JP2017180565A - Liquid fluid supply system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a liquid fluid supply system capable of appropriately cooling liquid fluid according to a temperature, and avoiding enlargement of a device and complication of control.SOLUTION: An oil supply system 100 includes a cooled and lubricated part 101, an oil pump 102 configured to supply oil to the cooled and lubricated part 101, and an oil flow passage 103 connecting the cooled and circulated part 101 and the oil pump 102. The oil flow passage 103 includes a first oil flow passage 103a and a second flow passage 103b arranged in parallel. The first oil flow passage 103a is provided with a cooler 105 configured to cool oil, and a choke 106 having higher temperature dependency than an orifice.SELECTED DRAWING: Figure 1

Description

  The present invention cools the portion to be cooled by the liquid fluid supplied to the portion to be cooled and / or the portion to be lubricated (hereinafter referred to as the cooling portion) via the liquid fluid flow path by the liquid fluid supply device. The present invention relates to a liquid fluid supply system.

  2. Description of the Related Art Conventionally, a liquid fluid supply system that cools a portion to be cooled by a liquid fluid supply device via a liquid fluid flow path is known. For example, in the liquid fluid supply system described in Patent Document 1, a hydraulic control circuit including an oil flow path that connects the first and second transmission mechanisms as the to-be-cooled portions and the oil pump as the liquid fluid supply device is described. Has been. In this hydraulic control circuit, an open / close valve is provided in one of two branch passages provided in parallel, a cooler is provided in the other, an other branch passage is branched into two, an orifice is provided in one, and the other Is provided with an open / close valve. It is described that these open / close valves are controlled to open and close depending on the oil temperature, engine speed, and the like.

Japanese Patent Laid-Open No. 11-63185

  However, the device described in Patent Document 1 is equipped with two on-off valves, which increases the size of the device. Moreover, since it is necessary to control two on-off valves, control becomes complicated.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a liquid fluid supply system capable of appropriately cooling a liquid fluid according to temperature and avoiding the increase in size and control of the apparatus. And

In order to achieve the above object, the invention described in claim 1
A portion to be cooled consisting of at least one of a portion to be cooled and a portion to be lubricated (for example, portions to be cooled 101 and 91 in embodiments described later);
A liquid fluid supply device (for example, oil pumps 102 and 70 in the embodiments described later) for supplying a liquid fluid (for example, oil in the embodiments described later) to the cooled portion;
A liquid fluid supply system (for example, described later) including a liquid fluid channel (for example, an oil channel 103 and a low pressure common oil channel 76c in an embodiment described later) that connects the cooled portion and the liquid fluid supply device. Oil supply system 100) of the embodiment of
The liquid fluid channel includes a first channel (for example, a first oil channel 103a in an embodiment described later) and a second channel (for example, a second oil channel 103b in an embodiment described later) arranged in parallel. )
In the first flow path, a cooler (for example, a cooler 105 in an embodiment described later) for cooling the liquid fluid, and a first flow rate control unit (for example, a choke 106 in an embodiment described later) having temperature dependency. And provided,
The first flow rate controller is more temperature dependent than the orifice.

Moreover, in addition to the structure of Claim 1, the invention of Claim 2 is
The first flow rate control unit is a choke.

In addition to the configuration described in claim 1 or 2, the invention described in claim 3
The second flow path is provided with a temperature-dependent second flow rate control unit (for example, an orifice 107 in an embodiment described later).

Moreover, in addition to the structure of Claim 3, the invention of Claim 4 adds to the structure of Claim 3,
The second flow rate control unit is different in temperature dependency from the first flow rate control unit.

Moreover, in addition to the structure of Claim 4, the invention of Claim 5 adds to the structure of Claim 4,
The second flow rate control unit is less temperature dependent than the first flow rate control unit.

Moreover, in addition to the structure of Claim 5, the invention of Claim 6 is
The second flow rate control unit is an orifice.

Moreover, in addition to the structure of any one of Claims 1-6, invention of Claim 7 is provided,
During operation of the liquid fluid supply device, the liquid fluid always flows through the first flow path and the second flow path.

  According to the first aspect of the present invention, since the cooler and the first flow rate control unit whose temperature dependency is higher than that of the orifice are provided in one of the flow paths provided in parallel, the liquid fluid needs to be cooled. The flow rate to the cooler decreases because the resistance of the first flow rate control unit is large at low temperatures, and the resistance of the first flow rate control unit decreases at high temperatures when the liquid fluid needs to be cooled. To increase. Accordingly, it is possible to suppress an increase in the friction due to the liquid fluid temperature being lowered by supplying an excessive liquid flow rate to the cooler at a low temperature, and it is possible to effectively lower the liquid fluid temperature at a high temperature. In addition, since an opening / closing valve such as a solenoid valve is not required, it is possible to avoid an increase in the size and complexity of the control of the apparatus.

  According to the second aspect of the present invention, the flow rate control unit having a temperature dependency higher than that of the orifice can be easily configured by the choke.

  According to invention of Claim 3, it can suppress that a liquid fluid is supplied to a to-be-cooled part excessively. Further, it is possible to easily make a flow rate difference between the first flow path and the second flow path.

  According to the fourth aspect of the present invention, it is possible to control the flow rates of the first flow path and the second flow path in accordance with the liquid fluid temperature.

  According to the invention described in claim 5, since the cooler and the flow rate control unit having higher temperature dependency than the other flow rate control unit are provided in one of the flow paths provided in parallel, the liquid fluid The flow rate to the cooler decreases at low temperatures when cooling of the liquid is not required, and the flow rate to the cooler increases at high temperatures where the liquid fluid needs to be cooled. The flow rate can be adjusted.

  According to the sixth aspect of the present invention, the flow rate control unit can be easily configured by the orifice.

  According to the seventh aspect of the present invention, the first flow path and the second flow path are not provided with a solenoid valve that cuts off the flow path. A liquid fluid can be supplied to the constantly cooled portion. In addition, the liquid fluid supply system can be reduced in size.

It is a block diagram which shows schematic structure of the oil supply system which concerns on one Embodiment of the liquid fluid supply system of this invention. (A) is a block diagram explaining the oil flow at the time of low temperature, (b) is a block diagram explaining the oil flow at the time of high temperature. It is a graph which shows the temperature dependence (flow rate difference) of an orifice and a choke. It is a graph which shows the temperature dependence (flow rate ratio) of an orifice and a choke. It is a block diagram which shows schematic structure of the hybrid vehicle which is one Embodiment of the vehicle which can mount the vehicle drive device which concerns on 2nd Embodiment of this invention. It is a longitudinal cross-sectional view of the rear-wheel drive device of 2nd Embodiment. It is the elements on larger scale of the rear-wheel drive device shown in FIG. It is a perspective view which shows the state with which the rear-wheel drive device was mounted in the flame | frame. FIG. 2 is a hydraulic circuit diagram of a hydraulic control device that controls a hydraulic brake, and is a hydraulic circuit diagram showing a state where hydraulic pressure is not supplied. (A) is explanatory drawing when a low pressure oil path switching valve is located in a low pressure side position, (b) is an explanatory drawing when a low pressure oil path switching valve is located in a high pressure side position. (A) is explanatory drawing when a brake oil path switching valve is located in a valve closing position, (b) is explanatory drawing when a brake oil path switching valve is located in a valve opening position. (A) is explanatory drawing at the time of non-energization of a solenoid valve, (b) is explanatory drawing at the time of energization of a solenoid valve. FIG. 3 is a hydraulic circuit diagram of a hydraulic control device during traveling and in a hydraulic brake release state (EOP: low pressure mode). It is a hydraulic circuit diagram of a hydraulic control device in a weakly engaged state (EOP: low pressure mode) of a hydraulic brake. It is a hydraulic circuit diagram of the hydraulic control device in the engagement state (EOP: high pressure mode) of the hydraulic brake.

  Hereinafter, embodiments of a liquid fluid supply system according to the present invention will be described with reference to the drawings. In the following description, an oil supply system using oil as a liquid fluid, which is an embodiment of the liquid fluid supply system according to the present invention, will be described.

<First Embodiment>
As shown in FIG. 1, the oil supply system 100 of the first embodiment includes a cooled portion 101, an oil pump 102 as a liquid fluid supply device that supplies oil to the cooled portion 101, and a cooled portion. And an oil passage 103 connecting the oil pump 101 and the oil pump 102. The to-be-cooled portion 101 includes at least one of a to-be-cooled portion that requires cooling and a to-be-lubricated portion that requires lubrication. The cooled part and the lubricated part may be the same device (for example, an electric motor, a transmission, a bearing), or may be separate devices.

  The oil flow path 103 is provided with a branch portion 104 in which the first oil flow path 103a and the second oil flow path 103b are arranged in parallel by branching into two in the middle. The first oil flow path 103 a is provided with a cooler 105 as a cooler for cooling oil, and a choke 106 as a first flow rate control unit is provided upstream of the cooler 105.

  On the other hand, the second oil flow path 103b is provided with an orifice 107 as a second flow rate control unit. The orifice 107 is a small hole provided in the pipe line, and unlike the orifice 107, the choke 106 is configured with a hole length longer than the hole diameter. The orifice 107 and the choke 106 are both temperature dependent, but the choke 106 is more temperature dependent than the orifice 107 due to its structure.

  FIG. 3 is a graph showing the temperature dependence (flow rate difference) of the orifice and choke under the same conditions (pressure and fluid type), and FIG. 4 is the temperature dependence (flow rate ratio) of the orifice and choke provided in parallel. It is a graph which shows.

  As is clear from FIG. 3, the orifice 107 shows a temperature dependency that the flow rate is slightly increased when the oil temperature is increased, but the choke 106 is clearly larger than the orifice 107 when the oil temperature is increased. I understand that FIG. 4 also shows that as the oil temperature increases, the flow rate to the orifice 107 decreases and the flow rate to the choke 106 increases.

  Thus, since the cooler 105 and the choke 106 whose temperature dependency is higher than that of the orifice 107 are provided in the first oil flow path 103a which is one of the flow paths provided in parallel, cooling of the oil is not so necessary. At low temperatures, as shown in FIG. 2 (a), the resistance of the choke 106 is large, so the flow rate to the cooler 105 decreases, and at high temperatures where oil cooling is required, as shown in FIG. 2 (b), Since the resistance of the choke 106 is reduced, the flow rate to the cooler 105 is increased. Thereby, excessive oil is supplied to the cooler 105 at a low temperature so that the oil temperature can be prevented from decreasing and friction can be suppressed, and the oil temperature can be effectively reduced at a high temperature. Further, since the oil supply system 100 does not require an on-off valve such as a solenoid valve, the oil supply system 100 can be prevented from being enlarged and complicated in control.

  In addition, since the first oil passage 103a and the second oil passage 103b are not provided with an opening / closing valve, the first oil passage 103a and the second oil passage 103b are always oiled during operation of the oil pump 102. Therefore, oil can be constantly supplied to the cooled portion 101.

  In addition, since the orifice 107 having temperature dependency is provided in the second oil flow path 103b, it is possible to suppress excessive supply of oil to the portion to be cooled 101. In addition, a flow rate difference can be easily established between the first oil channel 103a and the second oil channel 103b, and the flow rate can be controlled according to the oil temperature.

Second Embodiment
The oil supply system 100 according to the second embodiment is used in a vehicle having a drive system as shown in FIG. 5, for example, and is incorporated in a hydraulic control device of the rear wheel drive device 1 described later.
A vehicle 3 shown in FIG. 5 is a hybrid vehicle having a drive device 6 (hereinafter referred to as a front wheel drive device) in which an internal combustion engine 4 and an electric motor 5 are connected in series at the front portion of the vehicle. While power is transmitted to the front wheel Wf via the transmission 7, the power of the driving device 1 (hereinafter referred to as a rear wheel driving device) provided at the rear of the vehicle separately from the front wheel driving device 6 is the rear wheel Wr ( RWr, LWr). The electric motor 5 of the front wheel drive device 6 and the electric motors 2A, 2B of the rear wheel drive device 1 on the rear wheel Wr side are connected to the battery 9 so that power supply from the battery 9 and energy regeneration to the battery 9 are possible. Yes. Reference numeral 8 denotes a control device for performing various controls of the entire vehicle.

  FIG. 6 is a longitudinal sectional view of the entire rear wheel drive device 1. In FIG. 6, 10A and 10B are left and right axles on the rear wheel Wr side of the vehicle 3, and are coaxial in the vehicle width direction. Is arranged. The reduction gear case 11 of the rear wheel drive device 1 is formed in a substantially cylindrical shape as a whole, and includes an electric motor 2A and 2B for driving an axle, and a planetary gear type reduction gear for reducing the drive rotation of the electric motors 2A and 2B. The machines 12A and 12B are arranged coaxially with the axles 10A and 10B. The electric motor 2A and the planetary gear type speed reducer 12A control the left rear wheel LWr, and the electric motor 2B and the planetary gear type speed reducer 12B control the right rear wheel RWr. The planetary gear type speed reducer 12B is disposed symmetrically in the vehicle width direction within the speed reducer case 11. As shown in FIG. 8, the speed reducer case 11 is supported by the support portions 13 a and 13 b of the frame member 13 that is a part of the frame that is the skeleton of the vehicle 3 and the frame of the rear wheel drive device 1 (not shown). Has been. The support portions 13a and 13b are provided on the left and right with respect to the center of the frame member 13 in the vehicle width direction. In addition, the arrow in FIG. 8 has shown the positional relationship in the state in which the rear-wheel drive device 1 was mounted in the vehicle 3. FIG.

  The stators 14A and 14B of the electric motors 2A and 2B are respectively fixed inside the left and right ends of the speed reducer case 11, and annular rotors 15A and 15B are rotatably arranged on the inner peripheral sides of the stators 14A and 14B. . Cylindrical shafts 16A and 16B surrounding the outer periphery of the axles 10A and 10B are coupled to the inner peripheral portions of the rotors 15A and 15B, and the cylindrical shafts 16A and 16B are decelerated so as to be coaxially rotatable with the axles 10A and 10B. The machine case 11 is supported by end walls 17A and 17B and intermediate walls 18A and 18B via bearings 19A and 19B. A resolver 20A serving as an electric motor rotation state amount acquisition means for detecting the number of rotations of the rotors 15A and 15B is disposed on the end walls 17A and 17B of the reduction gear case 11 on the outer periphery on one end side of the cylindrical shafts 16A and 16B. 20B is provided.

  The planetary gear speed reducers 12A and 12B include sun gears 21A and 21B, ring gears 24A and 24B, a plurality of planetary gears 22A and 22B meshing with the sun gears 21A and 21B and the ring gears 24A and 24B, and planetary gears 22A and 22B. Planetary carriers 23A and 23B that support the motor, and the motor torque input from the sun gears 21A and 21B is output through the planetary carriers 23A and 23B.

  The sun gears 21A and 21B are formed integrally with the cylindrical shafts 16A and 16B. Further, as shown in FIG. 7, for example, the planetary gears 22A and 22B include large-diameter first pinions 26A and 26B that are directly meshed with the sun gears 21A and 21B, and second-pinions having a smaller diameter than the first pinions 26A and 26B. The first and second pinions 26A and 26B and the second pinions 27A and 27B are integrally formed in a state of being coaxially and offset in the axial direction. The planetary gears 22A and 22B are supported by the planetary carriers 23A and 23B, and the planetary carriers 23A and 23B are supported so as to be integrally rotatable with the axially inner ends extending inward in the radial direction and being spline-fitted to the axles 10A and 10B. Along with the bearings 33A and 33B, the intermediate walls 18A and 18B are supported.

  The intermediate walls 18A and 18B separate the motor housing space for housing the motors 2A and 2B and the speed reducer space for housing the planetary gear type speed reducers 12A and 12B, and the axial distance from the outer diameter side to the inner diameter side. It is configured to bend so as to spread. Bearings 33A and 33B for supporting the planetary carriers 23A and 23B are arranged on the inner diameter side of the intermediate walls 18A and 18B and on the planetary gear type speed reducers 12A and 12B, and the outer diameter side of the intermediate walls 18A and 18B. In addition, bus rings 41A and 41B for the stators 14A and 14B are arranged on the side of the electric motors 2A and 2B (see FIG. 6).

  The ring gears 24A and 24B are disposed opposite to each other at gears 28A and 28B whose inner peripheral surfaces are meshed with the second pinions 27A and 27B having a small diameter, and smaller in diameter than the gear parts 28A and 28B, at an intermediate position of the speed reducer case 11. Small-diameter portions 29A and 29B, and connecting portions 30A and 30B that connect the axially inner ends of the gear portions 28A and 28B and the axially outer ends of the small-diameter portions 29A and 29B in the radial direction. . In the case of this embodiment, the maximum radii of the ring gears 24A and 24B are set to be smaller than the maximum distance from the center of the axles 10A and 10B of the first pinions 26A and 26B. The small diameter portions 29A and 29B are spline-fitted to an inner race 51 of a one-way clutch 50, which will be described later, and the ring gears 24A and 24B are configured to rotate integrally with the inner race 51 of the one-way clutch 50.

  By the way, a cylindrical space is secured between the speed reducer case 11 and the ring gears 24A and 24B, and the brakes for the ring gears 24A and 24B are configured in the space and hydraulic brakes 60A and 60B as power transmission means. Is wrapped with the first pinions 26A and 26B in the radial direction, and is wrapped with the second pinions 27A and 27B in the axial direction. The hydraulic brakes 60A and 60B include a plurality of fixed plates 35A and 35B that are spline-fitted to the inner peripheral surface of a cylindrical outer diameter side support portion 34 that extends in the axial direction on the inner diameter side of the speed reducer case 11, a ring gear 24A, A plurality of rotating plates 36A, 36B that are spline-fitted on the outer peripheral surface of 24B are alternately arranged in the axial direction, and these plates 35A, 35B, 36A, 36B are fastened and released by the annular pistons 37A, 37B. It is like that. The pistons 37 </ b> A and 37 </ b> B are formed between the left and right dividing walls 39 extending from the intermediate position of the reduction gear case 11 to the inner diameter side, and the outer diameter side support portion 34 and the inner diameter side support portion 40 connected by the left and right division walls 39. The pistons 37A and 37B are moved forward by introducing high pressure oil into the cylinder chambers 38A and 38B, and the oil is discharged from the cylinder chambers 38A and 38B. The pistons 37A and 37B are moved backward. As shown in FIG. 8, the hydraulic brakes 60A and 60B are connected to an electric oil pump 70 arranged between the support portions 13a and 13b of the frame member 13 described above.

  More specifically, the pistons 37A and 37B have first piston walls 63A and 63B and second piston walls 64A and 64B in the axial direction, and the piston walls 63A, 63B, 64A and 64B are cylindrical. Are connected by inner peripheral walls 65A and 65B. Therefore, an annular space that opens radially outward is formed between the first piston walls 63A and 63B and the second piston walls 64A and 64B. This annular space is formed on the inner periphery of the outer wall of the cylinder chambers 38A and 38B. It is partitioned in the axial direction left and right by partition members 66A and 66B fixed to the surface. A space between the left and right dividing walls 39 of the speed reducer case 11 and the second piston walls 64A and 64B is a first working chamber S1 (see FIG. 9) into which high-pressure oil is directly introduced, and the partition members 66A and 66B and the first piston wall A space between 63A and 63B is a second working chamber S2 (see FIG. 9) that is electrically connected to the first working chamber S1 through a through hole formed in the inner peripheral walls 65A and 65B. The second piston walls 64A and 64B and the partition members 66A and 66B are electrically connected to the atmospheric pressure.

  In the hydraulic brakes 60A and 60B, oil is introduced into the first working chamber S1 and the second working chamber S2 from a hydraulic circuit 71, which will be described later, and acts on the first piston walls 63A and 63B and the second piston walls 64A and 64B. The fixed plates 35A and 35B and the rotating plates 36A and 36B can be pressed against each other by the pressure of. Therefore, since the large pressure receiving area can be gained by the first and second piston walls 63A, 63B, 64A, 64B on the left and right in the axial direction, the fixing plates 35A, 35B A large pressing force against the rotating plates 36A and 36B can be obtained.

  In the case of the hydraulic brakes 60A and 60B, the fixed plates 35A and 35B are supported by the outer diameter side support portion 34 extending from the reduction gear case 11, while the rotation plates 36A and 36B are supported by the ring gears 24A and 24B. When the plates 35A, 35B, 36A, and 36B are pressed by the pistons 37A and 37B, the frictional engagement between the plates 35A, 35B, 36A, and 36B causes a braking force to be applied to the ring gears 24A and 24B, thereby fixing them. When the fastening by the pistons 37A and 37B is released, the ring gears 24A and 24B are allowed to freely rotate.

  Also, a space is secured between the coupling portions 30A and 30B of the ring gears 24A and 24B facing each other in the axial direction, and only power in one direction is transmitted to the ring gears 24A and 24B in the space to transmit power in the other direction. A one-way clutch 50 is arranged to be shut off. The one-way clutch 50 has a large number of sprags 53 interposed between an inner race 51 and an outer race 52. The inner race 51 is connected to the small diameter portions 29A, 29B of the ring gears 24A, 24B by spline fitting. It is configured to rotate integrally. The outer race 52 is positioned by the inner diameter side support portion 40 and is prevented from rotating. The one-way clutch 50 is configured to engage and lock the rotation of the ring gears 24A and 24B when the vehicle 3 moves forward with the power of the electric motors 2A and 2B. More specifically, the one-way clutch 50 is in an engaged state when rotational power in the forward direction of the electric motors 2A and 2B (the rotational direction when the vehicle 3 is advanced) is input to the rear wheel Wr side. When the rotational power in the reverse direction on the electric motors 2A, 2B is input to the rear wheel Wr, the disengagement state occurs, and the forward rotational power on the rear wheel Wr side is input to the electric motors 2A, 2B. Sometimes the engagement state occurs when the disengagement state and the reverse rotational power on the rear wheel Wr side are input to the electric motors 2A, 2B.

  Thus, in the rear wheel drive device 1 of the present embodiment, the one-way clutch 50 and the hydraulic brakes 60A and 60B are provided in parallel on the power transmission path between the electric motors 2A and 2B and the rear wheel Wr.

Next, a hydraulic circuit constituting the hydraulic control device of the rear wheel drive device 1 will be described with reference to FIGS.
The hydraulic circuit 71 supplies the oil sucked from the suction port 70a provided in the oil pan 80 and discharged from the oil pump 70 to the hydraulic brakes 60A and 60B via the low pressure oil path switching valve 73 and the brake oil path switching valve 74. The first working chamber S1 is configured to be refuelable, and is configured to be capable of being supplied to the cooled portion 91 such as the electric motors 2A, 2B and the planetary gear speed reducers 12A, 12B via the low pressure oil passage switching valve 73. . The reducer case 11 stores oil discharged from the oil pump 70 and supplied to the cooled portions 91 such as the electric motors 2A and 2B and the planetary gear type speed reducers 12A and 12B. Usually, the lower portions of the stators of the electric motors 2A and 2B and the lower portions of the planetary carriers 23A and 23B are located in the oil stored in the speed reducer case 11, and when the planetary carriers 23A and 23B rotate, Loss occurs. Further, when the oil level is inclined due to turning of the vehicle or the like, the lower portions of the rotors of the electric motors 2A and 2B are also located in the oil stored in the speed reducer case 11, and the oil becomes a stirring resistance and loses.

  The oil pump 70 can be operated (operated) in at least two modes, a high pressure mode and a low pressure mode, by an electric motor 90 composed of a position sensorless / brushless DC motor, and is controlled by PID control. Can be adjusted. Reference numeral 92 denotes a sensor as fastening force acquisition means for detecting the oil temperature and hydraulic pressure of the brake oil passage 77.

  The low-pressure oil passage switching valve 73 includes a first line oil passage 75a on the oil pump 70 side that constitutes the line oil passage 75, and a second line oil passage 75b on the brake oil passage switching valve 74 side that constitutes the line oil passage 75. The first low-pressure oil passage 76 a communicating with the cooled portion 91 and the second low-pressure oil passage 76 b communicating with the cooled portion 91 are connected. Further, the low-pressure oil passage switching valve 73 allows the first line oil passage 75a and the second line oil passage 75b to always communicate with each other and the line oil passage 75 is selectively used as the first low-pressure oil passage 76a or the second low-pressure oil passage 76b. A valve body 73a that communicates with the valve body 73a, a spring 73b that urges the valve body 73a in a direction that communicates the line oil passage 75 and the first low-pressure oil passage 76a (rightward in FIG. 9), and a valve body 73a that communicates with the line oil passage. And an oil chamber 73c that presses the line oil passage 75 and the second low-pressure oil passage 76b in a direction (leftward in FIG. 9) with the oil pressure of 75. Therefore, the valve element 73a is urged by the spring 73b in a direction (rightward in FIG. 9) that connects the line oil passage 75 and the first low-pressure oil passage 76a, and is input to the oil chamber 73c at the right end in the drawing. The oil pressure of the line oil passage 75 is pressed in the direction in which the line oil passage 75 and the second low-pressure oil passage 76b communicate with each other (left side in FIG. 9).

  Here, the urging force of the spring 73b is such that when the oil pump 70 is operated in the low pressure mode, the valve body 73a moves as shown in FIG. The line oil passage 75 is cut off from the second low-pressure oil passage 76b and communicated with the first low-pressure oil passage 76a (hereinafter, the position of the valve body 73a in FIG. 10A is referred to as a low-pressure side position). ) In the oil pressure of the line oil passage 75 that is input to the oil chamber 73c while the oil pump 70 is operating in the high pressure mode, as shown in FIG. The first low pressure oil passage 76a is cut off and communicated with the second low pressure oil passage 76b (hereinafter, the position of the valve body 73a in FIG. 10B is referred to as a high pressure side position).

  The brake oil passage switching valve 74 includes a second line oil passage 75b constituting the line oil passage 75, a brake oil passage 77 connected to the hydraulic brakes 60A and 60B, and a storage portion 79 via a high-position drain 78. Connected to. Further, the brake oil passage switching valve 74 connects and disconnects the second line oil passage 75b and the brake oil passage 77, and shuts off the valve body 74a from the second line oil passage 75b and the brake oil passage 77. Spring 74b urging in the direction (rightward in FIG. 9) and the direction in which the valve body 74a communicates with the second line oil passage 75b and the brake oil passage 77 by the oil pressure of the line oil passage 75 (leftward in FIG. 9). And an oil chamber 74c that presses the Accordingly, the valve body 74a is urged by the spring 74b in a direction (to the right in FIG. 9) that shuts off the second line oil passage 75b and the brake oil passage 77, and is input to the oil chamber 74c. The hydraulic pressure of 75 enables the second line oil passage 75b and the brake oil passage 77 to be pressed in a direction (leftward in FIG. 9).

  The urging force of the spring 74b is the hydraulic pressure of the line oil passage 75 input to the oil chamber 74c while the oil pump 70 is operating in the low pressure mode and the high pressure mode, and the valve body 74a is moved from the closed position in FIG. The brake oil passage 77 is cut off from the high position drain 78 and communicated with the second line oil passage 75b by moving to the valve opening position of FIG. That is, regardless of whether the oil pump 70 is operated in the low pressure mode or the high pressure mode, the oil pressure of the line oil passage 75 input to the oil chamber 74c exceeds the urging force of the spring 74b, and the brake oil passage 77 is moved to the high position. Shut off from the drain 78 and communicate with the second line oil passage 75b.

  In a state where the second line oil passage 75 b and the brake oil passage 77 are disconnected, the hydraulic brakes 60 </ b> A and 60 </ b> B are communicated with the storage portion 79 via the brake oil passage 77 and the high position drain 78. Here, the reservoir 79 is higher in the vertical direction than the oil pan 80, more preferably, the vertical uppermost portion of the reservoir 79 is the uppermost vertical direction of the first working chamber S1 of the hydraulic brakes 60A and 60B. It arrange | positions so that it may become a position higher in the vertical direction than the middle dividing point with the lowest vertical direction. Therefore, when the brake oil passage switching valve 74 is closed, the oil stored in the first working chamber S1 of the hydraulic brakes 60A and 60B is not directly discharged to the oil pan 80 but is discharged to the storage unit 79. Configured to be stored. The oil overflowing from the reservoir 79 is configured to be discharged to the oil pan 80. In addition, the storage portion side end portion 78 a of the high position drain 78 is connected to the bottom surface of the storage portion 79.

  The oil chamber 74 c of the brake oil passage switching valve 74 is connectable to a second line oil passage 75 b constituting the line oil passage 75 via a pilot oil passage 81 and a solenoid valve 83. The solenoid valve 83 is configured by an electromagnetic three-way valve controlled by the control device 8, and the pilot oil is supplied to the second line oil passage 75 b when the control device 8 is not energized to the solenoid 174 of the solenoid valve 83 (see FIG. 12). Connected to the path 81, the oil pressure of the line oil path 75 is input to the oil chamber 74c.

  As shown in FIG. 12, the solenoid valve 83 is provided on a three-way valve member 172 and a case member 173, and is energized by receiving power supplied via a cable (not shown). A solenoid valve body 175 that is pulled right by receiving an exciting force, a solenoid spring 176 that is housed in a spring holding recess 173a formed at the center of the case member 173, and biases the solenoid valve body 175 leftward, A guide member 177 which is provided in the direction valve member 172 and slidably guides the advancement / retraction of the solenoid valve body 175.

  The three-way valve member 172 is a substantially bottomed cylindrical member, and includes a right concave hole 181 formed from the right end portion to the substantially middle portion along the center line, and from the left end portion also along the center line. A left concave hole 182 formed up to the vicinity of the right concave hole 181, and a first radial hole formed along the direction orthogonal to the center line between the right concave hole 181 and the left concave hole 182 183, a second radial hole 184 that communicates with a substantially middle portion of the right concave hole 181 and is formed along a direction orthogonal to the center line, and a left concave hole 182 that is formed along the center line. A first axial hole 185 that communicates with the first radial hole 183, and a second axial hole 186 that is formed along the center line and communicates with the first radial hole 183 and the right concave hole 181. Have.

  A ball 187 that opens and closes the first axial hole 185 is placed in the bottom of the left concave hole 182 of the three-way valve member 172 so as to be movable in the left-right direction, and on the inlet side of the left concave hole 182 A cap 188 for restricting the detachment of the ball 187 is fitted. The cap 188 has a through hole 188a that communicates with the first axial hole 185 along the center line.

  Further, the second axial hole 186 is opened and closed by contact or non-contact of the root portion of the open / close projection 175a formed at the left end portion of the solenoid valve body 175 that moves left and right. The ball 187 that opens and closes the first axial hole 185 is moved to the left and right by the tip of the opening and closing protrusion 175a of the solenoid valve body 175 that moves left and right.

  In the solenoid valve 83, the solenoid valve body 175 is moved to the left by receiving the urging force of the solenoid spring 176 as shown in FIG. 12A by deenergizing the solenoid 174 (no power supply). When the tip of the opening / closing protrusion 175a of the solenoid valve body 175 pushes the ball 187, the first axial hole 185 is opened, and the root of the opening / closing protrusion 175a of the solenoid valve body 175 is the second axial hole 186. , The second axial hole 186 is closed. Accordingly, the second line oil passage 75b constituting the line oil passage 75 communicates with the oil chamber 74c through the pilot oil passage 81 from the first axial hole 185 and the first radial hole 183 (hereinafter, FIG. 12). (A) The position of the solenoid valve body 175 may be referred to as a valve opening position.)

  Further, by energizing the solenoid 174 (power supply), the solenoid valve body 175 moves to the right against the biasing force of the solenoid spring 176 by receiving the exciting force of the solenoid 174 as shown in FIG. When the oil pressure from the through hole 188a pushes the ball 187, the first axial hole 185 is closed, and the root portion of the opening / closing protrusion 175a of the solenoid valve body 175 is separated from the second axial hole 186, The second axial hole 186 is opened. Thereby, the oil stored in the oil chamber 74c is discharged to the oil pan 80 through the first radial hole 183, the second axial hole 186, and the second radial hole 184, and the second line oil passage 75b. And the pilot oil passage 81 are shut off (hereinafter, the position of the solenoid valve body 175 in FIG. 12B may be referred to as a valve closing position).

  Returning to FIG. 9, in the hydraulic circuit 71, the first low-pressure oil passage 76 a and the second low-pressure oil passage 76 b merge on the downstream side to form a common low-pressure common oil passage 76 c. When the line pressure of the low pressure common oil passage 76c becomes equal to or higher than a predetermined pressure, the relief valve 84 is connected to discharge the oil in the low pressure common oil passage 76c to the oil pan 80 through the relief drain 86 and reduce the oil pressure. ing.

  Here, as shown in FIG. 10, orifices 85a and 85b as flow path resistance means are formed in the first low pressure oil passage 76a and the second low pressure oil passage 76b, respectively. The orifice 85a is configured to have a larger diameter than the orifice 85b of the second low-pressure oil passage 76b. Accordingly, the flow resistance of the second low pressure oil passage 76b is larger than the flow resistance of the first low pressure oil passage 76a, and the amount of pressure reduction in the second low pressure oil passage 76b during operation of the oil pump 70 in the high pressure mode The pressure reduction amount in the first low-pressure oil passage 76a during operation of the pump 70 in the low-pressure mode is larger, and the oil pressure in the low-pressure common oil passage 76c in the high-pressure mode and the low-pressure mode is substantially equal.

  Thus, the low-pressure oil passage switching valve 73 connected to the first low-pressure oil passage 76a and the second low-pressure oil passage 76b is more springy than the oil pressure in the oil chamber 73c when the oil pump 70 is operating in the low-pressure mode. The urging force of 73b prevails, and the urging force of the spring 73b causes the valve body 73a to be positioned at the low-pressure side position, blocking the line oil passage 75 from the second low-pressure oil passage 76b and communicating with the first low-pressure oil passage 76a. The oil flowing through the first low-pressure oil passage 76a is subjected to flow resistance by the orifice 85a and is depressurized, and reaches the cooled portion 91 via the low-pressure common oil passage 76c. On the other hand, when the oil pump 70 is operating in the high pressure mode, the oil pressure in the oil chamber 73c is greater than the urging force of the spring 73b, and the valve body 73a is positioned at the high pressure side position against the urging force of the spring 73b. The line oil passage 75 is blocked from the first low-pressure oil passage 76a and communicated with the second low-pressure oil passage 76b. The oil flowing through the second low-pressure oil passage 76b is reduced in pressure by the orifice 85b due to a larger passage resistance than the orifice 85a, and reaches the cooled portion 91 via the low-pressure common oil passage 76c.

  Accordingly, when the oil pump 70 is switched from the low pressure mode to the high pressure mode, the oil passage having the small flow resistance is automatically switched from the low flow resistance to the high flow resistance in accordance with the change in the oil pressure of the line oil passage 75. In this case, excessive oil is prevented from being supplied to the portion to be cooled 91.

  Here, the control device 8 (see FIG. 5) is a control device for performing various controls of the entire vehicle. The control device 8 includes a vehicle speed, a steering angle, an accelerator pedal opening AP, a shift position, an SOC, an oil temperature. On the other hand, from the control device 8, a signal for controlling the internal combustion engine 4, a signal for controlling the electric motors 2 </ b> A and 2 </ b> B, a signal indicating the power generation state / charge state / discharge state of the battery 9, A control signal for the solenoid 174, a control signal for controlling the oil pump 70, and the like are output.

  That is, the control device 8 has at least a function as an electric motor control device for controlling the electric motors 2A and 2B and a function as a power transmission means control device for controlling the hydraulic brakes 60A and 60B as power transmission means.

Next, the operation of the hydraulic circuit 71 of the rear wheel drive device 1 will be described.
FIG. 9 shows the hydraulic circuit 71 in a state where the hydraulic brakes 60A and 60B are released while the vehicle is stopped. In this state, the control device 8 does not operate the oil pump 70. Thereby, the valve body 73a of the low pressure oil passage switching valve 73 is located at the low pressure side position, the valve body 74a of the brake oil passage switching valve 74 is located at the valve closing position, and no hydraulic pressure is supplied to the hydraulic circuit 71. .

  FIG. 13 shows a state in which the hydraulic brakes 60A and 60B are released during traveling of the vehicle. In this state, the control device 8 operates the oil pump 70 in the low pressure mode. Further, the control device 8 is energized to the solenoid 174 of the solenoid valve 83, and the second line oil passage 75b and the pilot oil passage 81 are shut off. Thus, the valve body 74a of the brake oil passage switching valve 74 is positioned at the valve closing position by the urging force of the spring 74b, and the second line oil passage 75b and the brake oil passage 77 are shut off, and the brake oil passage 77 and The high position drain 78 is communicated, and the hydraulic brakes 60A and 60B are released. The brake oil passage 77 is connected to the storage portion 79 via a high position drain 78.

  Further, the low pressure oil passage switching valve 73 has a valve element because the urging force of the spring 73b is larger than the oil pressure of the line oil passage 75 operating in the low pressure mode of the oil pump 70 inputted to the oil chamber 73c at the right end in the figure. 73a is positioned at the low pressure side position, and the line oil passage 75 is cut off from the second low pressure oil passage 76b and communicated with the first low pressure oil passage 76a. As a result, the oil in the line oil passage 75 is depressurized by the orifice 85a through the first low-pressure oil passage 76a and supplied to the cooled portion 91.

  FIG. 14 shows the hydraulic circuit 71 in a state where the hydraulic brakes 60A and 60B are weakly engaged. The weak engagement means a state in which power can be transmitted but is fastened with a weak fastening force with respect to the fastening force of the hydraulic brakes 60A and 60B. At this time, the control device 8 operates the oil pump 70 in the low pressure mode. Further, the control device 8 deenergizes the solenoid 174 of the solenoid valve 83 and inputs the hydraulic pressure of the second line oil passage 75 b to the oil chamber 74 c of the brake oil passage switching valve 74. As a result, the hydraulic pressure in the oil chamber 74c is superior to the urging force of the spring 74b, the valve body 74a is positioned at the valve open position, the brake oil passage 77 and the high position drain 78 are shut off, and the second line oil passage. 75b and the brake oil passage 77 are communicated, and the hydraulic brakes 60A and 60B are weakly engaged.

  At this time, the low-pressure oil passage switching valve 73 is operating in the low-pressure mode of the oil pump 70 in which the urging force of the spring 73b is input to the oil chamber 73c at the right end in the figure, as in the case of releasing the hydraulic brakes 60A and 60B. Therefore, the valve body 73a is positioned at the low pressure side position, and the line oil passage 75 is disconnected from the second low pressure oil passage 76b and communicated with the first low pressure oil passage 76a. As a result, the oil in the line oil passage 75 is depressurized by the orifice 85a through the first low-pressure oil passage 76a and supplied to the cooled portion 91.

  FIG. 15 shows the hydraulic circuit 71 in a state where the hydraulic brakes 60A and 60B are engaged. At this time, the control device 8 operates the oil pump 70 in the high pressure mode. Further, the control device 8 deenergizes the solenoid 174 of the solenoid valve 83 and inputs the hydraulic pressure of the second line oil passage 75 b to the oil chamber 74 c at the right end of the brake oil passage switching valve 74. As a result, the hydraulic pressure in the oil chamber 74c is superior to the urging force of the spring 74b, the valve body 74a is positioned at the valve open position, the brake oil passage 77 and the high position drain 78 are shut off, and the second line oil passage. 75b and the brake oil passage 77 are communicated, and the hydraulic brakes 60A and 60B are fastened.

  Since the oil pressure of the line oil passage 75 input to the oil chamber 73c at the right end in the figure when the oil pump 70 is operating in the high pressure mode of the oil pump 70 is larger than the urging force of the spring 73b, the low pressure oil passage switching valve 73 The line oil passage 75 is cut off from the first low-pressure oil passage 76a and is communicated with the second low-pressure oil passage 76b. As a result, the oil in the line oil passage 75 is depressurized by the orifice 85 b through the second low-pressure oil passage 76 b and supplied to the cooled portion 91.

  As described above, the control device 8 controls the operation mode (operating state) of the oil pump 70 and the opening and closing of the solenoid valve 83 to release or fasten the hydraulic brakes 60A and 60B. The wheel Wr side can be switched between a disconnected state and a connected state, and the fastening force of the hydraulic brakes 60A and 60B can be controlled.

  The oil supply system 100 described in the first embodiment is incorporated in the hydraulic circuit 71, and the oil pump 70 in the second embodiment corresponds to the oil pump 102 in the first embodiment. The cooling portion 91 corresponds to the portion to be cooled 101 of the first embodiment, and the low pressure common oil passage 76 c of the second embodiment corresponds to the oil passage 103.

  That is, as shown in FIG. 9, the low-pressure common oil passage 76 c is branched into two in the middle so that the first oil passage 103 a and the second oil passage 103 b are arranged in parallel. The first oil flow path 103a is provided with a cooler 105 as a cooler for cooling the oil, and a choke 106 as a first flow rate control unit is provided upstream of the cooler 105 to provide a second oil The flow path 103b is provided with an orifice 107 as a second flow rate control unit.

  As described above, the oil supply system 100 is incorporated in the hydraulic circuit 71 of the rear wheel drive device 1 that controls the hydraulic brakes 60A and 60B, whereby devices such as the oil pump 70 can be shared, and the rear wheel drive device 1 can be downsized. it can. Further, since the branching portion 104 is provided in the low pressure common oil passage 76 c downstream of the low pressure oil passage switching valve 73, only the oil that is throttled by the low pressure oil passage switching valve 73 and supplied to the cooled portion 91 is cooled by the cooler 105. The cooler 105 can be reduced in size.

  The first embodiment is that excessive oil is supplied to the cooler 105 at a low temperature to suppress an increase in friction due to a decrease in the oil temperature and an effective reduction in the oil temperature at a high temperature. It is the same as the form.

In addition, this invention is not limited to embodiment mentioned above, A deformation | transformation, improvement, etc. are possible suitably.
For example, the choke 106 provided in the first oil flow path 103 a is not limited to being disposed on the upstream side of the cooler 105, and may be disposed on the downstream side of the cooler 105.
Further, the liquid fluid is not limited to oil, and may be water or other liquid fluid.

91, 101 Cooled portions 70, 102 Oil pump 76c Low pressure common oil passage (liquid fluid passage)
100 Oil supply system (liquid fluid supply system)
103 Oil channel (liquid fluid channel)
103a 1st oil flow path (1st flow path)
103b Second oil flow path (second flow path)
105 cooler
106 Choke (first flow control unit)
107 Orifice (second flow rate controller)

Claims (7)

A cooled portion consisting of at least one of a cooled portion and a lubricated portion;
A liquid fluid supply device for supplying a liquid fluid to the cooled portion;
A liquid fluid supply system comprising a liquid fluid flow path connecting the cooled portion and the liquid fluid supply device,
The liquid fluid channel includes a first channel and a second channel arranged in parallel,
The first flow path is provided with a cooler for cooling the liquid fluid and a first flow rate control unit having temperature dependency,
The first flow rate controller is a liquid fluid supply system having a temperature dependency higher than that of an orifice. The liquid fluid supply system according to claim 1,
The liquid flow supply system, wherein the first flow rate control unit is a choke. The liquid fluid supply system according to claim 1 or 2,
The liquid fluid supply system, wherein the second flow path is provided with a second flow rate controller having temperature dependency. The liquid fluid supply system according to claim 3,
The liquid flow supply system, wherein the second flow rate control unit is different in temperature dependency from the first flow rate control unit. The liquid fluid supply system according to claim 4,
The liquid flow supply system, wherein the second flow rate control unit is less temperature dependent than the first flow rate control unit. The liquid fluid supply system according to claim 5,
The liquid flow supply system, wherein the second flow rate control unit is an orifice. The liquid fluid supply system according to any one of claims 1 to 6,
A liquid fluid supply system in which the liquid fluid always flows through the first flow path and the second flow path during operation of the liquid fluid supply apparatus.

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