• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    hybrid vehicle. The present invention relates to a hybrid vehicle comprising a motor, a first rotary machine configured to drive the hybrid vehicle, a power transmission system configured to transmit engine motive power and the first rotary machine via an output unit to the drive wheels, a first oil pump configured to be mechanically driven by rotation in conjunction with the rotation of the output unit, a second oil pump configured to be driven by rotation by a rotary drive source that is different from the output unit, a first feed passage connected to a discharge side of the first oil pump, a first feed passage configured to supply lubricating oil to at least the first rotary machine, a second feed passage connected to a discharge side of the second oil pump the second feedthrough configured to supply oil lubricant for at least the first rotary machine, and an oil cooler provided for the second feed passage.
    公开号:BR102017017155A2
    申请号:R102017017155-8
    申请日:2017-08-10
    公开日:2018-03-27
    发明作者:Kiyokami Hiroaki；Nishikawa Yukinobu；Hori Tetsuo；Okuno Hakuba
    申请人:Toyota Jidosha Kabushiki Kaisha；
    IPC主号:
    专利说明:

    (54) Title: HYBRID VEHICLE (51) Int. Cl .: F01P 11/08; F16H 57/04; F01M 5/00 (52) CPC: F01P 11/08, F16H 57/0441, F16H 57/0476, F16H 57/0415, F01M 5/005 (30) Unionist Priority: 12/08/2016 JP 2016159010 (73) Holder (s): TOYOTA JIDOSHA
    KABUSHIKI KAISHA (72) Inventor (s): HIROAKI KIYOKAMI; YUKINOBU NISHIKAWA; TETSUO HORI; HAKUBA OKUNO (74) Attorney (s): DANNEMANN, SIEMSEN, BIGLER & IPANEMA MOREIRA (57) Abstract: HYBRID VEHICLE. The present invention relates to a hybrid vehicle comprising an engine, a first rotating machine configured to drive the hybrid vehicle, an energy transmission system configured to transmit driving force from the engine and the first rotating machine via an output unit to the drive wheels, a first oil pump configured to be mechanically driven by rotation together with the rotation of the outlet unit, a second oil pump configured to be driven by rotation by a rotary drive source that is different from the outlet unit, a first feed passage connected to a discharge side of the first oil pump, a first feed passage configured to supply lubricating oil to at least the first rotary machine, a second feed passage connected to a discharge side of the second oil pump oil, the second feed passage configured to supply lubricating oil at least for the primary first rotating machine, and an oil cooler provided for the second feed passage.
    1/30
    Invention Patent Descriptive Report for
    HYBRID VEHICLE.
    BACKGROUND OF THE INVENTION
    1. Field of the Invention [0001] The present invention relates to a hybrid vehicle, and in particular to the improvement of a lubrication device that is applied to a hybrid vehicle, which supplies lubricating oil to a rotating machine for displacement, and that cools the rotating machine for displacement.
    2. Description of Related Art [0002] A lubrication device applied to (a) a hybrid vehicle including an engine, a rotating machine for displacement, and an energy transmission system to transmit a driving force from the engine and machine has been proposed rotary via an output unit for the driving wheels, the lubricating apparatus including (b) a first oil pump mechanically driven by rotation together with the rotation of the output unit, (c) a second oil pump driven by rotation by a source rotary drive system other than the outlet unit, (d) a first feed passage connected to a discharge side of the first oil pump in order to supply lubricating oil at least to the rotating machine for displacement, and (e) a second passage supply connected to the discharge side of the second oil pump in order to supply lubricating oil at least to the rotating machine for displacement. An apparatus described in Japanese Patent Application Publication No. 2012-106599 is an example of the above lubrication apparatus, and the second oil pump is configured to be driven by rotation by the engine. It is noted that the term lubrication or lubricant in this report includes not only the case of preventing friction and abrasion, but also the case of supplying lubricating oil for a bad condition 870170057394, of 10/08/2017, p. 84/117
    2/30 rotating machine or similar in order to cool the rotating machine, for example.
    SUMMARY OF THE INVENTION [0003] Even in the lubrication apparatus, there may be the possibility that sufficient cooling performance cannot always be guaranteed, and therefore a temperature of the rotating machine for displacement becomes higher during a high load displacement, for example, so that the output is restricted. If an oil cooler is provided for the lubricating oil supply passage, the cooling performance will be improved, but it is difficult for the lubricating oil temperature to be increased in a low temperature time. In general, the lubricating oil has a higher viscosity in a low temperature time, and thus an oil pump load and resistance to agitation in the lubricated parts become greater, so that a mechanical loss due to the same cause deterioration of fuel efficiency.
    [0004] An objective of the present invention is to adequately cool a rotating machine for displacement without preventing the temperature increase of the lubricating oil in a low temperature or similar time.
    [0005] A hybrid vehicle, which is a first aspect of the present invention, includes (a) an engine, (b) a first rotating machine configured to drive the hybrid vehicle, (c) an energy transmission system configured to transmit power driving the engine to the first rotating machine via an output unit for the driving wheels, (d) a first oil pump configured to be mechanically driven by rotation together with the rotation of the output unit, (e) a second oil pump configured to be driven by rotation by a source of rotary drive that is different. 870170057394, of 10/08/2017, p. 85/117
    3/30 te of the outlet unit, (f) a first feed passage connected to a discharge side of the first oil pump, the first feed passage supplying lubricating oil at least for the first rotating machine, and (g) a second feed passage connected to a discharge side of the second oil pump, the second feed passage supplying lubricating oil at least for the first rotating machine, and (h) an oil cooler provided only for the second feed passage of the first feed passage and the second feed passage.
    [0006] According to a second aspect, in the hybrid vehicle in the first aspect, (a) the hybrid vehicle can travel in an EV (electric vehicle) travel mode for the hybrid vehicle to travel through the first rotating machine in a state in which the engine is stopped, and in an HV (hybrid vehicle) travel mode for the engine to operate at a higher load than that of the EV travel mode, and (b) the second oil pump may be a mechanically driven oil by rotation with engine rotation.
    [0007] According to a third aspect, in the hybrid vehicle in the first aspect, the first feed passage and the second feed passage can be configured independently of each other.
    [0008] According to a fourth aspect, in the hybrid vehicle in the first aspect, (a) the energy transmission system may include a second rotary machine for differential control, and a differential mechanism that includes a first rotary element connected to the engine, a second rotating element connected to the second rotating machine for differential control, and a third rotating element connected to the output unit, and (b) the second feed passage 870170057394, of 10/08/2017, p. 86/117
    4/30 tation can be configured to supply the lubricating oil that has been passed through the oil cooler also to the second rotary machine for differential control.
    [0009] According to a fifth aspect, in the hybrid vehicle in the first aspect, the first feed passage can be configured to supply lubricating oil also for the differential mechanism.
    [0010] In such a lubrication device for the hybrid vehicle, the first feed passage and the second feed passage, only the second feed passage is provided with the oil cooler, and the lubricating oil discharged from the second oil pump is cooled by the oil cooler, and then supplied to the first rotating machine; on the other hand, the lubricating oil discharged from the first oil pump is supplied via the first feed passage to the first rotating machine without being cooled by the oil cooler. Here, when moving the vehicle, since the first oil pump is driven by rotation according to the speed of the vehicle to discharge the lubricating oil, the lubricating oil discharged from the first oil pump is supplied to the first rotating machine. in order to cool the first rotating machine, and at the same time, the lubricating oil is quickly heated through thermal exchange of the first rotating machine to thereby prevent the mechanical loss resulting from high viscosity of the lubricating oil in a low temperature time.
    [0011] Meanwhile, the second oil pump is operated, for example, by the motor or an electric motor for a pump as the source of its rotary drive, and the lubricating oil discharged from the second oil pump is supplied via the radiator. air to the first rotating machine. In general, during high load travel, the temperature of the first rotating machine is increased. Petition 870170057394, of 10/08/2017, p. 87/117
    5/30 da, but in this case, the lubricating oil cooled by the air cooler is supplied to the first rotating machine in order to adequately prevent the temperature rise of the first rotating machine.
    [0012] The second aspect is the case in which the second oil pump is an oil pump mechanically driven by rotation together with the rotation of the engine, and, during travel in the EV travel mode in a low load time, a temperature increase of the first rotating machine is adequately prevented by the lubricating oil discharged from the first oil pump, and the lubricating oil is quickly heated through thermal exchange of the first rotating machine to thereby prevent the mechanical loss resulting from the high viscosity of the lubricating oil in a while low temperature. During travel in HV travel mode at a high load time, the lubricating oil discharged from the second oil pump is supplied to the first rotating machine via the air cooler to thereby properly prevent the temperature rise of the first rotating machine that was driven to operate with a high load. In addition, an oil pump that is mechanically driven by rotation together with the engine rotation is used as the second oil pump; therefore, compared to the case of employing an electric oil pump driven by rotation by an electric motor for a pump, no control is required, and it is cost-effective, or the like.
    [0013] In the third aspect, the first supply passage and the second supply passage are configured independently of each other, thus eliminating the need for a switching valve or the like, and simplifying the structure.
    [0014] The fourth aspect is the case in which the power transmission system features a second rotary machine for differential control, the second rotary machine for differential control is REPETITION 870170057394, of 10/08/2017, p. 88/117
    6/30 generative-controlled with a torque according to a requested driving force when the motor torque is emitted, and therefore the second rotary machine for differential control could have a high temperature due to a large chart (regenerative torque) in a high load time, but the lubricating oil that has been passed through the air cooler is supplied to the second rotating machine for differential control via the second feed passage; therefore, the temperature increase of the second rotary machine for differential control is adequately met.
    [0015] In the fifth aspect, since the first feed passage is configured to supply lubricating oil also for the differential mechanism, it is possible to prevent the jamming of rotating elements, such as planetary pinions forced to co-rotate according to the vehicle speed .
    BRIEF DESCRIPTION OF THE DRAWINGS [0016] Characteristics, advantages and technical and industrial significance of exemplary embodiments of the invention will be described below with reference to the accompanying drawings, in which similar reference numerals indicate similar elements, and where:
    [0017] Figure 1 is a view of an outline showing an energy transmission system of a hybrid vehicle, in an unfolded state, to which the present invention is preferably applied; [0018] Figure 2 is a sectional view that explains a positional relationship between multiple axes of the energy transmission system of the hybrid vehicle of Figure 1;
    [0019] Figure 3 is a view that explains two types of travel modes executable in the hybrid vehicle of Figure 1;
    [0020] Figure 4 is a map that explains an example of displacement regions of the two types of displacement modes in Figure 3;
    Petition 870170057394, of 10/08/2017, p. 89/117
    7/30 [0021] Figure 5 is an oil-hydraulic circuit diagram that explains a lubrication device included in the hybrid vehicle of Figure 1;
    [0022] Figure 6 is an oil-hydraulic circuit diagram that explains another example of the lubrication apparatus preferably provided for the hybrid vehicle of Figure 1;
    [0023] Figure 7 is an oil-hydraulic circuit diagram that explains yet another example of the lubrication apparatus preferably provided for the hybrid vehicle of Figure 1;
    [0024] Figure 8 is a view that explains a specific example of a switching mechanism provided for the lubrication apparatus of Figure 7;
    [0025] Figure 9 is a view that explains another example of the switching mechanism provided for the lubrication apparatus of Figure 7;
    [0026] Figure 10 is an oil-hydraulic circuit diagram that explains yet another example of the lubrication apparatus preferably provided for the hybrid vehicle of Figure 1;
    [0027] Figure 11 is an oil-hydraulic circuit diagram that explains yet another example of the lubrication apparatus preferably provided by the hybrid vehicle of Figure 1; and [0028] Figure 12 is a view of a sketch explaining a hybrid vehicle showing a different way from a mechanical connection of a pair of oil pumps, which corresponds to Figure 1. DETAILED DESCRIPTION OF THE CONCRETIZATIONS [0029] The present invention it is preferably applied to a hybrid vehicle including an electric differential unit, although the present invention can also be applied to various hybrid vehicles including rotating machines for displacement unlike engines as driving sources for displacement. Like the badPetition 870170057394, of 10/08/2017, p. 90/117
    8/30 rotating machine for displacement, it is appropriate to use a generator motor that can alternatively use functions of an electric motor and an electric power generator, for example, although an electric motor can also be used. It is also suitable to use a generator motor as a rotary machine for differential control of an electrical differential unit, although an electrical power generator can also be used. By setting a rotating machine torque for differential control to zero, a differential mechanism can differentially rotate, which prevents the engine from co-rotating.
    [0030] An output unit of the energy transmission system that drives a first oil pump is a differential device that distributes a driving force transmitted from the engine via a gear mechanism and others to the right and left driving wheels, for example. Like the power transmission system, a horizontal type transducer, such as an FF (front engine front drive) transducer having multiple axes arranged in the direction of the vehicle width, can preferably be used, although an FR type or a transmission system of Four-wheel drive power can also be used.
    [0031] A first feed passage and a second feed passage are configured to supply and lubricate each part (for example, a gear, a bearing, etc.) of the power transmission system in addition to the rotating machine for displacing with oil lubricant. As a second oil pump, an oil pump mechanically driven by rotation by an engine is preferably used, although an electric oil pump driven by rotation by an electric motor for a pump may also be employed. An oil cooler provided for the second feeding passage is configured to cool the lubricating oil through heat exchange for cooling the air, for example, although a radiatorPetition 870170057394, of 10/08/2017, p. 91/117
    9/30 oil pain to cool the lubricating oil with water for cooling can also be used.
    [0032] The present invention is preferably applied to a hybrid vehicle including an EV travel mode and an HV travel mode, although it can also be applied to a hybrid vehicle which travels only in the HV travel mode in which the engine is brought to operate first and the rotary displacement machine to operate second, for example. The first feed passage and the second feed passage can be configured independently of each other, or they can be connected together to supply the lubricating oil from the feed passage on the high pressure side to the rotating machine for displacement. In addition, it can be configured that the first feed passage and the second feed passage are connected to each other, and a switching mechanism is thus provided so as to mechanically switch the oil passage depending on the oil pressures of both oil passages. such that the lubricating oil in the feed passage on the high pressure side is supplied to the rotating machine for displacement. This switching mechanism can be configured using a reciprocating valve in which a spool moves depending on the oil pressures of both feed passages, or it can be configured using a pair of check valves. The oil passages can also be switched using an electromagnetic switching valve.
    [0033] It is possible to supply the lubricating oil from the first supply passage to the differential mechanism of the electric differential unit, and it is also possible to supply the lubricating oil from the second supply passage in order to lubricate the differential mechanism. Lubricating oil can be supplied either from the first passage of the oilPetition 870170057394, of 10/08/2017, p. 92/117
    10/30 feeding and the second feed passage to lubricate the differential mechanism. As the differential mechanism of the electric differential unit, a single planetary gear unit of a single pinion type or a double pinion type can preferably be used. This planetary gear includes three rotating elements of a central gear, a conveyor, and a ring gear, and the motor is connected to one of the three rotating elements that has an intermediate rotational speed in a differential state (the conveyor of the planetary gear unit the single pinion type or the ring gear of the double pinion type planetary gear unit), for example, and the rotary machine for differential control and the output unit are respectively connected to the other two rotating elements; however, the output unit can be connected to the intermediate rotating element.
    [0034] The first oil pump and the second oil pump can be provided on the inlet side of the same with a common inlet port to which the respective inlet oil passages of both oil pumps are connected, although these oil pumps can also be independently provided with different inlet holes via different inlet oil passages. In the latter case, an arrangement of the inlet holes and meshes can be separately adjusted depending on the amount of discharge and the feed passages of the respective oil pumps. In addition, it is possible to separately supply the intake ports for different oil reservoirs where a flow of lubricating oil is restricted by a dividing wall or the like, so that it is possible to separately adjust the discharge quantity (intake quantity) of each pump oil or similar depending on the amount of oil returned to each oil reservoir. A flow restriction piece, such as partPetition 870170057394, of 10/08/2017, p. 93/117
    11/30 divider, can be configured in such a way that the oil levels of the multiple oil reserves are different from each other in a static state in which the fluctuation of the oil levels is interrupted, and it can also be configured that the oil lubricant that was returned to the oil reservoir flows over the partition wall, or the lubricating oil flows via a hole provided for the partition wall, substantially leveling the oil levels of the multiple oil reservoirs.
    [0035] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. It is noted that, in the following embodiments, the drawings are appropriately simplified or deformed for convenience of explanation, and the relationships of dimensions, shapes, etc., of the respective components in them are not always correctly represented.
    [0036] Figure 1 is a view of an outline explaining an energy transmission system 12 of a hybrid vehicle 10 to which the present invention is preferably applied, and is an unfolded view that shows, in an unfolded manner, that multiple axles that make up the energy transmission system 12 are located within a common plane, and Figure 2 is a sectional view showing a positional relationship of these multiple axes. The power transmission system 12 is a horizontal type transducer for a hybrid vehicle, such as an FF vehicle having multiple axes arranged along the direction of the vehicle width, and is housed in a transducer box 14 shown in Figure 2.
    [0037] The power transmission system 12 includes a first axial line S1 to a fourth axial line S4 which are substantially parallel to the width direction of the vehicle, and an input shaft 22 connected to a motor 20 is arranged on the first axial line S1, and a single pinion planetary gear unit 24 and a priPetition 870170057394, of 10/08/2017, p. 94/117
    12/30 first MG1 generator motor are concentrically arranged on the first axial line S1. The planetary gear unit 24 and the first generator motor MG1 function as an electric differential unit 26, and the input shaft 22 is connected to a conveyor 24c of planetary gear unit 24 which is a differential mechanism, the first generator motor MG1 is connected to a central gear 24s, and a motor output gear Ge is provided on a ring gear 24r. The conveyor 24c can correspond to a first rotating element, the central gear 24s can correspond to a second rotating element, the ring gear 24r can correspond to a third rotating element, and the first generator engine MG1 can correspond to a second rotating machine for differential control. The first MG1 generator engine is alternatively used as an electric motor or an electric power generator, and, with continuous control of the rotational speed of the central gear 24s through regenerative control in which the first MG1 generator engine functions as the electric power generator, the rotational speed of the motor 20 is continuously changed, and is then emitted from the motor output gear Ge. The torque of the first MG1 generator engine is set to zero in order to bring the central gear 24s to idle, and thus the engine 20 is prevented from co-rotating. The engine 20 is an internal combustion engine that generates a driving force for combustion of the fuel.
    [0038] In the second axial line a reduction gear unit 30 is provided including a large reduction gear Gr1 and a small reduction gear Gr2 which are provided at both ends of an axis 28, and the large reduction gear Gr1 meshes with the engine output gear Ge. The large reduction gear Gr1 is also engaged with an output gear from the Gm engine of a second generator engine
    Petition 870170057394, of 10/08/2017, p. 95/117
    13/30
    MG2 disposed on the third axial line S3. The second MG2 generator engine is alternatively used as the electric motor or the electric power generator, and is used as a drive source for displacement of the hybrid vehicle 10 because it is subjected to power control in operation in order to function as an electric motor . This second MG2 generator engine can correspond to a first rotating machine configured to drive the hybrid vehicle.
    [0039] The small reduction gear Gr2 meshes with a differential ring gear Gd of a differential unit 32 arranged on the fourth axial line S4, each of the driving force of the motor 20 and the driving force of the second generator motor MG2 is transmitted via the unit differential 32 and is divided into right and left drive shafts 36, then being transmitted to the right and left drive wheels 38. This differential unit 32 can correspond to an output unit, and the differential ring gear Gd can correspond to a gear input. A gear mechanism consists of the motor output gear Ge, the large reduction gear Gr1, the small reduction gear Gr2, the differential ring gear Gd and others. As evident from Figure 2, between the first axial line S1 to the fourth axial line S4, the fourth axial line S4 is adjusted in a lower position in the vertical direction of the vehicle, and the second axial line S2 and the third axial line S3 are adjusted in a more upward position than the fourth axial line S4, and the first axial line S1 is adjusted in a more obliquely upward position in the forward direction of the vehicle than the fourth axial line S4.
    [0040] In such a hybrid vehicle 10, the EV shift mode and the HV shift mode shown in Figure 3 are executable, and the switching is performed between the EV shift mode and the HV shift mode according to a map of mode switching
    Petition 870170057394, of 10/08/2017, p. 96/117
    14/30 in which a requested driving force (amount of accelerator operation) and vehicle speed V are defined as parameters, as shown in Figure 4, for example. In EV travel mode, in a state in which engine rotation 20 is interrupted, the vehicle travels by subjecting the second MG2 generator engine to running power control in order to use the second MG2 generator engine as the drive source , and the EV travel mode is selected in a region of low driving force requested, that is, a low load. The rotation of the engine 20 is substantially interrupted even during the travel time of the vehicle, with the interruption of the fuel supply to the engine 20, and with the adjustment of the torque of the first MG1 generator engine to zero in order to bring the central gear 24s planetary gear unit 24 to rotate freely. In the HV travel mode, the vehicle travels using engine 20 as the drive source by means of the regenerative control of the first MG1 generator engine, this mode being selected in a region of greater requested driving force (high load) than the EV shift mode. In the HV travel mode, the second MG2 generator engine is used as the drive source because it is subjected secondarily to power control running at an acceleration time or similar, and is used as the drive source because it is subjected to power control. power running all the time. [0041] In place of the HV travel mode, or in addition to the HV travel mode, a motor travel mode can be provided using only motor 20 as the drive source at all times. The power transmission system 12 of the hybrid vehicle 10 is merely an example, and several ways can be employed, as follows: for example, the double pinion planetary gear unit can be used as the gear unit
    Petition 870170057394, of 10/08/2017, p. 97/117
    Planetary 15/30 24, or the power transmission system 12 can be composed using multiple planetary gear units; or, alternatively, the second generator engine MG2 can be concentrically arranged on the first axial line S1; or a mechanical transmission unit can be used in place of the electric differential unit 26, or the like.
    [0042] Meanwhile, the hybrid vehicle 10 of the present embodiment includes a lubrication apparatus 40 shown in Figure 5. The lubrication apparatus 40 includes a first oil pump P1 and a second oil pump P2 as an intake unit, and they are respectively connected to a first feed passage 42 and a second feed passage 44 that are separately independent of each other in order to share the lubrication for the respective components of the power transmission system 12. As shown in Figure 1, the first oil pump P1 is a mechanical type oil pump mechanically driven by rotation via a Gp pump transmission gear that is engaged with differential ring gear Gd, and the second oil pump P2 is an oil pump type mechanically connected to input shaft 22 and mechanically driven by rotation by engine 20. The first oil pump P1 can be configured to be driven by rotation by causing the transmission gear of the pump Gp to engage with the large reduction gear Gr1 or the small reduction gear Gr2 or similar which are rotated together with the differential ring gear Gd. The second oil pump P2 is an oil pump that is driven by rotation by a rotary drive source other than an outlet unit (the differential unit 32), and is an oil pump driven by rotation by the engine 20 in the present embodiment. , although an electric oil pump driven by rotation by an electric motor can be used to drive a pump.
    Petition 870170057394, of 10/08/2017, p. 98/117
    16/30 [0043] The first oil pump P1 and the second oil pump P2 suck the lubricating oil from an oil reservoir 46 provided at the bottom of the trans-axle box 14, and emit the lubricating oil into the feed passages 42, 44. The oil reservoir 46 consists of the trans-axis box 14 itself, and features a first reservoir 50 and a second reservoir 52 that are individually formed in the longitudinal direction of the vehicle by a dividing wall 48. The first oil reservoir 50 located in the the rear side of the vehicle is a part located below the differential unit 32 which is the outlet unit, and the second reservoir 52 located on the front side of the vehicle is a part located below the first axial line S1 in which the planetary gear unit 24 and others are willing; and an inlet port 54 of the first oil pump P1 and an inlet port 56 and inlet port 56 are respectively connected via different inlet oil passages which are independently provided for oil pumps P1 and P2.
    [0044] The dividing wall 48 functions as the flow restriction piece that allows the lubricating oil to flow between the first oil reservoir 50 and the second reservoir 52 and also prevents the oil levels from becoming equal to each other. This indicates that the operations of the first and second oil pumps P1, P2 will both be interrupted when the vehicle stops, and, in a static state in which the oil level fluctuation is interrupted, the lubricating oil that has been supplied to the respective components of the power transmission system 12 will flow downwardly and return to the oil reservoir 46, so that the oil level rises above the partition wall 48, as indicated by a two-point chain line in Figure 2, and therefore , the oil levels of both oil reservoirs 50, 52 become equal to each other. On the other hand, while vehicle 870170057394, of 10/08/2017, p. 99/117
    17/30 lo move or the oil pumps P1, P2 are operated, the flow restriction through the partition wall 48 causes the respective oil levels of both oil reservoirs 50, 52 to change individually. Specifically, in the static state in which the oil levels of both reservoirs 50, 52 become equal to each other, the amount of lubricating oil is defined in such a way that a part of the differential unit 32 is embedded in the lubricating oil. In this way, when the part of the differential unit 32 is soaked in the lubricating oil, the lubricating oil will be collected by the differential ring gear Gd and others, when the vehicle starts, the lubricating oil being thus splashed on the respective components of the transmission system. energy 12; in this way, it is possible to ensure a lubrication condition even at the start of the vehicle, when it is difficult to supply a sufficient quantity of lubricating oil by the first oil pump P1. When starting the vehicle, the motor 20 will normally be stopped rotating in the EV travel mode, so that the operation of the second pump P2 also stops operating.
    [0045] On the other hand, when the oil pumps P1, P2 are operated, or when the vehicle moves, the oil level will be lower due to the retraction by the differential ring gear Gd or similar that rotates according to the speed of vehicle V and the intake by oil pumps P1, P2, so that the oil level is lower than the partition wall 48. Then, in the first oil reservoir 50, the oil level is determined based on the balance (proportion) between the withdrawal by the differential ring gear Gd or similar and the amount of the return oil, and, in the second reservoir 52, the oil level is determined based on the balance between the intake by the oil pumps P1, P2 and the amount of oil returned. In the present embodiment, the amount of
    Petition 870170057394, of 10/08/2017, p. 100/117
    18/30 lubricating oil, the volume of the first oil reservoir 50, that is, the position of the partition wall 48, the shape of the partition wall 48, the intake quantity (discharge quantity) of the oil pumps P1, P2, and others are defined so that the oil level of the first oil reservoir 50 is preferably lowered to be located in the vicinity of the lower end of the differential ring gear Gd, as indicated by a solid line shown in Figure 2. In this way, when the oil level of the first oil reservoir 50 is preferably lowered, the agitation of the lubricating oil by the differential ring gear Gd or the like will be suppressed, and therefore the power loss will be reduced to improve fuel efficiency. The second reservoir 52 in which the intake ports 54, 56 are arranged has a higher oil level than in the first oil reservoir 50; thus, compared to the case of arranging the intake ports 54, 56 in the first oil reservoir 50, the intake of air is prevented, that is, the air that is sucked in by the oil pumps P1, P2 so called due to the intake 54, 56 exposed to the oil surface, regardless of the change in vehicle posture due to a slope of the road surface, steering, or the like, or deviation of the lubricating oil (fluctuation of oil levels) due to acceleration and deceleration, or similar, in order to suppress the sucked air and properly suck out the lubricating oil. This indicates that, while the oil reservoir 46 is divided by the dividing wall 48 in order to guarantee a sufficient amount of lubricating oil on the side of the second reservoir 52, the oil level in the first oil reservoir 50 where the differential unit 32 is arranged it is preferably below, thus reducing the loss of power by suppressing the agitation of the lubricating oil by the differential ring gear Gd or similar.
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    19/30 [0046] It is noted that, in the present embodiment, the intake ports 54, 56 are both arranged in the second reservoir 52, but, for example, the intake port 54 of the first oil pump P1 can be arranged in the first oil reservoir 50. In this case, the oil level of the first oil reservoir 50 can be lowered to a position where the lubricating oil does not reach the differential ring gear Gd. The first feed passage 42 can be provided with an oil storage, taking into account the suction of air due to the lowering of the oil level. In addition, the partition wall 48 can be adjusted to be higher than the oil surface in the static state (two-point chain line in Figure 2), and the partition wall 48 can be provided with a hole or the like that allows a flow of lubricating oil between both oil reservoirs 50, 52 in a state of predetermined flow resistance. If it is unnecessary to consider the agitation of the lubricating oil by the differential ring gear Gd or similar, the partition wall 48 can be omitted.
    [0047] The first supply passage 42 is connected to the discharge side of the first oil pump P1 in order to supply the lubricating oil to the respective components of the energy transmission system 12. Specifically, it is configured to supply the lubricating oil to the bearings 62 and gears 66 (for example, Ge, Gr1, Gr2, Gd, Gm, Gp, etc.) which are respective components of the power transmission system 12, and the planetary gear unit 24 in order to lubricate them , and also supply the lubricating oil for the second MG2 generator engine. The first oil pump P1 is connected to the differential unit 32 in order to be driven by rotation, and therefore the first oil pump P1 is also driven by rotation even in the EV travel mode in which the motor 20 is stopped, as shown in Figure 3; so it is possible to suck the
    Petition 870170057394, of 10/08/2017, p. 102/117
    20/30 lubricating oil in an intake quantity according to vehicle speed V, and supply the lubricating oil for these components. The differential unit 32 is lubricated by collecting the lubricating oil through the differential ring gear Gd, for example, although it can also be lubricated because it is supplied with the lubricating oil from the first feed passage 42. In addition, if there is a possibility of the first oil pump P1 produces air suction, or the like, an oil storage can be provided, if necessary, for the purpose of a stable lubricating oil supply.
    [0048] The second feed passage 44 connected to the discharge side of the second oil pump P2 supplies the lubricating oil to the input shaft 22, the planetary gear unit 24, and the first MG1 generator motor which are located above the second reservoir 52, and cools these components. In addition, the second feed passage 44 is provided with an oil cooler 70 in order to cool the lubricating oil, and supply the lubricating oil to the first generator engine MG1 and the second generator engine MG2 to thereby cool these components and prevent the overheating. The oil cooler 70 cools the lubricating oil by exchanging heat for cooling air, for example. The motor 20 that drives the second oil pump P2 by rotation can also drive the second oil pump P2 even when the vehicle is stopped, so it is possible to suck the lubricating oil in an amount of the lubricating oil that does not depend on the vehicle speed V and even when the vehicle is stopped and supplies lubricating oil for the lubricated parts; however, in the EV travel mode, as shown in Figure 3, the operation of the second oil pump P2 is interrupted together with the engine rotation interruption 20. [0049] In this way, in the vehicle's lubrication device 40
    Petition 870170057394, of 10/08/2017, p. 103/117
    21/30 hybrid 10 of the present embodiment, the lubricating oil is supplied to the second generator engine MG2 both from the first supply passage 42 connected to the first oil pump P1 and from the second supply passage 44 connected to the second oil pump P2, only the second feed passage 44 is provided with the oil cooler 70, so that the lubricating oil discharged from the second oil pump P2 is cooled by the oil cooler 70, and then is supplied to the second generator engine MG2. In contrast, the lubricating oil discharged from the first oil pump P1 is supplied to the second generator engine MG2 without being cooled by the oil cooler. Here, during vehicle movement, since the first oil pump P1 is driven by rotation according to the speed of the vehicle V in order to discharge the lubricating oil, the lubricating oil discharged from the first oil pump P1 is supplied to the second MG2 generator engine in order to cool the second MG2 generator engine even in the EV travel mode in which the vehicle is moved by the second MG2 generator engine with the engine 20 stopped; and, at the same time, the lubricating oil is quickly heated through the thermal exchange of the second MG2 generator engine to thereby prevent the mechanical loss resulting from the high viscosity of the lubricating oil in a low temperature time. Since the EV travel mode is selected in a low load time, the temperature rise of the second MG2 generator engine is reduced, and thus it is possible to prevent the temperature rise of the second MG2 generator engine even without using the oil cooler. .
    [0050] Meanwhile, the second oil pump P2 is operated by engine 20 as the source of its rotary drive, and the second oil pump P2 is operated in HV travel mode in which the vehicle travels with engine 20 running , to supply the lubricating oil discharged from the second P2 oil pump via raPetição 870170057394, of 10/08/2017, p. 104/117
    22/30 oil heater 70 for the second MG2 generator engine. The HV travel mode is selected at a higher load time than in the EV travel mode, and thus the load of the second MG2 generator engine to travel is often increased, but the lubricating oil cooled by the oil cooler 70 it is supplied to the second MG2 generator engine to thereby adequately prevent the temperature rise of the second MG2 generator engine. Since the second oil pump P2 is operated only at a relatively high load time, the lubricating oil is supplied only from the oil pump P1 to the second generator engine MG2 at a low load time; therefore, such an effect can be adequately achieved in that the lubricating oil is quickly heated by the second MG2 generator engine at the start time of the vehicle or the like.
    [0051] In addition, as the second oil pump P2, the oil pump is operated by the motor 20 as the source of its rotary drive; therefore, no complicated controls are necessary, and cost and similar advantages are achieved compared to the case of using an electric oil pump driven by rotation by an electric motor for a pump.
    [0052] Since the first supply passage 42 and the second supply passage 44 are configured independently of one another, the need to provide a switching valve or the like is thus eliminated and the structure is simplified. [0053] Since the first MG1 generator motor for the differential control of the electric differential unit 26 is regenerative-controlled with a torque according to a requested driving force when a motor torque is emitted in the HV travel mode, the first motor generator MG1 could have a high temperature due to a high load (regenerative torque) in the high load time, but the lubricating oil cooled by the air cooler 70 is also supplied to the
    Petition 870170057394, of 10/08/2017, p. 105/117
    23/30 first MG1 generator engine via the second feed passage 44 to thereby adequately prevent the temperature increase of the first MG1 generator engine.
    [0054] In addition, the first feed passage 42 is configured to supply the lubricating oil also for planetary gear unit 24 of the electric differential unit 26, the planetary gear unit 24 is lubricated by the lubricating oil supplied from the first feed passage 42 even in the EV travel mode in which the engine 20 is stopped, in order to prevent the jamming of rotating elements, such as planetary pinions that are forced to cogirate according to the speed of the vehicle V. Through this, together with the oil supply lubricant in the first feed passage 42 for the second MG2 generator engine for displacement, it is possible to increase the upper limit of the vehicle speed in the EV displacement mode region, and thus improved fuel efficiency is obtained.
    [0055] Furthermore, since the oil pumps P1, P2 are independently provided with different inlet holes 54, 56 via different inlet oil passages, it is possible to individually adjust the inlet port arrangements 54, 56 and a mesh depending on the discharge quantity of each of the oil pumps P1, P2 and the positions of the parts lubricated by the feed passages 42, 44. For example, an inlet orifice filter 56 of the second oil pump P2 to supply the lubricating oil through the oil cooler 70 it preferably has a fine mesh.
    [0056] The oil reservoir 46 has the first oil reservoir 50 and the second reservoir 52 which are formed individually by the partition wall 48; and while the quantity of lubricating oil is guaranteed, which does not impair the intake performance of
    Petition 870170057394, of 10/08/2017, p. 106/117
    24/30 oil pumps P1, P2 that suck the lubricating oil from the second reservoir 52, the lubricating oil in the first oil reservoir 50 is collected by the differential ring gear Gd so as to preferably lower the oil level of the first oil reservoir 50 , and thus reduce the power loss due to agitation by the differential ring gear Gd or the like.
    [0057] Meanwhile, in the static state in which the operations of the first oil pump P1 and the second oil pump P2 are interrupted, that is, at the time the vehicle stops, the oil level rises above the partition wall 48 due to return of the lubricating oil from the lubricated parts, so that the oil level of the first oil reservoir 50 becomes equal to that of the second reservoir 52, and the differential unit 32 is partially soaked in the lubricating oil in the first oil reservoir 50. Consequently, the lubricating oil is collected by the differential ring gear Gd and others during the vehicle's start-up time, and so the lubricating oil is splashed into the respective components of the power transmission system 12 to thereby ensure the lubrication condition at the time of the vehicle's start-up when it is difficult to supply a sufficient amount of lubricating oil through the first oil pump P1.
    [0058] In the following, other embodiments of the present invention will be described. In the following embodiments, the same reference numerals will be used for components substantially common to those in the above embodiment, their detailed description being omitted.
    [0059] Compared to the lubrication apparatus 40, a lubrication apparatus 80 of Figure 6 is provided with the first feed passage 42 and the second feed passage 44 that are connected together, and the lubricating oil in the passage on the side of high pressure is supplied via an MG2 oil supply port
    Petition 870170057394, of 10/08/2017, p. 107/117
    25/30 common 82 for the second MG2 generator engine. The first feed passage 42 is provided with a choke 84 in a position just before the oil feed passage MG2; and when the first oil pump P1 and the second oil pump P2 are operated together in displacement mode HV or similar, the lubricating oil of the second feed passage 44 on the high pressure side will be prevented from leaking towards the first side feed passage 42, and it will be configured that the lubricating oil is adequately supplied from the MG2 oil feed passage 82 to the second MG2 generator engine. When only the oil pump P1 is operated in the EV travel mode or similar, a predetermined amount of lubricating oil will be supplied via the choke 84 for the second MG2 generator engine. The degree of the choke 84 is defined in such a way that a necessary quantity of lubricating oil is supplied from the first feed passage 42 to the second generator engine MG2 in EV travel mode, and the lubricating oil in the second feed passage 44 is supplied for the second MG2 generator engine due to the difference in oil pressure in the HV travel mode. The intake quantity (discharge quantity) of the oil pumps P1, P2 is defined in such a way that when the oil pumps P1, P2 are both driven by rotation in the HV travel mode, the oil pressure of the second pass supply pressure 44 on the side of the second oil pump P2, more strictly, the oil pressure of the lubricating oil after the lubricating oil passes through the air cooler 70, will be higher than the oil pressure of the first supply passage 42 .
    [0060] Also, in the present embodiment, in the EV travel mode with a low load, the lubricating oil is supplied to the second generator engine MG2 only from the first oil pump P1
    Petition 870170057394, of 10/08/2017, p. 108/117
    26/30 in order to quickly heat the lubricating oil by the second MG2 generator engine in the vehicle's starting time or similar. On the other hand, in the HV displacement mode with a high load, the lubricating oil supplied from the second oil pump P2 via the oil cooler 70 is supplied to the second generator engine MG2 to thereby adequately prevent the temperature rise of the second generator engine MG2, or the like; therefore, the same effect as that of the above embodiment can be obtained. In particular, in the HV travel mode, because of the pressure difference, only the lubricating oil supplied from the second oil pump P2 via the oil cooler 70 is supplied to the second generator engine MG2 of the oil feed passage MG2 82, to more effectively prevent the temperature rise of the second MG2 generator engine.
    [0061] Compared with the lubrication apparatus 80 of Figure 6, in a lubrication apparatus 90 of Figure 7, a switching mechanism 92 is provided in a piece connected between the oil supply passage MG2 82 and the first and second passages supply 42, 44 in order to supply the lubricating oil in the passage on the high pressure side to the second generator engine MG2. The switching mechanism 92 can be configured using a pair of check valves 94, 96, as shown in Figure 8, for example, or it can be configured by employing a reel-type valve 98 shown in Figure 9. Figure 9 shows a state in which the lubricating oil from the first feed passage 42 is supplied from the shuttle valve 98 via the oil feed passage MG2 82 to the second generator engine MG2, during the travel time when engine 20 stops rotate, as in EV shift mode; and the shuttle valve 98 is mechanically switched by the difference in pressure between the supply passages 42, 44 in such a way that the lubricating oil of the second passPetition 870170057394, of 10/08/2017, p. 11/117
    27/30 supply gem 44 is supplied to the second MG2 generator engine at engine 20 operating time. In the embodiment, compared to the lubrication device 80 of Figure 6, the lubricating oil on the high pressure side is prevented from leaking in the direction the feed passage 42 or the feed passage 44 which is on the low pressure side. In Figures 6, 7, when the lubricating oil is supplied from the second supply passage 44 during the operation of the engine 20, it will be assumed that the pressure of the lubricating oil becomes higher on the side of the second supply passage than that on the side of the supply. first supply passage 42, but the oil passage can be switched via electronic control by an electromagnetic switching valve.
    [0062] In a lubrication device 100 of Figure 10, the second oil pump P2 is different compared to the lubrication device 40 of Figure 5, and an electric oil pump featuring an electric motor for a pump 102 is used as a rotary drive source. The electric motor for a pump 102 can rotate the second oil pump P2 at any time, with any rotating driving force, and at any rotational speed; therefore, despite the operating condition of the motor 20, it is possible to adequately supply a necessary quantity of lubricating oil from the second feed passage 44 for the generator motors MG1, MG2 and the planetary gear unit 24, when necessary. As with each embodiment, it is also possible to bring the electric motor to a pump 102 to operate according to the operation of the motor 20 in order to supply the lubricating oil. Also in the lubrication devices 80, 90 of Figure 6 and Figure 7, the electric oil pump can be used as the second oil pump P2.
    [0063] In a lubrication device 110 of Figure 11, an oil reservoir 112 is different, compared to the lubrication device 870170057394, of 10/08/2017, pg. 110/117
    28/30 fication 40 of Figure 5. This oil reservoir 112 is provided with a partition wall 114 in addition to the partition wall 48 as the flow restriction piece, so that the oil reservoir 112 is divided into three parts in the longitudinal direction of the vehicle. The inlet port 54 of the first oil pump P1 is arranged in a second oil reservoir 116 in the central position, and the inlet port 56 of the second oil pump P2 is arranged in the third oil reservoir 118 located in the front position. In the static state in which the operations of oil pumps P1, P2 are both stopped and fluctuations in oil levels are also stopped, the lubricating oil that has been supplied to the respective components of the power transmission system 12 flows downwards to return to the oil reservoir 112, and the oil levels rise above the partition walls 48, 114, so that the oil levels of the oil reservoirs 50, 116, 118 are equal to each other. On the other hand, when the oil pumps P1, P2 are operated during the displacement of the vehicle or similar, the respective oil levels of the oil reservoirs 50, 116, 118 will individually vary due to the restriction of flow through the partition walls 48, 114 , as shown in Figure 11. That is, in the first oil reservoir 50, the oil level is preferably lowered by the withdrawal of the lubricating oil by the differential ring gear Gd or similar, and the agitation of the lubricating oil by the differential ring gear Gd or similar is suppressed in order to reduce the loss of power. On the other hand, the oil levels of the second oil reservoir 116 of the third oil reservoir 118 where the inlet holes 54, 56 are respectively arranged are relatively higher, so that the inlet holes 54, 56 are prevented from becoming exposed on oil surfaces; thus, they can adequately suck the lubricating oil. The partition wall 114 may have the
    Petition 870170057394, of 10/08/2017, p. 111/117
    29/30 same height as that of the partition wall 48, or it may be of a different height from that of the partition wall 48. In the case that the partition wall 114 has a greater height than that of the partition wall 48, when the lubricating oil is sucked in only by the first oil pump P1 and the oil level is equal to or lower than the partition wall 114, the lubricating oil of the first oil reservoir 50 and the lubricating oil of the second oil reservoir 116 will thereafter be sucked in a way that the oil levels of them become rapidly lower in order to quickly reduce the loss of power due to the agitation of the lubricating oil by the differential ring gear Ge or similar.
    [0064] In the present embodiment, the second oil reservoir 116 and the third oil reservoir 118 are separated from each other, so that the dimensions in the longitudinal direction of the vehicle of the second oil reservoir 116 and the third oil reservoir 118 are reduced. Therefore, the diversion of the lubricating oil is suppressed due to the change in the vehicle's posture according to a slope of the road surface or similar, or due to acceleration or deceleration or the like, in order to properly prevent the intake holes 54, 56 are exposed on the oil surface. Since the intake ports 54, 56 are separately arranged in the oil reservoirs 116, 118, thus, compared to the case of arranging the intake ports 54, 56 in one of the oil reservoirs 116 and 118, the lubricating oil is sucked from both oil reservoirs 116, 118; therefore, it is possible to guarantee a sufficient quantity of lubricating oil, it is also possible to separately adjust the intake quantity (discharge quantity) of each of the oil pumps P1, P2 depending on each quantity of the return oil to the second oil reservoir. oil 116 and the third oil reservoir 118 in order to suppress air
    Petition 870170057394, of 10/08/2017, p. 112/117
    30/30 that is sucked, for example. Also, in the lubrication devices 80, 90, 100, the oil reservoir 112 having this configuration can be used.
    [0065] A hybrid vehicle 120 of Figure 12 has a different structure for mechanically driving oil pumps P1, P2, compared to hybrid vehicle 10. Specifically, the first oil pump P1 is driven by rotation by a gear branch Go1 integrally provided in the ring gear 24r of the planetary gear unit 24 via a transmission gear of the pump Gp1. The ring gear 24r is integrally provided with the motor output gear Ge via a connecting member 122 in order to be mechanically connected to the differential unit 32 via the large reduction gear G1 or the like in such a way as to transmit the driving force. The second oil pump P2 is driven by rotation by a Go2 branch gear integrally provided on the conveyor 24c of the planetary gear unit 24 via a transmission gear of the Gp2 pump. The conveyor 24c is integrally connected to the input shaft 22, and is mechanically driven by rotation together with the rotation of the motor 20. Consequently, also in the hybrid vehicle 120, it is possible to preferably provide the lubrication apparatus 40, 80 90 or 110, and achieve the same operational effect.
    [0066] As mentioned above, the embodiments of the present invention have been described with reference to the drawings, but they are merely examples of an embodiment, the present invention being able to be implemented in variously modified and improved ways based on the knowledge of those skilled in the art.
    Petition 870170057394, of 10/08/2017, p. 113/117
    1/3
    权利要求:
    Claims (11)
    [1]
    1. Hybrid vehicle characterized by the fact that it comprises: an engine (20);
    a first rotating machine (MG2) configured to drive the hybrid vehicle;
    an energy transmission system (12) configured to transmit driving force from the motor (20) and the first rotating machine (MG2) via an output unit (32) to the driving wheels;
    a first oil pump (P1) configured to be mechanically driven by rotation together with the rotation of the outlet unit (32);
    a second oil pump (P2) configured to be driven by rotation or a rotary drive source (20) which is different from the outlet unit (32);
    a first feed passage (42) connected to a discharge side of the first oil pump (P1), the first feed passage (42) configured to supply lubricating oil for at least the first rotating machine (MG2);
    a second feed passage (44) connected to a discharge side of the second oil pump (P2), the second feed passage (44) configured to supply lubricating oil for at least the first rotating machine (MG2); and an oil cooler (70) provided for only the second supply passage (44) of the first supply passage (42) and the second supply passage (44).
    [2]
    2. Hybrid vehicle according to claim 1, characterized in that the lubricating oil discharged from the second oil pump (P2) is supplied via the oil cooler (70) to the first rotating machine.
    [3]
    3. Hybrid vehicle according to claim 1 or 2, caPetição 870170057394, of 10/08/2017, p. 114/117
    2/3 characterized by the fact that the hybrid vehicle travels in an EV travel mode for the hybrid vehicle to travel by the first rotating machine (MG2) in a state in which the engine is stopped, and in an HV travel mode for the engine (20) operates on a higher load side than a load in EV travel mode, and the second oil pump (P2) is a rotating mechanically driven oil pump together with the engine speed (20) .
    [4]
    4. Hybrid vehicle according to claim 1 or 2, characterized in that the second oil pump (P2) is an oil pump driven by rotation by an electric motor.
    [5]
    Hybrid vehicle according to any one of claims 1 to 4, characterized in that the first feed passage (42) and the second feed passage (44) are configured independently of each other.
    [6]
    Hybrid vehicle according to any one of claims 1 to 4, characterized in that it also comprises a common passage (82) having an end connected to the first feeding passage (42) and the second feeding passage (44), and the other end connected to the first rotating machine (MG2).
    [7]
    7. Hybrid vehicle according to claim 6, characterized in that it also comprises a choke (84) provided on one side upstream of a part connected to the first feed passage (42), the part connected to one end of the common passage (82).
    [8]
    8. Hybrid vehicle according to claim 6, characterized by the fact that it also comprises a switching mechanism (92) provided at the end of the common passage (82) connected to the
    Petition 870170057394, of 10/08/2017, p. 115/117
    3/3 the first feed passage (42) and the second feed passage (44).
    [9]
    Hybrid vehicle according to claim 3, characterized in that the discharge quantity of the first oil pump (P1) and the second oil pump (P2) is defined in such a way that when the hybrid vehicle moves in the mode displacement HV and the first oil pump (P1) and the second oil pump (P2) are both driven by rotation, an oil pressure from the second feed passage (44) connected to the discharge side of the second oil pump ( P2) is higher than an oil pressure from the first supply passage (42).
    [10]
    Hybrid vehicle according to any one of claims 1 to 9, characterized in that the energy transmission system (12) includes:
    a second rotating machine (MG1) for differential control; and a differential mechanism (24) that includes a first rotating element (24c) connected to the motor, a second rotating element (24s) connected to the second rotating machine for differential control, and a third rotating element (24r) connected to the output unit ( 32), and that the second feed passage (44) is configured to supply the lubricating oil that was passed through the oil cooler (70) also to the second rotating machine (MG1) for differential control.
    [11]
    11. Hybrid vehicle according to claim 10, characterized in that the first feed passage (42) is configured to supply lubricating oil also for the differential mechanism (24).
    Petition 870170057394, of 10/08/2017, p. 116/117
    1/9
    S1
    类似技术:
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    同族专利:
    公开号 | 公开日
    JP6432571B2|2018-12-05|
    US20180045090A1|2018-02-15|
    CN107725745B|2020-03-24|
    EP3282147B1|2020-06-10|
    MX2017010427A|2018-09-19|
    PH12017050040A1|2018-08-06|
    ES2804844T3|2021-02-09|
    TWI643768B|2018-12-11|
    CA2975927C|2019-03-05|
    RU2663946C1|2018-08-13|
    CN107725745A|2018-02-23|
    AU2017213521A1|2018-03-01|
    PH12017050040B1|2018-08-06|
    CA2975927A1|2018-02-12|
    JP2018024405A|2018-02-15|
    US10465574B2|2019-11-05|
    EP3282147A1|2018-02-14|
    AU2017213521B2|2018-11-15|
    TW201808682A|2018-03-16|
    KR20180018412A|2018-02-21|
    MX371506B|2020-01-31|
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    CN112770925A|2018-10-05|2021-05-07|日产自动车株式会社|Hybrid vehicle|
    CN111186430B|2018-10-29|2021-09-21|上海汽车集团股份有限公司|Control method and device for oil pump|
    JP2020118263A|2019-01-25|2020-08-06|トヨタ自動車株式会社|Vehicle power transmission device|
    JP2020118264A|2019-01-25|2020-08-06|トヨタ自動車株式会社|Vehicle power transmission device|
    CN112916942A|2019-09-29|2021-06-08|福建省速卖通电子商务有限公司|Pipeline cutting beveling machine and method|
    CN111958488B|2020-08-27|2021-08-03|亚新科凸轮轴（仪征）有限公司|Self-lubricating camshaft grinding texturing chuck and self-lubricating method thereof|
    法律状态:
    2018-03-27| B03A| Publication of a patent application or of a certificate of addition of invention [chapter 3.1 patent gazette]|
    2021-12-07| B06W| Patent application suspended after preliminary examination (for patents with searches from other patent authorities) [chapter 6.23 patent gazette]|
    优先权:
    申请号 | 申请日 | 专利标题
    JP2016-159010|2016-08-12|
    JP2016159010A|JP6432571B2|2016-08-12|2016-08-12|Hybrid vehicle lubrication system|
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