 100 is operated, or the driving force output from the second MG 312 in addition to the driving force output from the engine 100 is obtained. The used HV traveling is performed.

  The C1 clutch 421, the C2 clutch 422, the B1 brake 431, the B2 brake 432, and the B3 brake 433 of the transmission 400 are operated by hydraulic pressure. The C0 clutch 330 of the hybrid system 300 is also operated by hydraulic pressure.

  As shown in FIG. 7, in the hybrid vehicle, the hydraulic pressure generated by the first oil pump 910 and the second oil pump 920 is adjusted to the line pressure, and the hydraulic pressure adjusted using the line pressure as the original pressure is the C0 clutch 330. , A hydraulic circuit 930 that supplies and discharges oil for lubrication to appropriate portions is provided to the C1 clutch 421, the C2 clutch 422, the B1 brake 431, the B2 brake 432, and the B3 brake 433.

  The operating states of the C0 clutch 330, the C1 clutch 421, the C2 clutch 422, the B1 brake 431, the B2 brake 432, and the B3 brake 433 are controlled by the ECU 800 using a hydraulic circuit 930.

  The first oil pump 910 and the second oil pump 920 are connected to the hydraulic circuit 930 in parallel with each other. The discharge port of the first oil pump 910 is provided with a first valve 914 that reduces the cross-sectional area of a path 912 through which oil discharged from the first oil pump 910 passes. Similarly, a second valve 924 that reduces the cross-sectional area of a path 922 through which oil discharged from the second oil pump 920 passes is provided at the discharge port of the second oil pump 920.

  In the present embodiment, the valves 914 and 924 can reduce the cross-sectional areas of the paths 912 and 914 to, for example, zero. Therefore, the valves 914 and 924 can block the paths 912 and 914.

  By reducing the cross-sectional area of the passage 912 or the passage 922 through which oil passes, the force, that is, the resistance required for driving the first oil pump 910 or the second oil pump 920 can be increased. Therefore, the rotational speed of the first MG 311 that drives the first oil pump 910 or the rotational speed of the second MG 312 that drives the second oil pump 920 can be limited. As a result, the rotation speed of the first MG 311 or the second MG 312 can be limited without using a frictional engagement element such as a brake.

  The first valve 914 and the second valve 924 are controlled by the ECU 800. Only one of the first valve 914 and the second valve 924 may be provided.

  Hereinafter, operating states of the C0 clutch 330, the first oil pump 910, and the second oil pump 920 will be described.

  When the engine 100 is in operation while the vehicle is running, the C0 clutch 330 is controlled to be engaged. In this state, HV traveling is performed using only the driving force output from engine 100 by driving engine 100 or the driving force output from second MG 312 in addition to the driving force output from engine 100. It is.

  Since the C0 clutch 330 is engaged, the driving force output from the engine 100 is transmitted to the first MG 311. Therefore, it is possible to generate power using the first MG 311 by operating the first MG 311 as a generator. Further, the first oil pump 910 is driven by the rotation of the rotor of the first MG 311. Therefore, hydraulic pressure is generated by the first oil pump 910. Further, the second oil pump 920 is driven by the rotation of the rotor of the second MG 312. Therefore, hydraulic pressure is generated by the second oil pump 920.

  As shown in FIG. 8, when the output rotation speed of the second MG 312 is low, the output rotation speed of the first MG 311 is relatively high. Therefore, when the output rotational speed of the second MG 312 is low, hydraulic pressure is generated mainly by the first oil pump 910.

  As shown in FIG. 9, when the output rotation speed of the second MG 312 is high, the output rotation speed of the first MG 311 is relatively low. Therefore, when the output rotational speed of the second MG 312 is high, hydraulic pressure is generated mainly by the second oil pump 920.

  As shown in FIG. 10, when the engine 100 and the vehicle are stopped, the C0 clutch 330 is controlled to be in a released state. In this state, the first MG 311 is controlled to drive the first oil pump 910. The first oil pump 910 generates hydraulic pressure by driving the first oil pump 910 using the first MG 311. Therefore, even when the engine 100 is stopped, the hydraulic pressure necessary for the operation of the C0 clutch 330, the C1 clutch 421, the C2 clutch 422, the B1 brake 431, the B2 brake 432, and the B3 brake 433 can be secured.

  As shown in FIG. 11, when the engine 100 is started with the vehicle stopped, the C0 clutch 330 is engaged. In this state, the first MG 311 operates as a motor, so that the engine 100 can be cranked using the first MG 311.

  As shown in FIG. 12, the engine 100 is stopped and the EV clutch using only the driving force output from the second MG 312 is controlled so that the C0 clutch 330 is released. In this state, the first MG 311 is controlled to drive the first oil pump 910. The first oil pump 910 generates hydraulic pressure by driving the first oil pump 910 using the first MG 311. Further, the second oil pump 920 is driven by the rotation of the rotor of the second MG 312. Therefore, hydraulic pressure is generated by the second oil pump 920. Therefore, even when the engine 100 is stopped, it is possible to ensure the hydraulic pressure necessary for the operation of the C0 clutch 330, the C1 clutch 421, the C2 clutch 422, the B1 brake 431, the B2 brake 432, and the B3 brake 433.

  As shown in FIG. 13, when starting engine 100 during EV traveling, C0 clutch 330 is engaged. In this state, the first MG 311 operates as a motor, so that the engine 100 can be cranked using the first MG 311.

  Hereinafter, the operation state of the first valve 914 provided at the discharge port of the first oil pump 910 will be described.

  Referring to FIG. 14, when the vehicle is running, that is, when the C0 clutch 330 is engaged, when the output shaft rotational speed of the first MG 311 is controlled to decrease, the first valve 914 is Control is performed to reduce the cross-sectional area of the path 912 through which oil discharged from the oil pump 910 passes.

  Thereby, the output shaft speed of 1st MG311 can be reduced rapidly. Therefore, for example, when the transmission 400 is downshifted, the number of rotations of the ring gear 328 can be quickly increased.

  Hereinafter, the operation state of the second valve 924 provided at the discharge port of the second oil pump 920 will be described.

  Referring to FIG. 15, even when the output shaft speed of first MG 311 is controlled to be “0”, first valve 914 has a path 912 through which oil discharged by first oil pump 910 passes. Controlled to reduce cross-sectional area.

  Thereby, when the output shaft rotational speed of the first MG 311 is controlled to be “0”, it is possible to increase the force required for driving the first oil pump 910 driven by the first MG 311. Therefore, it is possible to reduce the electric power necessary for maintaining the output shaft speed of the first MG 311 at “0”.

  For example, the first MG 311 is controlled so that the output shaft rotational speed becomes “0” in order to form a fifth gear.

  Referring to FIG. 16, when control is performed so that the output shaft rotational speed of first MG 312 decreases, second valve 924 reduces the cross-sectional area of path 922 through which oil discharged from second oil pump 920 passes. To be controlled.

  Thereby, the output shaft rotation speed of 2nd MG321 can be reduced rapidly. Therefore, for example, when the transmission 400 is upshifted, the rotational speed of the ring gear 328 can be quickly reduced.

  Referring to FIG. 17, even when the output shaft speed of second MG 312 is controlled to be “0”, second valve 924 has a path 922 through which oil discharged by second oil pump 920 passes. Controlled to reduce cross-sectional area.

  Thereby, when the output shaft rotational speed of the second MG 312 is controlled to be “0”, the force required for driving the second oil pump 920 driven by the second MG 312 can be increased. Therefore, it is possible to reduce the electric power necessary for maintaining the output shaft rotational speed of second MG 312 at “0”.

  For example, shift lever 804 is in the parking position or neutral position, and in order to start engine 100, control is performed so that the output shaft rotational speed of second MG 312 becomes “0”. If the shift lever 804 is in the parking position or the neutral position, the transmission 400 does not limit the rotation speed of the ring gear 328, so the second MG 312 needs to limit the rotation speed of the ring gear 328. Since cranking of engine 100 is performed by increasing the output shaft speed of first MG 311, torque acts in a direction to decrease the output shaft speed of second MG 312. Therefore, the torque is generated in the direction of increasing the output shaft rotational speed of the second MG 312, so that the output shaft rotational speed of the second MG 312 is controlled to be “0”.

  As described above, according to the power train of the present embodiment, the cross-sectional area of the path 912 through which the oil discharged from the first oil pump 910 passes through the discharge port of the first oil pump 910 connected to the first MG 311. A first valve 914 for reducing the above is provided. A second valve 924 that reduces a cross-sectional area of a path 922 through which oil discharged from the second oil pump 920 passes is provided at a discharge port of the second oil pump 920 connected to the second MG 312. By reducing the cross-sectional area of the passage 912 or the passage 922 through which oil passes, the force required to drive the first oil pump 910 or the second oil pump 920 can be increased. Therefore, the rotational speed of the first MG 311 that drives the first oil pump 910 or the rotational speed of the second MG 312 that drives the second oil pump 920 can be limited. As a result, the rotation speed of the first MG 311 or the second MG 312 can be limited without using a frictional engagement element such as a brake.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  100 engine, 202 case, 204 torsional damper, 206 input shaft, 208 transmission member, 210 output shaft, 300 hybrid system, 310 power split mechanism, 320 planetary gear, 322 sun gear, 324 pinion gear, 326 carrier, 328 ring gear, 330 C0 clutch , 400 Transmission, 411, 412, 413 Planetary gear, 421 C1 clutch, 422 C2 clutch, 431 B1 brake, 432 B2 brake, 433 B3 brake, 500 propeller shaft, 600 differential gear, 700 rear wheel, 800 ECU, 910 1st oil Pump, 912 path, 914 1st valve, 920 2nd oil pump, 922 path, 924 2nd valve, 930 Road.

Claims (8)

A power train of a vehicle on which a differential including a first rotating element, a second rotating element coupled to a wheel, and a third rotating element is mounted,
A rotating electrical machine coupled to at least one of the first rotating element, the second rotating element, and the third rotating element;
An oil pump coupled to the rotating electrical machine;
A power train for a vehicle, comprising: a reduction device that reduces a cross-sectional area of a path through which oil discharged from the oil pump passes. The power train further comprises an engine coupled to the third rotating element,
The rotating electric machine is
A first rotating electrical machine coupled to the first rotating element;
A second rotating electrical machine coupled to the second rotating element;
The oil pump is
The vehicle power train according to claim 1, wherein the power train is connected to the first rotating electric machine.   The reduction device is controlled to reduce a cross-sectional area of a path through which oil discharged from the oil pump passes when the output shaft rotational speed of the first rotating electrical machine is controlled to decrease. Item 3. A vehicle power train according to Item 2.   The reduction device is controlled to reduce a cross-sectional area of a path through which oil discharged from the oil pump passes when the output shaft speed of the first rotating electrical machine is controlled to be zero. The power train of the vehicle according to claim 2. The power train further comprises an engine coupled to the third rotating element,
The rotating electric machine is
A first rotating electrical machine coupled to the first rotating element;
A second rotating electrical machine coupled to the second rotating element;
2. The vehicle power train according to claim 1, wherein the oil pump is connected to the second rotating electric machine. 3.   The reduction device is controlled to reduce a cross-sectional area of a path through which oil discharged from the oil pump passes when the output shaft rotational speed of the second rotating electrical machine is controlled to decrease. Item 6. The vehicle power train according to Item 5.   The reduction device is controlled to reduce a cross-sectional area of a path through which oil discharged from the oil pump passes when the output shaft rotational speed of the second rotating electrical machine is controlled to be zero. The power train of the vehicle according to claim 5. The differential is a planetary gear;
The first rotating element is a sun gear;
The second rotating element is a ring gear;
The vehicle power train according to claim 1, wherein the third rotating element is a carrier.

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