JP2012215246A - Hybrid drive apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To directly supply a lubricant to a predetermined friction element which controls slipping when an engine is started by an electric motor in the first speed stage of an automatic transmission.SOLUTION: A switch valve 50 is interposed in a second lubricant passage J2 branched from a lubricant passage J and guiding the lubricant into a brake B-2 which is slip-controlled when a battery is charged at an engine start or in a low-speed travelling. A hydraulic servo 39 for the brake B-2 is communicated with a control oil chamber 50a of the switch valve 50. When an engagement control pressure and a slip control pressure are supplied to the hydraulic servo, the switch valve 50 is switched into a communication state.

Description

  The present invention relates to a hybrid drive device that transmits an engine and an electric motor as drive sources to a drive wheel via an automatic transmission, and more specifically, supplies lubricating oil directly to a friction element such as a predetermined brake of the automatic transmission. The present invention relates to a lubrication device.

  Conventionally, a first clutch (engagement means) disposed between the engine and the electric motor, and a second clutch (engagement means; specifically, a predetermined clutch of the automatic transmission) disposed between the electric motor and the drive wheel. In a hybrid drive apparatus in which a brake is disposed, when switching from the EV mode in which only the electric motor is used as a power source to the driving mode in which the engine is used, the first clutch is engaged and the engine is started by the electric motor. At this time, the second clutch is slip-controlled to reduce the shock.

  When the slip control of the second clutch is performed, the second clutch may be overheated, resulting in a decrease in durability. Therefore, a hybrid drive comprising temperature detecting means for detecting the temperatures of the first clutch and the second clutch, and a control means for controlling the slip amounts of the first clutch and the second clutch according to the temperatures of the clutches. An apparatus control apparatus has been proposed (Patent Document 1).

JP 2008-7094 A JP 2009-257574 A

  For example, when the second clutch is in a high temperature state, the control device of the hybrid drive device suppresses the slip amount of the second clutch, complements the slip control of the first clutch, and makes the second clutch overheated. However, a sensor that detects the temperature of the clutch and a control device that integrates the first and second clutches to perform slip control are required, resulting in a large-scale device and an increase in cost. Further, when the engine is started by engaging the first clutch during (very) low-speed traveling at the first speed of the automatic transmission, the engine starting rotational speed is higher than the input shaft rotational speed based on traveling. The electric motor needs to be driven to rotate, and the second clutch needs to be slip controlled in order to absorb the rotational difference between the input and output shafts of the automatic transmission.

  In particular, when the vehicle is driven at an extremely low speed, when the electric motor is driven by the engine and the battery is charged, when the engine and the electric motor are rotated at an input shaft rotation speed or higher based on the traveling speed, the second clutch is similarly set. Although it is necessary to perform slip control, in this case, the slip control time of the second clutch becomes long, and the control device described in Patent Document 1 described above is difficult.

  Although it is conceivable to cool the second clutch by supplying the lubricating oil directly (see, for example, Patent Document 2), even in this case, a flow control valve that leads to each lubrication-necessary position is necessary, It will increase the cost.

  Therefore, the present invention provides a hybrid drive device that solves the above-described problems by supplying lubricating oil to a predetermined friction element to be slip-controlled by a switching valve that operates with the hydraulic pressure of the friction element. It is intended.

In the present invention, the power transmission path is changed by the electric motor (3) and the plurality of friction elements (B-1,..., C-1,...), And the rotation of the input unit (2) is shifted to a plurality of shift stages. In the hybrid drive device (H) comprising an automatic transmission (1) that transmits to the output unit (11),
A first lubricating oil passage (J1) (J4) for guiding the lubricating oil to the lubrication required portion (45, 46) and a branch from the first lubricating oil passage, and engagement at at least the first speed among the plurality of shift speeds A second lubricating oil passage (J2) for directing the lubricating oil directly to the predetermined friction element (B-2),
An orifice (34) (53) is interposed in the first lubricating oil passage (J1) (J4) on the downstream side of the branch (d) (e) to the second lubricating oil passage (J2),
A predetermined friction element switching valve (50) for switching between the communication state and the cutoff state is interposed in the second lubricating oil passage (J2),
A predetermined hydraulic pressure obtained by adjusting the line pressure by the pressure adjusting means (37) is supplied to the predetermined friction element hydraulic servo (39) so that the predetermined friction element (B-2) is fully engaged. Control to release state and slip state,
The predetermined friction element switching valve (50) communicates its control oil chamber (50a) with the predetermined friction element hydraulic servo (39), and the predetermined friction element (B-2) is in a released state. In the case of being in the shut-off state, in the fully engaged state and slip state, it is switched to the communication state,
In the hybrid drive.

For example, referring to FIG. 6, the lubricating oil in the lubricating oil passage is supplied to the lubricating oil passage (J) to which the lubricating oil pressure (JP) obtained by adjusting the hydraulic pressure from the oil pump (29, 30) is supplied. A first switching valve (42) for switching between a third lubricating oil passage (J1) leading to the automatic transmission (1,45) and a fourth lubricating oil passage (J4) leading to the electric motor (3,46). Intervening,
The first lubricating oil passage is the fourth lubricating oil passage (J4), and the second lubricating oil passage branched from the fourth lubricating oil passage (J4) and led to the predetermined friction element (B-2). (J2) intervening the predetermined friction element switching valve (50),
The first switching valve (42) communicates the lubricating oil in the lubricating oil passage (J) to the third lubricating oil passage (J3) when the traveling speed is equal to or less than a predetermined value, including when the vehicle is stopped. The state is switched to a state communicating with the fourth lubricating oil passage (J4).

  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, the predetermined friction element switching valve is interposed in the second lubricating oil passage for directly supplying the lubricating oil to the predetermined friction element, and the control oil chamber of the predetermined friction element switching valve is provided. In addition, the hydraulic servo of the predetermined friction element is communicated to switch the switching valve according to each state of complete engagement, release and slip control of the predetermined friction element. With simple and reliable control that switches to the element hydraulic servo in the regulated state, the predetermined friction element such as slip control can be switched quickly and reliably in accordance with the timing that requires lubrication, and the friction element is Lubricating oil can be supplied to prevent a decrease in durability of the friction element, and the control reliability by the friction element can be improved.

  In the hybrid drive device, when the electric motor is used to start the engine, or when the electric motor is rotated by the power of the engine in a low-speed running state and charged, the predetermined friction element engaged at the first speed is slip-controlled. When absorbing the rotation difference of the input / output unit, the lubricating oil is surely supplied to the predetermined friction element, the friction element is prevented from being overheated, and the durability of the friction element is maintained. The switching valve can be switched at an accurate and reliable timing to eliminate waste of lubricating oil and improve fuel efficiency.

  According to the second aspect of the present invention, during normal traveling of the vehicle, the first switching valve is switched to the third lubricating oil passage, and the lubricating oil is supplied to the automatic transmission, so that the automatic transmission is in a rotating state. The first switching valve is switched to the fourth lubricating oil passage, the lubricating oil is supplied to the electric motor, and the electric motor is cooled at a low speed of a predetermined value or less while being able to sufficiently lubricate the device. . Further, when the battery is low and the electric motor is driven and charged by the internal combustion engine, it is possible to prevent the electric motor from being overheated by supplying lubricating oil to the electric motor. Thus, the lubricating oil can be effectively used with a simple configuration in which a switching valve is added.

  In addition, when the automatic transmission is in the first speed and the internal motor is started with the electric motor in a low speed state below a predetermined value, or when the electric motor is rotated by the power of the engine in the low speed driving state, In the transmission, the predetermined friction element is slip-controlled to absorb the rotation difference at the input / output unit, but the predetermined friction element switching valve is in communication with the supply of the predetermined pressure of the predetermined friction element hydraulic servo. The lubricating oil in the fourth lubricating oil passage is directly supplied to the predetermined friction element via the second lubricating oil passage, and a sufficient amount of lubricating oil is supplied to the predetermined friction element to be slip-controlled. To do. At this time, the first switching valve is supplying the lubricating oil to the fourth lubricating oil passage, and the lubricating oil is also supplied to the electric motor. As a result, when the electric motor is started by the electric motor or charged by driving the engine at (very) low speed running, the electric motor is output with high accuracy and a predetermined friction element is highly accurate. Thus, the slip control can be performed to output a smooth torque with little shock to the output portion of the automatic transmission, and the durability of the electric motor and the predetermined friction element can be ensured.

BRIEF DESCRIPTION OF THE DRAWINGS Schematic which shows the automatic transmission which concerns on this invention, and a hybrid drive device using the same. (A) is an engagement table | surface of this automatic transmission, (B) is the speed diagram. Sectional drawing which cut off the part containing the friction-plate lubrication apparatus which concerns on this invention in this automatic transmission. (A) is front sectional drawing which shows this friction board lubrication apparatus, (B) is an enlarged view of the A section. The figure which shows the hydraulic circuit by 1st Embodiment which concerns on this invention. The figure which shows the hydraulic circuit by 2nd Embodiment which concerns on this invention. The flowchart of the lubricating device which concerns on this invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. As shown in FIG. 1, a rotor 3 a of an electric motor 3 is connected to an input shaft 2 of the automatic transmission 1, and a clutch 6 and a torsion damper 7 are interposed between the input shaft 2 and the engine output shaft 5. Intervene. Therefore, the automatic transmission 1 is applied as a one-motor parallel type hybrid drive device H, and the electric motor 3 is used as a vehicle drive source and as a starter (cell motor) for starting the engine, and further, the engine power or vehicle It functions as an alternator (generator) that converts inertial force into electrical energy. The clutch 6 and the torsion damper 7 are arranged between the input shaft 2 and the engine output shaft 5, but this may be a torque converter with a lock-up clutch. In this case, the lock-up clutch It functions as the clutch 6.

  The input shaft 2 of the automatic transmission 1 is disposed coaxially with the electric motor 3, the clutch 6 and the engine output shaft 5. On the input shaft 2, a planetary gear SP and a planetary gear unit PU are provided. The planetary gear SP is a so-called single pinion planetary gear that includes a sun gear S1, a carrier CR1, and a ring gear R1, and has a pinion P1 that meshes with the sun gear S1 and the ring gear R1.

  The planetary gear unit PU has a sun gear S2, a sun gear S3, a carrier CR2, and a ring gear R2 as four rotating elements. The carrier CR2 has a long pinion LP meshing with the sun gear S2 and the ring gear R2, and the sun gear S3. This is a so-called Ravigneaux type planetary gear that has meshing short pinions SP that mesh with each other.

  The sun gear S1 of the planetary gear SP is connected to a boss portion (not shown) that is integrally fixed to the transmission case 9 that is a fixing member, and the rotation is fixed. The ring gear R1 is rotated in the same rotation as the input shaft 2 (hereinafter referred to as “input rotation”). Further, the carrier CR1 is decelerated by decelerating the input rotation by the fixed sun gear S1 and the ring gear R1 that rotates, and is connected to the clutch C-1 and the clutch C-3.

  The sun gear S2 of the planetary gear unit PU is connected to the brake B-1 so as to be freely fixed to the transmission case 9, and is connected to the clutch C-3, and is connected to the carrier via the clutch C-3. The deceleration rotation of CR1 can be freely input. The sun gear S3 is connected to the clutch C-1, so that the decelerated rotation of the carrier CR1 can be input.

  Further, the carrier CR2 is connected to a clutch C-2 to which the rotation of the input shaft 2 is inputted, and the input rotation can be inputted via the clutch C-2, and a brake (predetermined friction element) ) It is connected to B-2, and the rotation can be fixed via the brake B-2. The ring gear R2 is connected to a counter gear 11, and the counter gear 11 meshes with a counter driven gear 12a of the counter shaft 12. Further, the rotation of the counter shaft 12 is transmitted to the differential device 130 via the pinion gear 12b and the differential mount gear 130a, and is transmitted to the drive wheels 14 and 14 via the left and right axles 130l and 130r.

  Further, the hybrid drive device H includes a hydraulic circuit A and a control device U. The hydraulic circuit A communicates with the automatic transmission 1 and the lubrication part of the electric motor, and the control device U includes an automatic transmission. The device 1, the electric motor 3, the internal combustion engine E and the hydraulic circuit A are electrically connected in the input and output directions.

  In the automatic transmission 1 having the above-described configuration, the clutches C-1 to C-3 and the brakes B-1 and B-2 shown in the skeleton of FIG. 1 are engaged and disengaged with combinations shown in the engagement table of FIG. As a result, as shown in the velocity diagram of FIG. 2B, the first forward speed (1st) to the sixth forward speed (6th) and the first reverse speed (Rev) are achieved.

  The brake B-2 is a brake that operates at the first speed and reverse, engages at the time of start, and performs slip control at the time of engine start by the electric motor 3 and charging at an extremely low vehicle speed. That is, the vehicle enters the first speed state by engaging the clutch C-1 and engaging the brake B-2. In the first speed state, the rotation of the input shaft 2 is decelerated and transmitted to the sun gear S3 of the planetary gear PU by engagement of the clutch C-1, and the carrier CR2 is stopped by the brake B-2. Then, it is further decelerated and output from the ring gear R2 to the counter gear 11. When the vehicle starts at the first speed, the clutch 6 is normally disengaged and the engine is stopped, and is driven by the electric motor 3.

  Then, the engine E is started in the first speed state after the vehicle starts. At this time, slip control of the brake B-2 is performed to rotate the carrier CR2 and absorb the rotational difference between the sun gear S3 and the ring gear R2. With the slip control of the brake B-2, while the rotational difference between the input and output shafts is absorbed, the torque of the electric motor 3 is increased and the clutch 6 is connected to start the engine.

  FIG. 3 is a diagram showing a brake B-2 portion to be slip-controlled, and a predetermined one of a plurality of friction elements (C-1, C-2, C-3, B-1, B-2). The brake B-2, which is a friction element, is composed of a multi-plate wet friction plate, an outer friction plate (brake plate) 12 having teeth that engage with the inner spline 9a of the case 9 on the outer peripheral surface, and a spline 15 of the hub 13. Inner friction plates (brake discs) 16 having teeth engaging with the inner peripheral surface are alternately arranged in the axial direction, and the ends of these outer friction plates 12 are secured by snap rings 19. A plate 12a is disposed, and a pressure plate 12b is disposed on the hydraulic piston side.

  The hub 13 is integrally fixed to the case 20 of the carrier CR2 by welding or the like, and the pinions LP and SP constituting the carrier CR2 are disposed in the case 20, and the ring gear R2 and the pinion are arranged on the pinion. Sun gears S2 and S3 are engaged. A sleeve 21 is integrally fixed to the carrier case 20 with a predetermined gap g inside the hub 13, and the hub 13 and the sleeve 21 are closed at the fixed end. Has been. Therefore, the hub 13 and the sleeve 21 are made of a cylindrical member arranged coaxially, and extend in the axial direction with the hub 13 on the outer peripheral side and the sleeve 21 on the inner peripheral side, and the tip 21a of the sleeve 21 is the hub. 13 protrudes longer than the tip 13a by a predetermined length h and is slightly bent in the outer diameter direction. At a predetermined position of the case 9, the nozzle 25 for injecting the lubricating oil directs the lubricating oil into the gap g between the hub 13 and the sleeve 21 with the injection port 25 a directed to the space A having the predetermined length h. It arrange | positions so that it may discharge.

  That is, on the inner diameter side of the sleeve 21, the carrier CR2, the ring gear R2, and the sun gears S2 and S3 constituting the planetary gear PU are disposed. The planetary gear PU is formed on the input shaft 2, the long pinion shaft 40, and the like. Lubricated with lubricating oil from the lubricating oil passages 36a, 36b.

  As shown in FIG. 4A, the hub 13 is formed by a press die having a spline 15 having a predetermined thickness t, and the unevenness thereof is formed as a spline 15 that engages with the teeth of the inner friction plate 16 on the outer peripheral surface. While being formed, the same uneven | corrugated | grooved part 26 is also formed in the axial direction over the perimeter on the inner peripheral surface. A large number of small holes (through holes) 27 are formed through the bottom surface of the concave portion 26a of the concave and convex portion 26 at predetermined intervals in the axial direction. As shown in FIG. The lubricating oil O accumulates in the oil reservoir, and the lubricating oil O in the oil reservoir 26a is supplied to the friction plates 12 and 16 of the brake B-2 through the small hole 27. Further, as shown in FIG. 3, the tip end 13a of the hub is bent so that the end of the concave portion 26a serving as the oil reservoir is covered to form an annular flange.

  As shown in FIG. 5, the hydraulic circuit A1 according to the first embodiment includes a mechanical oil pump 29 and an electric oil pump 30 that are driven in conjunction with the input shaft (or engine output shaft) 2 of the automatic transmission 1. The hydraulic pressure by these pumps is regulated to the line hydraulic pressure PL by a primary regulator valve controlled by an electrical signal from a control device (controller) U. Further, on the discharge side of the primary regulator valve, a secondary regulator valve 32, which is also controlled by an electric signal from the controller, is arranged, and the secondary regulator valve 32 regulates the lubricating oil pressure JP. The line hydraulic pressure PL from the primary regulator valve is guided to the manual valve 33. The manual valve 33 is switched by the driver's range (P, R, N, D, etc.) switching operation, and the line pressure supply port a communicates with the D range line pressure port D by the D range operation, and the oil passage D1. Is supplied with line hydraulic pressure (PL). The line hydraulic pressure is supplied to the hydraulic servo 39 of the brake B-2 via a linear solenoid valve (SLB2) 37, and to the hydraulic servo 41 of the clutch C-1 via a linear solenoid valve (SLC1) 40. Supplied. The line hydraulic pressure PL is not limited to the brake B-2 hydraulic servo 39 and the clutch C-1 hydraulic servo 41, which are predetermined friction elements engaged at the first speed, but is also supplied to hydraulic servos of other friction elements. Is done. Further, only one of the mechanical oil pump 29 and the electric oil pump 30 may be used.

  A lubricating oil pressure JP is supplied from the secondary regulator valve 32 (first) oil passage J1 is connected to a gear train (SP, PU) lubricating portion 45 of the automatic transmission 1 and an electric motor lubricating portion via an oil cooler 35. 46. The first lubricating oil passage J1 is branched (d) on the upstream side of the oil cooler 35, and the branched second lubricating oil passage J2 is guided to the nozzle 25 for lubricating the brake B-2. 2 Lubricating oil passage dedicated. An orifice 34 is interposed in the first lubricating oil passage J1 downstream from the branch point d to the second lubricating oil passage J2, and the diameter of the orifice 34 is such that a predetermined amount of lubricating oil is in the second lubricating oil passage. It is set so as to be surely guided to J2. One B-2 (predetermined friction element) switching valve 50 is interposed in the second lubricating oil passage J4 dedicated to the B-2 (predetermined friction element).

  The B-2 switching valve 50 has a control oil chamber 50a at one end of the spool, and the control oil chamber 50a is connected to an oil passage to the brake B-2 hydraulic servo 39 via an oil passage M2. It communicates with M1. That is, the line hydraulic pressure is regulated by the linear solenoid valve 37, and the regulated pressure is supplied to the hydraulic servo 39 for the brake B-2 through the pressure regulating oil passage M1 and through the branch pressure regulating oil passage M2. It is led to the control oil chamber 50a of the switching valve 50. A biasing force of a spring 50b acts on the other end of the spool so as to oppose the control oil chamber 50a, and the spool connects the supply port f of the second lubricating oil passage J2 dedicated to the B-2 to the brake. The output port i to the B-2 lubrication section 25 is switched to the shut-off port s.

  Therefore, when the electric motor 3 starts, the automatic transmission 1 is in the first speed state and engages the brake B-2, which is a predetermined friction element. That is, the linear solenoid valve 37 outputs an engagement pressure substantially equal to the line oil pressure PL, and the engagement pressure is supplied to the hydraulic servo 39 via the pressure adjusting oil path M1 to engage the brake B-2. To do. The engagement pressure of the oil passage M1 is also supplied to the control oil chamber 50a of the B-2 switching valve 50 via the branch pressure adjusting oil passage M2, and the switching valve 50 is connected to the supply port f and the output port i. Switch to the connected communication state. In this state, the lubricating oil in the lubricating oil passage J is supplied to the nozzle which is the brake B-2 lubricating portion 25 via the B-2 dedicated second lubricating oil passage J2 and the communication ports f and i of the switching valve 50. .

  An engine start command is output from the control device U when the automatic transmission 1 is traveling at a relatively low speed in the first gear. Thereby, the linear solenoid valve 37 outputs a predetermined hydraulic pressure (slip pressure) between the engagement pressure and the release pressure as the line hydraulic pressure PL, and the predetermined hydraulic pressure is supplied to the brake B-2 via the pressure adjusting oil path M1. The brake B-2 is slip-controlled and simultaneously engaged with the clutch 6 and the electric motor 3 starts the engine. At this time, the electric motor 3 outputs a predetermined torque and rotation speed, starts the engine smoothly while slipping the clutch 6, and controls the brake B-2 to absorb the rotational difference between the input and output shafts. A smooth torque with little start shock is output to the output unit 11. The predetermined oil pressure (slip pressure) of the pressure adjusting oil passage M1 is also supplied to the control oil chamber 50a of the switching valve 50 via the branch pressure adjusting oil passage M2, and the switching valve 50 is maintained in a communicating state. The lubricating oil in the second lubricating oil passage J2 dedicated to B-2 is continuously supplied to the nozzle 25 for B-2 lubrication.

  Further, when the automatic transmission 1 is traveling at a low speed at the first gear, the battery remaining amount (SOC) is insufficient, and the electric motor 3 is rotated via the clutch 6 by the power of the internal combustion engine E, so that the battery May charge. Also in this case, the internal combustion engine output shaft 5 and the input shaft 2 are high in rotation with respect to the rotation due to the low-speed traveling based on the first gear of the automatic transmission 1, so that the brake B-2 needs to be slip-controlled. . In this state, the slip control time is longer than when the engine is started. However, as described above, the lubricating oil communicates with the first lubricating oil path J1, the second lubricating oil path J2, and the switching valve 50. Directly supplied to the brake B-2 via the positions f and i, and the relatively large amount of lubricating oil is always supplied during the slip control, so that the brake B-2 is not overheated and is high. Accurate slip control can be maintained during the charging time.

  The lubricating oil in the second lubricating oil passage J2 is discharged from the injection port 25a of the nozzle 25 into the space A and supplied without leaking into the relatively narrow gap g between the hub 13 and the sleeve 21. The lubricating oil supplied from the nozzle injection port 25a at a predetermined angular position α in FIG. 4A is uneven on the inner peripheral surface of the hub 13 due to gravity and centrifugal force generated by the rotation of the hub 13 and the sleeve 21 based on slip control. It enters into the oil reservoir comprising the recess 26a of the portion 26, expands in the axial direction, further sticks into the oil reservoir 26a by the centrifugal force, and is gradually discharged from the small holes 27 toward the friction plates 12,16. The hole diameter of the small hole 27 is set so that the lubricating oil in each oil reservoir 26a disappears when the hub 13 makes one rotation in the slip control. Therefore, even when the multi-plate brake B-2 is supplied with substantially sufficient and sufficient amount of lubricating oil over the entire circumference and over the entire length in the axial direction, slip control of the brake often occurs. The slip control is performed without hindrance while ensuring the durability of the friction plates 12 and 16.

  At this time, the recess 26a serving as the oil reservoir has its tip 13a covered, and the lubricating oil O stored in the recess 26a is not scattered from the tip by centrifugal force or the like, and the lubricant is wasted. Without being, it is supplied to the brake B-2 with high efficiency. Further, even if the rotational speed of the hub 13 is low and sufficient centrifugal force does not act on the lubricating oil O, the lubricating oil diffused in the relatively narrow gap g is less likely to leak out of the space A and is small. It is supplied from the hole 27 to the brake B-2.

  Further, even during the engagement of the multi-plate brake B-2 and the slip control, the lubricating oil supplied to the planetary gear PU from the lubricating oil paths 36a and 36b shown in FIG. Continue to be scattered from the outside diameter direction. Lubricating oil whose flow rate varies depending on the rotational speed of the rotary shafts 2 and 40 is blocked by the sleeve 21 disposed so as to cover the outer diameter side of the planetary gear PU, and the oil between the sleeve 21 and the hub 13 is blocked. There is no supply to the reservoir 26a. Therefore, only the lubricating oil from the nozzle 25 via the second lubricating oil path J2 dedicated to B-2 is supplied to the multi-plate brake B-2, and the multi-plate brake B-2 Slip control is performed by supplying an appropriate amount of lubricating oil evenly distributed over the circumference and the entire length.

  When it is determined that the automatic transmission 1 is shifted up to the second speed, the linear solenoid valve 37 outputs a release pressure (substantially zero pressure) substantially in a drain state. As a result, the release pressure of the pressure adjusting oil passage M1 acts on the B-2 hydraulic servo 39 to release the brake B-2, and as described above, coupled with the engagement of the brake B-1. Upshift to 2nd speed.

  In this state, the release pressure of the pressure adjusting oil passage M1 also acts on the control oil chamber 50a of the switching valve 50 via the branch pressure adjusting oil passage M2, and the switching valve 40 moves the spool by the biasing force of the spring. And is blocked. As a result, the supply of the lubricating oil to the nozzle 25 is stopped, and the brake B-2 is held in the released state without the drag torque acting.

  The B-2 switching valve 50 is switch-controlled by adjusting the pressure to the B-2 hydraulic servo 39, but the brake B-2, which is a predetermined friction element, is completely engaged, that is, the input side of the friction element. In a state where the driving force is transmitted without the differential rotation on the output side and in a slip state, that is, in a state where the input side and the output side of the friction element have the differential rotation and transmit the driving force (the supply port f and The output port i communicates), and is switched to the disconnected state (the supply port f is blocked by the cutoff port s) in the released state, that is, the state where the driving force is not transmitted between the input side and the output side of the friction element. .

  Next, a second embodiment will be described with reference to FIG. In addition, about the component similar to 1st Embodiment shown in FIG. 5, the same code | symbol is attached | subjected and description is abbreviate | omitted. In the hydraulic circuit A2, a (first) switching valve 42 is interposed in the lubricating oil passage J to which the lubricating hydraulic pressure JP is supplied from the secondary regulator valve 32. The lubricating oil passage J is switched to the third lubricating oil passage J3 and the fourth lubricating oil passage J4 under the control of the solenoid valve SV which is switched by the ON / OFF signals. The third lubricating oil passage J3 is led to a lubricating portion 45 such as a gear train (SP, PU) and a bearing of the automatic transmission 1 through an oil cooler 35, and the fourth lubricating oil passage J4 is connected to the electric motor 3 described above. It is guided to a cooling lubrication unit 46 such as a stator winding. Between the third lubricating oil path J3 between the oil cooler 35 and the gear train lubricating section 45 and the fourth lubricating oil path J4 guided to the electric motor cooling and lubricating section 46, the third lubricating oil path J3 to the second lubricating oil path J3 are provided. A communication oil passage J5 having a one-way valve 47 that allows oil flow to the four lubricating oil passages J4 is communicated.

  A second lubricating oil path J2 dedicated to B-2 branches from the fourth lubricating oil path J4, and the branched second lubricating oil path J2 is braked via a switching valve 50 for B-2. It communicates with the lubricating part 25 for use. Between the branch portion e of the fourth lubricating oil passage J4 and the electric motor lubricating cooling portion 46, the lubricating oil from the connecting lubricating oil passage J5 is prevented from flowing back into the second lubricating oil passage J2, and the second An orifice 53 is provided to guide a predetermined amount of lubricating oil to the two lubricating oil passage J2. Therefore, the fourth lubricating oil passage J4 corresponds to the first lubricating oil passage (J1) that guides the lubricating oil to the necessary lubricating portion in the first embodiment shown in FIG.

  The first switching valve 42 is switched by a solenoid valve SV. The solenoid valve SV is switched by an ON / OFF signal from the control device U as shown in FIG. That is, it is determined whether or not the vehicle travels at a (very) low speed that is equal to or less than a predetermined speed of the vehicle speed including when the vehicle is stopped (S-1), and when the vehicle speed is detected to be equal to or less than a predetermined value (YES), the third lubricating oil path J3 The state is switched to the first state to be communicated (S-2), and when the traveling state at a predetermined value or more is detected (NO), the state is switched to the second state to be communicated with the fourth lubricating oil passage J4 (S-3). The predetermined value is set to correspond to, for example, a 1-2 shift. For example, the switching signal of the first switching valve 42 may be a signal for detecting a vehicle speed (including a stop) below a predetermined speed, or a signal oil pressure that can distinguish a vehicle speed below a predetermined speed. Further, in the one-motor parallel type hybrid drive device H, the electric motor 3 is driven at the time of starting at low speed driving or at the time of power generation charging at the time of stopping the vehicle, so that the driving signal of the electric motor is added to the stop signal of the vehicle. May be good. The first switching valve 42 may be a solenoid valve switched by an electric signal or a valve switched by hydraulic pressure.

  Since the hydraulic circuit A2 according to the second embodiment is configured as described above, the first switching valve 42 connects the supply-side lubricating oil passage J to the fourth lubricating oil passage J4 when the vehicle is stopped. Then, the lubricating oil is supplied to the electric motor lubrication cooling unit 46, and the electric motor 3 is cooled. When the vehicle is running at the predetermined value or more, the first switching valve 42 has a relatively large amount of lubricating oil by the mechanical pump 29 with the supply side oil passage J connected to the third lubricating oil passage J3. Is supplied to the gear train lubrication unit 45 via the oil cooler 35 and lubricates the gear trains SP and PU of the automatic transmission 1 and the bearings. Further, a part of the lubricating oil in the third lubricating oil passage J3 is supplied to the electric motor lubrication cooling unit 46 via the one-way valve 47 of the connecting lubricating oil passage J5 to cool the electric motor 3. At this time, the orifice 53 prevents the lubricating oil passing through the communication lubricating oil path J4 from flowing back to the second lubricating oil path J2 dedicated to B-2.

  When the vehicle is started, the automatic transmission 1 is in the first gear stage where the brake B-2 and the clutch C-1 are engaged, the clutch 6 is in the released state, and the internal combustion engine E is in the stopped state. Thus, the vehicle travels using the electric motor 2 as a drive source. At this time, the vehicle speed is equal to or less than the predetermined value, the first switching valve 42 is in a state where the lubricating oil pressure JP is supplied to the fourth lubricating oil passage J4, and the lubricating oil is supplied to the electric motor lubricating cooling portion 46. While being supplied, the lubricating oil pressure JP is supplied to the supply port f of the switching valve 50 for B-2 via the second oil passage J2 dedicated to B-2.

  In the first gear of the automatic transmission 1, the linear solenoid valve 37 regulates the line hydraulic pressure to a predetermined pressure, outputs it to the pressure regulating oil passage M1, and supplies it to the hydraulic servo 39 for the brake B-2. The brake B-2 is in a fully engaged state. The predetermined pressure regulation of the pressure regulating oil path M1 is supplied to the control oil chamber 50a of the second switching valve 50 via the branch pressure regulating oil path M2, and the switching valve 50 includes a supply port f, an output port i, In the communication state, the lubricating oil in the second lubricating oil passage J2 is supplied to the lubricating part 25 for the brake B-2 through the ports f and i.

  When the automatic transmission 1 is in the low-speed running state at the first speed, the torque of the electric motor 3 is transmitted to the internal combustion engine E when the clutch 6 is engaged, and the engine E is started. At this time, since the electric motor 3 generally rotates at a higher engine start speed than during low-speed traveling, it is necessary to absorb the above-described rotational difference between the input and output shafts of the automatic transmission 1, and the brake B-2 is slip-controlled. To do. Therefore, it is preferable that a relatively large amount of lubricating oil is supplied to the brake B-2. However, the mechanical type according to the rotation state of the automatic transmission 1 is controlled by the first switching valve 42 and the B-2 switching valve 50. A relatively large amount of lubricating oil based on the driving of the oil pump 29 is directly supplied to the brake B-2, so that the sleep control can be properly performed with high accuracy and the durability of the brake B-2 is ensured.

  Further, when the automatic transmission 1 travels at a low speed at the first speed, the remaining battery level (SOC) is insufficient, and the electric motor 3 is rotated via the clutch 6 by the power of the internal combustion engine E to charge the battery. There is a case. Also in this case, the internal combustion engine output shaft 5 and the input shaft 2 are high in rotation with respect to the rotation due to the low-speed traveling based on the first gear of the automatic transmission 1, so that the brake B-2 needs to be slip-controlled. . In this state, the slip control time is longer than when the engine is started, but as described above, the lubricating oil is supplied by the fourth lubricating oil path J4 and the second lubricating oil path J2 by the first switching valve 42. In addition, the brake B-2 is directly supplied to the brake B-2 via the communication positions f and i of the switching valve 50, and the relatively large amount of lubricating oil is always supplied during the slip control. The slip control with high accuracy can be maintained during the charging time.

  At this time, the automatic transmission 1 is in a low speed state where the vehicle speed is equal to or lower than a predetermined value, and the lubrication load on the gear train is not large. Then, the engine E is started by the torque of the electric motor 3. At this time, the electric motor 3 is subjected to the engine starting load in addition to the vehicle running load. Accordingly, by the output control of the electric motor 3, a smooth torque with less shock such as engine start is output to the output unit 11 of the automatic transmission 1. Further, the electric motor 3 is not cooled by the lubricating oil in the second lubricating oil passage J2 and is not overheated.

  After the engine E is started, the engine torque is transmitted to the automatic transmission 1 via the clutch 6, and the vehicle travels exclusively with the engine output. In this state, the vehicle speed becomes equal to or higher than the predetermined value, and the first switching valve 42 is switched to the third lubricating oil passage J3 or is shifted up to the second speed stage to the hydraulic servo 39 for the brake B-2. The predetermined pressure is released, and the B-2 switching valve 50 is switched to the cutoff port s side. Accordingly, the lubricating oil pressure JP is supplied to the gear train lubricating portion 45 via the third lubricating oil passage J3, and the direct supply of the lubricating oil to the brake B-2 lubricating portion 51 is cut off.

  When the vehicle speed is traveling at the predetermined value or higher, the vehicle speed is transmitted to the drive wheels via the automatic transmission 1 that is shifted in multiple stages exclusively using the internal combustion engine E as a power source. At this time, the first switching valve 32 is in a state where the supply-side lubricating oil passage J is connected to the third lubricating oil passage J3, and as described above, the lubricating oil is supplied to the gear train lubricating portion 45 and travels. Lubricate the automatic transmission 1 in the state. When traveling with the internal combustion engine E, the electric motor 3 rotates in a no-load state, outputs a predetermined torque so as to assist the engine drive, or regenerates by the vehicle inertia force to charge the battery. When the remaining battery level (SOC) is low, the electric motor 3 is rotated by the internal combustion engine E, and the electric motor functions as a generator to charge the battery. In this state, a part of the lubricating oil cooled by the oil cooler from the third lubricating oil passage J3 is supplied to the electric motor lubrication cooling unit 46 via the one-way valve 47, and the no load or low The electric motor 3 rotating with the load is cooled to prevent the motor from being overheated.

  When the remaining amount of the battery decreases, the driver stops in the P range (or N range), and in this state, the clutch 6 is connected and the electric motor 3 is driven by the engine E to charge the battery. At this time, the first switching valve 42 is switched so that the supply-side lubricating oil passage J communicates with the second lubricating oil passage J2, and the lubricating oil is supplied to the electric motor lubricating cooling oil passage 46, so that the electric motor 3 Will not overheat. In the B-2 switching valve 50, since the brake B-2 hydraulic servo 39 is in an open state, the supply port f is in a cut-off state, and the lubricating oil is directly supplied to the brake B-2 lubricating portion 25. It will never be done.

  The above-described embodiment is applied to a one-motor parallel type hybrid drive device having a clutch 6, but is not limited to this, and is based on a one-motor parallel type hybrid drive device having no clutch, and further by a power distribution mechanism. The present invention can also be applied to other types of hybrid drive devices such as a hybrid drive device.

DESCRIPTION OF SYMBOLS 1 Automatic transmission 2 Input shaft 3 Electric motor 3a Rotor 5 Engine output shaft 11 Output part 25 Lubrication part for predetermined friction elements (B-2) 32 Secondary regulator valve 34, 53 Orifice 39 Hydraulic servo 42 for brake B-2 42nd 1 switching valve 45 automatic transmission (gear train) lubrication unit 46 electric motor lubrication and cooling unit 47 one-way valve 50 a predetermined friction element (B-2) for switching valve 50a control oil chamber a _{1, a 2} hydraulic circuit B-1 , B-2, C-1 to C-3 Friction element B-2 Predetermined friction element (brake)
E Internal combustion engine J (Supply side) Lubricating oil passage J1 First lubricating oil passage J2 Second lubricating oil passage J3 Third lubricating oil passage J4 Fourth lubricating oil passage H Hybrid drive unit

For example, with reference to FIG. 6, the lubricating oil passage Lubricating dividing the hydraulic pressure from o Iruponpu (29, 30) regulating a hydraulic (JP) is supplied to the (J), the lubricating oil該潤Namerayu path, the automatic A first switching valve (42) for switching between a third lubricating oil passage (J 3 ) leading to the transmission (1, 45) and a fourth lubricating oil passage (J4) leading to the electric motor (3, 46). Intervening,
The first lubricating oil passage is the fourth lubricating oil passage (J4), and the second lubricating oil passage branched from the fourth lubricating oil passage (J4) and led to the predetermined friction element (B-2). (J2) intervening the predetermined friction element switching valve (50),
The first switching valve (42) includes a state in which the lubricating oil passage (J ) is communicated with the third lubricating oil passage (J3) from a state where the lubricating oil passage (J3) communicates with the third lubricating oil passage (J3) when the traveling speed is less than a predetermined value including a vehicle stop state. It switches to the state connected to a 4th lubricating oil path (J4).

According to the second aspect of the present invention, during normal traveling of the vehicle, the first switching valve is switched to the third lubricating oil passage, and the lubricating oil is supplied to the automatic transmission, so that the automatic transmission is in a rotating state. The first switching valve is switched to the fourth lubricating oil passage, the lubricating oil is supplied to the electric motor, and the electric motor is cooled at a low speed less than a predetermined value while the apparatus can be sufficiently lubricated. . Further, when the battery is low and the electric motor is driven and charged by the internal combustion engine, it is possible to prevent the electric motor from being overheated by supplying lubricating oil to the electric motor. Thus, the lubricating oil can be effectively used with a simple configuration in which a switching valve is added.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. As shown in FIG. 1, a rotor 3 a of an electric motor 3 is connected to an input unit 2 (hereinafter referred to as an input shaft 2) of the automatic transmission 1, and between the input shaft 2 and the engine output shaft 5. A clutch 6 and a torsion damper 7 are interposed. Therefore, the automatic transmission 1 is applied as a one-motor parallel type hybrid drive device H, and the electric motor 3 is used as a vehicle drive source and as a starter (cell motor) for starting the engine, and further, the engine power or vehicle It functions as an alternator (generator) that converts inertial force into electrical energy. The clutch 6 and the torsion damper 7 are arranged between the input shaft 2 and the engine output shaft 5, but this may be a torque converter with a lock-up clutch. In this case, the lock-up clutch It functions as the clutch 6.

The lubricating oil pressure JP is supplied from the secondary regulator valve 32 (first) oil passage J1 is lubricated and cooled by the gear train (SP, PU) lubricating portion 45 of the automatic transmission 1 and the electric motor via the oil cooler 35. Guided to section 46. The first lubricating oil passage J1 is branched (d) on the upstream side of the oil cooler 35, and the branched second lubricating oil passage J2 is guided to the nozzle 25 for lubricating the brake B-2. 2 Lubricating oil passage dedicated. An orifice 34 is interposed in the first lubricating oil passage J1 downstream from the branch point d to the second lubricating oil passage J2, and the diameter of the orifice 34 is such that a predetermined amount of lubricating oil is in the second lubricating oil passage. It is set so as to be surely guided to J2. The B-2 (the predetermined friction element) second lubricating oil passage J 2 of the dedicated, single B-2 (predetermined friction element) for switching valve 50 is interposed.

Therefore, when the electric motor 3 starts, the automatic transmission 1 is in the first speed state and engages the brake B-2, which is a predetermined friction element. That is, the linear solenoid valve 37 outputs an engagement pressure substantially equal to the line oil pressure PL, and the engagement pressure is supplied to the hydraulic servo 39 via the pressure adjusting oil path M1 to engage the brake B-2. To do. The engagement pressure of the oil passage M1 is also supplied to the control oil chamber 50a of the B-2 switching valve 50 via the branch pressure adjusting oil passage M2, and the switching valve 50 is connected to the supply port f and the output port i. Switch to the connected communication state. In this state, the lubricating oil in the first lubricating oil passage J1 is supplied to the nozzle that is the brake B-2 lubricating portion 25 through the B-2 dedicated second lubricating oil passage J2 and the communication ports f and i of the switching valve 50. Is done.

Next, a second embodiment will be described with reference to FIG. In addition, about the component similar to 1st Embodiment shown in FIG. 5, the same code | symbol is attached | subjected and description is abbreviate | omitted. In the hydraulic circuit A2, a (first) switching valve 42 is interposed in the lubricating oil passage J to which the lubricating hydraulic pressure JP is supplied from the secondary regulator valve 32, and the switching valve 42 is connected to the control device U. The lubricating oil passage J is switched to the third lubricating oil passage J3 and the fourth lubricating oil passage J4 under the control of the solenoid valve SV which is switched by the ON / OFF signals. The third lubricating oil passage J3 is led to a lubricating portion 45 such as a gear train (SP, PU) and a bearing of the automatic transmission 1 through an oil cooler 35, and the fourth lubricating oil passage J4 is connected to the electric motor 3 described above. Guided to a lubrication cooling section 46 such as a stator winding. From the third lubricating oil passage J3 between the third lubricating oil passage J3 between the oil cooler 35 and the gear train lubricating portion 45 and the fourth lubricating oil passage J4 guided to the lubricating cooling portion 46 of the electric motor. A communication lubricating oil passage J5 having a one-way valve 47 that allows oil flow to the fourth lubricating oil passage J4 is communicated.

A second lubricating oil path J2 dedicated to B-2 branches from the fourth lubricating oil path J4, and the branched second lubricating oil path J2 is braked via a switching valve 50 for B-2. It communicates with the lubricating part 25 for use. Between the branch portion e of the fourth lubricating oil passage J4 and the lubricating cooling portion 46 of the electric motor , the lubricating oil from the connecting lubricating oil passage J5 is prevented from flowing back into the second lubricating oil passage J2, and An orifice 53 is provided to guide a predetermined amount of lubricating oil to the second lubricating oil passage J2. Therefore, the fourth lubricating oil passage J4 corresponds to the first lubricating oil passage (J1) that guides the lubricating oil to the necessary lubricating portion in the first embodiment shown in FIG.

The first switching valve 42 is switched by a solenoid valve SV. The solenoid valve SV is switched by an ON / OFF signal from the control device U as shown in FIG. That is, it is determined whether or not a predetermined speed less than the (very) or low speed running of the vehicle speed including when the vehicle is stopped (S-1), when detecting a running condition of at least a predetermined value, i.e., the vehicle speed is detected less than a predetermined value If not ( No ), the fourth lubricating oil passage is switched to the first state communicating with the third lubricating oil passage J3 (S-2), and when the vehicle speed including the vehicle stop state is detected below a predetermined value (Yes) . The state is switched to the second state communicating with J4 (S-3). The predetermined value is set to correspond to, for example, a 1-2 shift. For example, the switching signal of the first switching valve 42 may be a signal for detecting a vehicle speed (including a stop) below a predetermined speed, or a signal oil pressure that can distinguish a vehicle speed below a predetermined speed. Further, in the one-motor parallel type hybrid drive device H, the electric motor 3 is driven at the time of starting at low speed driving or at the time of power generation charging at the time of stopping the vehicle. May be good. The first switching valve 42 may be a solenoid valve switched by an electric signal or a valve switched by hydraulic pressure.

Since the hydraulic circuit A2 according to the second embodiment is configured as described above, the first switching valve 42 connects the supply-side lubricating oil passage J to the fourth lubricating oil passage J4 when the vehicle is stopped. Then, the lubricating oil is supplied to the lubricating cooling unit 46 of the electric motor, and the electric motor 3 is cooled. When the vehicle is running at the predetermined value or more, the first switching valve 42 has a relatively large amount of lubrication by the mechanical oil pump 29 with the supply side oil passage J connected to the third lubricating oil passage J3. Oil is supplied to the gear train lubrication unit 45 through the oil cooler 35, and lubricates the gear trains SP and PU of the automatic transmission 1 and the bearings. Further, a part of the lubricating oil in the third lubricating oil passage J3 is supplied to the lubricating cooling part 46 of the electric motor via the one-way valve 47 of the connecting lubricating oil passage J5 to cool the electric motor 3. In this case, the lubricating oil passing through the communication lubricating oil passage J 5 is, it is prevented by the orifice 53 to back flow into the second lubricating oil passage J2 of B-2 only.

When the vehicle is started, the automatic transmission 1 is in the first gear stage where the brake B-2 and the clutch C-1 are engaged, the clutch 6 is in the released state, and the internal combustion engine E is in the stopped state. Thus, the vehicle travels using the electric motor 3 as a drive source. At this time, the vehicle speed is equal to or lower than the predetermined value, the first switching valve 42 is in a state where the lubricating oil pressure JP is supplied to the fourth lubricating oil passage J4, and the lubricating oil is supplied to the lubricating cooling portion 46 of the electric motor. Is supplied to the supply port f of the switching valve 50 for B-2 through the second oil passage J2 dedicated to B-2.

In the first speed stage of the automatic transmission 1 is linear solenoid valve 37 by regulating the line pressure to a predetermined pressure, and outputs the regulated oil passage M1, and supplied to the hydraulic servo 39 for the brake B-2 The brake B-2 is in a fully engaged state. The predetermined pressure regulation of the pressure regulating oil path M1 is supplied to the control oil chamber 50a of the second switching valve 50 via the branch pressure regulating oil path M2, and the switching valve 50 includes a supply port f, an output port i, In the communication state, the lubricating oil in the second lubricating oil passage J2 is supplied to the lubricating part 25 for the brake B-2 through the ports f and i.

When the automatic transmission 1 is in the low-speed running state at the first speed, the torque of the electric motor 3 is transmitted to the internal combustion engine E when the clutch 6 is engaged, and the engine E is started. At this time, since the electric motor 3 generally rotates at a higher engine start speed than during low-speed traveling, it is necessary to absorb the above-described rotational difference between the input and output shafts of the automatic transmission 1, and the brake B-2 is slip-controlled. To do. Therefore, it is preferable that a relatively large amount of lubricating oil is supplied to the brake B-2. However, the mechanical type according to the rotation state of the automatic transmission 1 is controlled by the first switching valve 42 and the B-2 switching valve 50. A relatively large amount of lubricating oil based on the driving of the oil pump 29 is directly supplied to the brake B-2, so that the slip control can be properly performed with high accuracy and the durability of the brake B-2 is ensured.

Further, when the automatic transmission 1 travels at a low speed at the first speed, the remaining battery level (SOC) is insufficient, and the electric motor 3 is rotated via the clutch 6 by the power of the internal combustion engine E to charge the battery. There is a case. Also in this case, the internal combustion engine output shaft 5 and the input shaft 2 are high in rotation with respect to the rotation due to the low-speed traveling based on the first gear of the automatic transmission 1, so that the brake B-2 needs to be slip-controlled. . In this state, as compared to when the engine is started, the time of the slip control becomes longer, as described above, the lubricating oil fourth Jun Nameraaburaro J4 of the first switching valve 42, the second lubricating oil passage J2 In addition, the brake B-2 is directly supplied to the brake B-2 via the ports f and i of the switching valve 50, and the relatively large amount of lubricating oil is always supplied during the slip control, so that the brake B-2 is overheated. In other words, high-accuracy slip control can be maintained during the charging time.

After the engine E is started, the engine torque is transmitted to the automatic transmission 1 via the clutch 6, and the vehicle travels exclusively with the engine output. In this state, the vehicle speed becomes equal to or higher than the predetermined value, and the first switching valve 42 is switched to the third lubricating oil passage J3 or is shifted up to the second speed stage to the hydraulic servo 39 for the brake B-2. The predetermined pressure is released, and the B-2 switching valve 50 is switched to the cutoff port s side. Accordingly, the lubricating oil pressure JP is supplied to the gear train lubricating portion 45 via the third lubricating oil passage J3, and the direct supply of the lubricating oil to the brake B-2 lubricating portion 25 is cut off.

When the vehicle speed is traveling at the predetermined value or higher, the vehicle speed is transmitted to the drive wheels via the automatic transmission 1 that is shifted in multiple stages exclusively using the internal combustion engine E as a power source. At this time, the first switching valve 42 is in a state where the supply-side lubricating oil passage J is connected to the third lubricating oil passage J3, and as described above, the lubricating oil is supplied to the gear train lubricating portion 45 and travels. Lubricate the automatic transmission 1 in the state. When traveling with the internal combustion engine E, the electric motor 3 rotates in a no-load state, outputs a predetermined torque so as to assist the engine drive, or regenerates by the vehicle inertia force to charge the battery. When the remaining battery level (SOC) is low, the electric motor 3 is rotated by the internal combustion engine E, and the electric motor functions as a generator to charge the battery. In this state, a part of the lubricating oil cooled by the oil cooler from the third lubricating oil passage J3 is supplied to the lubricating cooling part 46 of the electric motor via the one-way valve 47, and the no load or The electric motor 3 rotating at a low load is cooled to prevent the motor from being overheated.

When the remaining amount of the battery decreases, the driver stops in the P range (or N range), and in this state, the clutch 6 is connected and the electric motor 3 is driven by the engine E to charge the battery. At this time, the first switching valve 42, the supply-side lubricating oil passage J is switched so as to communicate with the fourth lubricating oil passage J 4, lubricating oil is supplied to the lubrication and cooling section 46 of the electric motor, the electric motor 3 will not be overheated. In the B-2 switching valve 50, since the brake B-2 hydraulic servo 39 is in an open state, the supply port f is in a cut-off state, and the lubricating oil is directly supplied to the brake B-2 lubricating portion 25. It will never be done.

The above-described embodiment, but is applied to the hybrid drive device 1 motor parallel type having a clutch 6 is not limited to this, the hybrid drive device 1 motor parallel type having no clutch, yet in other formats The present invention can also be applied to the hybrid drive apparatus.

1 Automatic transmission 2 Input section ( shaft )
DESCRIPTION OF SYMBOLS 3 Electric motor 3a Rotor 5 Engine output shaft 11 Output part 25 Lubrication part for predetermined friction elements (B-2) 32 Secondary regulator valve 34, 53 Orifice 39 Hydraulic servo for brake B-2 42 First switching valve 45 Automatic transmission apparatus (gear train) lubricant portion 46 of the electric motor lubrication and cooling unit 47 one-way valve 50 a predetermined friction element (B-2) for switching valve 50a control oil chamber a 1, a 2 hydraulic circuit B-1, B-2, C -1 to C-3 Friction element B-2 Predetermined friction element (brake)
E Internal combustion engine J (Supply side) Lubricating oil passage J1 First lubricating oil passage J2 Second lubricating oil passage J3 Third lubricating oil passage J4 Fourth lubricating oil passage H Hybrid drive unit

Claims (2)

In a hybrid drive device comprising: an electric motor; and an automatic transmission that changes a power transmission path by a plurality of friction elements, shifts the rotation of the input unit to a plurality of shift stages, and transmits it to the output unit.
A first lubricating oil path that guides the lubricating oil to a place where lubrication is necessary, and a direct branch of the lubricating oil to a predetermined friction element that branches from the first lubricating oil path and engages in at least the first speed of the plurality of shift speeds. A second lubricating oil passage,
An orifice is interposed in the first lubricating oil passage on the downstream side of the branch to the second lubricating oil passage;
A predetermined friction element switching valve for switching between the communication state and the cutoff state is interposed in the second lubricating oil passage;
Supplying a predetermined hydraulic pressure in which the line pressure is adjusted by the pressure adjusting means to the predetermined friction element hydraulic servo, and controlling the predetermined friction element to a fully engaged state, a released state, and a slip state;
The predetermined friction element switching valve communicates its control oil chamber with the predetermined friction element hydraulic servo, and is shut off when the predetermined friction element is in a released state, and is in a fully engaged state and a slip state. In the case of being switched to the communication state,
Hybrid drive device. A third oil passage that leads the lubricating oil passage to the automatic transmission, and a fourth oil passage that leads to the electric motor, to a lubricating oil passage that is supplied with a lubricating oil pressure adjusted from the oil pump. Via a first switching valve that switches to the lubricating oil path,
The first lubricating oil path is the fourth lubricating oil path, and the predetermined friction element switching valve is interposed in the second lubricating oil path branched from the fourth lubricating oil path and led to the predetermined friction element. And
The first switching valve moves the lubricating oil in the lubricating oil passage from the state communicating with the third lubricating oil passage to the fourth lubricating oil passage when the traveling speed is not more than a predetermined value including the stop state of the vehicle. Switch to a state of communication,
The hybrid drive device according to claim 1.

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