JP2020125843A - Hydraulic control unit of vehicular drive device, and hybrid vehicle - Google Patents

Abstract

To protect an electric oil pump even when an original pressure is regulated to maximum by a regulator valve due to the occurrence of an abnormal state when hydraulic pressure from the electric oil pump assists hydraulic pressure from a mechanical oil pump to generate the original pressure.SOLUTION: A hydraulic control unit 6 includes a lubrication selector valve 34 that is switchable by a signal pressure PSRL between a first state of bringing an electric oil pump 31 into communication with a regulator valve 32 and a second state of bringing the electric oil pump 31 into communication with a lubrication oil passage 14 and cutting off the electric oil pump from the regulator valve 32. The hydraulic control unit 6 switches the lubrication selector valve 34 to the second state when the lubrication selector valve 34 is in the first state and when regulating a line pressure PL to maximum by controlling the regulator valve 32 correspondingly to the occurrence of an abnormal state.SELECTED DRAWING: Figure 2

Description

This technology relates to a hydraulic control device for a vehicle drive device mounted on a vehicle such as an automobile and a hybrid vehicle.

In recent years, an engine, a motor/generator (hereinafter simply referred to as a "motor"), an engine connecting clutch interposed between the engine and the motor, and connection and disconnection of power transmission between the engine and the motor and the wheels are switched. A so-called 1-motor parallel type hybrid vehicle including a transmission having a clutch is under development (for example, refer to Patent Document 1). This hybrid vehicle has a mechanical oil pump and an electric oil pump as a hydraulic pressure supply source, and the hydraulic pressure output from the mechanical oil pump is regulated to a line pressure by a regulator valve. In addition, the oil pressure output from the electric oil pump is switched in the oil passage by the switching valve, and joins the oil pressure output from the mechanical oil pump, for example, and the oil pressure output from the mechanical oil pump becomes the line pressure. It is possible to switch between assisting hydraulic pressure when pressure is regulated and being used for lubrication of movable parts.

JP, 2016-182923, A

However, in the vehicle drive device described in Patent Document 1, when the hydraulic pressure from the mechanical oil pump generates the line pressure and the hydraulic pressure from the electric oil pump assists the generation of the line pressure, for example, some failure occurs. If an abnormal condition such as this occurs and the regulator valve regulates pressure so that the line pressure is maximized, the line pressure at the discharge destination is more There is a possibility that the oil will become large and the oil passage will become clogged, making it impossible to discharge oil. In this case, a large load is applied to the electric oil pump, and if such a state continues for a long time, the electric oil pump may have a shortened life.

Therefore, even when the hydraulic pressure from the electric oil pump assists the hydraulic pressure from the mechanical oil pump to generate the original pressure, even if the regulator valve regulates the original pressure to the maximum due to an abnormal condition. An object of the present invention is to provide a hydraulic control device for a vehicle drive device capable of protecting an electric oil pump and a hybrid vehicle.

A hydraulic control device for a vehicle drive device includes an input member driven by a drive source for traveling a vehicle, and an output member drivingly connected to wheels, and includes the input member and the output member. The transmission mechanism capable of changing the gear ratio between the hydraulic pressure and the hydraulic pressure, the mechanical oil pump driven by the drive source, the electric oil pump electrically driven, and the hydraulic pressure output from the electric oil pump. A hydraulic pressure control device for a vehicle drive device, comprising: a supply target portion capable of supplying a hydraulic pressure based on the hydraulic pressure; and a hydraulic pressure output from at least one of the mechanical oil pump and the electric oil pump for controlling the speed change mechanism. Regulator valve capable of regulating the source pressure of the control valve, a solenoid valve capable of regulating and supplying the control pressure, a first state in which the electric oil pump communicates with the regulator valve, and the electric oil pump is the supply target. A second state in which the switching valve is in communication with the control unit and shuts off from the regulator valve; and a switching valve that can be switched by the control pressure, wherein the switching valve is in the first state, and The switching valve is switched to the second state when the regulator valve is controlled in response to the occurrence of the state so that the source pressure is maximized.

The hybrid vehicle includes the vehicle drive device described above, a second rotating electric machine, a front wheel, and a rear wheel, and one of the front wheel and the rear wheel is drivingly connected to the output member and the front wheel. And the other of the rear wheels is drivingly connected to the second rotating electric machine.

The hybrid vehicle includes the vehicle drive device described above, a rotating electric machine, front wheels, and rear wheels, and one of the front wheels and the rear wheels is drivingly connected to the output member, and the front wheels and the rear wheels are provided. The other of the wheels is drivingly connected to the rotary electric machine, and the speed change mechanism has an engagement element capable of connecting and disconnecting power transmission between the input member and the output member, and stops the engine as the drive source. When the switching valve is in the first state while the vehicle is traveling by the driving force of the rotating electric machine, and the regulator valve is controlled in response to the occurrence of the abnormal state, the source pressure is reduced. , The switching valve is switched to the second state, the engagement element is released, and the engine is driven to output hydraulic pressure from the mechanical oil pump. It is possible.

According to the hydraulic control device for the vehicle drive device and the hybrid vehicle, when the hydraulic pressure from the electric oil pump assists the hydraulic pressure from the mechanical oil pump to generate the original pressure, the regulator valve causes The electric oil pump can be protected even when the pressure is regulated so as to maximize the pressure.

The skeleton figure showing the hybrid vehicle concerning an embodiment. FIG. 3 is a hydraulic circuit diagram showing a part of a hydraulic control device for a hybrid vehicle according to an embodiment. FIG. 3 is a control block diagram showing the connection of the ECU of the hybrid vehicle according to the embodiment.

Hereinafter, an embodiment of a hybrid vehicle 100 according to the present disclosure will be described with reference to FIGS. 1 to 3. In the present embodiment, the drive connection refers to a state in which the rotating elements are connected to each other so as to be able to transmit a driving force, and the rotating elements are connected so as to rotate integrally, or the rotating elements are It is used as a concept including a state in which the driving force is connected so as to be able to be transmitted through a clutch or the like.

As shown in FIG. 1, the hybrid vehicle 100 is a hybrid system in which a left and right front wheels (wheels) 11 are connected to an engine (E/G) 2 as an example of a drive source and an output shaft 2 a of the engine 2 as a drive system. A drive device (vehicle drive device) 3 and a rear motor 20 as a drive system for the left and right rear wheels 12. As a result, the front wheels 11 are capable of so-called 1-motor parallel type hybrid traveling, the rear wheels 12 are capable of EV traveling, and the front wheels 11 and the rear wheels 12 are simultaneously driven so that four-wheel drive is also possible. Is configured. In the present embodiment, hybrid vehicle 100 has been described as having a rear motor (M/G) 20 that can drive rear wheels 12, but the present invention is not limited to this, and hybrid motor 100 does not have rear motor 20. May be.

First, the drive system of the front wheels 11 will be described. The output shaft 5b of the hybrid drive device 3 is drivingly connected to a differential device (not shown), and the driving force is transmitted from the differential device to the left and right front wheels 11 via the left and right axles 11a. That is, the front wheel 11, which is one of the front wheel 11 and the rear wheel 12, is drivingly connected to the output shaft 5b of the transmission mechanism 5. The engine 2 has its engine speed Ne and engine torque Te freely controlled based on a command from the ECU 7 described later. An engine rotation speed sensor 41 that detects the rotation speed of the output shaft 2a, that is, the engine rotation speed Ne is provided on the outer peripheral side of the output shaft 2a of the engine 2.

The hybrid drive device 3 roughly controls the clutch SSC for engine connection, the motor generator (M/G, drive source, first rotary electric machine) 4, the speed change mechanism (A/T) 5, and these. And an ECU (control unit) 7 that operates. The clutch SSC is interposed between the output shaft 2a of the engine 2 and a rotor shaft (rotating shaft) 4a of a motor/generator (hereinafter simply referred to as "motor") 4 so that they can be frictionally engaged. That is, the clutch SSC is interposed between the output shaft 2a of the engine 2 and the rotor shaft 4a of the motor 4, and is provided so as to be able to connect and disconnect the power transmission thereof. The engagement state of the clutch _SSC is freely controlled according to the clutch hydraulic pressure P _SSC supplied from the hydraulic control device (V/B) 6 based on a command from the ECU 7, and its torque capacity is also freely controlled. .. The clutch SSC has a lubricating oil passage (lubrication portion) 14 (see FIG. 2) as a supply target portion that is lubricated by the supply of hydraulic pressure.

The motor 4 is provided in the power transmission path between the clutch SSC and the input shaft 5a of the speed change mechanism 5, that is, between the output shaft 2a of the engine 2 and the input shaft 5a of the speed change mechanism 5. The motor 4 includes a stator and a rotor (not shown), and a rotor shaft 4a to which the rotor is connected is drivingly connected to the output side of the clutch SSC. The motor 4 is freely controlled on the basis of a command from the ECU 7 to control the motor rotation speed Nm and the motor torque Tm (torque output from the motor 4). A motor rotation speed sensor 42 for detecting the rotation speed of the rotor shaft 4a, that is, the motor rotation speed Nm is provided on the outer peripheral side of the rotor shaft 4a of the motor 4. The rotor shaft 4a is directly drivingly connected to the input shaft 5a of the speed change mechanism 5.

The motor 4 is connected to the battery 23 via the inverter 22. As a result, the electric power output from the battery 23 is supplied to the motor 4 via the inverter 22, so that the motor 4 is driven. Further, it is possible to generate electric power and charge the battery 23 by idling the motor 4 during traveling by the engine 2 or during coasting.

The speed change mechanism 5 is interposed in a power transmission path between the engine 2 and the front wheels 11, and is an input shaft (input member) 5 a driven by the engine 2 which is a drive source for traveling the hybrid vehicle 100, and the front wheels 11. And an output shaft (output member) 5b drivingly connected to the output shaft 5b, and the gear ratio between the input shaft 5a and the output shaft 5b can be changed. The speed change mechanism 5 is, for example, a stepped transmission having a movable part (speed change control part) 5 c (see FIG. 2) such as a planetary gear and a speed change planetary gear unit. By changing the friction engagement state of the friction engagement element (clutch or brake), the transmission path is changed to change the gear ratio. Further, the speed change mechanism 5 has a lubricating oil passage (A/T LUBE) 5L (see FIG. 2). The lubricating oil supplied from the hydraulic control device 6 to the lubricating oil passage 5L lubricates and cools the planetary gears of the speed change mechanism 5 and the movable portion 5c (see FIG. 2) such as the speed change planetary gear unit.

The speed change mechanism 5 has a first clutch C1, a second clutch (not shown), a brake, and the like as a part of the plurality of friction engagement elements. The first clutch C1 is configured to freely connect and disconnect power transmission between the input shaft 5a and the output shaft 5b, and switches between the disengaged state, the slip engaged state, and the fully engaged state to provide friction engagement. Is possible. That is, the speed change mechanism 5 has the first clutch (engagement element) C1 capable of connecting and disconnecting the power transmission between the input shaft 5a and the output shaft 5b. The engagement state of the first clutch _C1 is freely controlled according to the first clutch hydraulic pressure P _C1 supplied from the hydraulic control device 6 based on a command from the ECU 7, and the torque capacity thereof is also freely controlled.

An input rotation speed sensor 43 that detects the rotation speed of the input shaft 5a, that is, the input rotation speed (the same as the motor rotation speed Nm in the present embodiment) is provided on the outer peripheral side of the input shaft 5a of the speed change mechanism 5. Has been. Further, an output rotation speed sensor 44 that detects the rotation speed of the output shaft 5b, that is, the output rotation speed Nout, is provided on the outer peripheral side of the output shaft 5b of the transmission mechanism 5. Since the output shaft 5b is drivingly connected to the front wheels 11 via the differential device or the like as described above, the output rotation speed sensor 44 can also be used as a device for detecting the vehicle speed V.

In the present embodiment, the first clutch C1 is assumed to achieve the first forward speed by being engaged with, for example, a one-way clutch (not shown), that is, only one of the first clutch C1 is engaged. It will be described that the first forward speed of the speed change mechanism 5 is achieved by the combination. However, the present invention is not limited to this, and it is also possible to simultaneously engage with other frictional engagement elements to achieve a shiftable speed stage such as the first forward speed to the third forward speed.

Further, in the present embodiment, the speed change mechanism 5 is described as a stepped transmission, but it may be a continuously variable transmission such as a belt type, toroidal type, or cone ring type. The one-clutch C1 can be considered as a clutch capable of connecting and disconnecting the power transmission built in the continuously variable transmission.

Further, the clutch SSC and the first clutch C1 described above are frictionally engageable elements in which the magnitude of the torque capacity that can be transmitted is changed by the magnitude of the hydraulic pressure that presses two or more friction engagement members, Usually, it is provided with a piston that presses the friction engagement members, a hydraulic cylinder that presses the piston, and a return spring that acts in the opposite direction to the hydraulic cylinder. However, the structure is not limited to such a structure, and the structure may be such that the piston is driven by the differential pressure by the opposed cylinder, or the structure in which the friction engagement member is pressed by the arm or the like moved by the hydraulic actuator. In the present embodiment, the case where the clutch SSC, the first clutch C1 and the like are hydraulically controlled friction engagement elements has been described, but the present invention is not limited to this, and even if an electromagnetic clutch or the like is applied, for example. Good.

The states of the clutch SSC and the first clutch C1 are controlled by the magnitude of the hydraulic pressure as described above, and the friction engagement members are separated from each other in the "released state", and the "slip engagement" that causes the torque capacity to be transmitted while slipping. The “state” and the “completely engaged state” in which the frictional engagement members are fastened by increasing the hydraulic pressure as much as possible. The "slip engagement state" can be defined as the period from the release state where the piston strokes to the stroke end where the piston comes into contact with the friction engagement member until the rotational speeds of the friction engagement members are synchronized. The "released state" can be defined as a state in which the piston is less than the stroke end and separated from the friction engagement member.

Further, the hybrid drive device 3 includes a mechanical oil pump 30 driven by a drive source for traveling the hybrid vehicle 100 in order to generate a hydraulic pressure such as a line pressure (source pressure) PL used in the hydraulic control device 6. An electric oil pump 31 (see FIG. 2), which is electrically driven and whose discharge amount can be controlled by an electric signal, and a cooler 13 (see FIG. 2) are provided. The mechanical oil pump 30 is drivingly connected so that its drive gear is interlocked with the interlocking shaft 8, and the rotational speed of the engine 2 is between the interlocking shaft 8 and the output shaft 2 a of the engine 2. A first one-way clutch F1 that idles at a rotational speed or less is interposed. Further, a second one-way clutch F2, which idles at a rotation speed of the motor 4 or less, is interposed between the interlocking shaft 8 and the clutch drum 4b (that is, the rotor of the motor 4). As a result, the mechanical oil pump 30 is rotationally driven in association with the one having a higher rotational speed when the engine 2 and the motor 4 are rotating.

The electric oil pump 31 has a capacity smaller than that of the mechanical oil pump 30, and can be electrically driven independently of the mechanical oil pump 30 by an electric motor (not shown) different from the engine 2 and the motor 4. And is controlled to be driven and stopped based on an electric command from the ECU 7. This electric oil pump 31 originally supplies hydraulic pressure to the hydraulic control device 6 at the time of idling stop while the hybrid vehicle 100 is stopped, and causes the friction engagement element in the speed change mechanism 5 to be engaged to establish a transmission path. The hydraulic pressure for forming and the hydraulic pressure for lubricating the speed change mechanism 5 and the motor 4 are generated.

As shown in FIG. 2, the hydraulic control device 6 is composed of, for example, a valve body, and based on a control signal from the ECU 7, a mechanical oil pump (MO/P) 30 and an electric oil pump (EO/P). A regulator valve 32 for adjusting the hydraulic pressure from 31 to the line pressure PL, a lubrication switching valve 34 for switching the destination of the hydraulic pressure from the electric oil pump 31, and a signal capable of supplying a signal pressure PSRL for switching the lubrication switching valve 34. And a solenoid valve SRL. Further, the hydraulic control device 6 can supply the lubricating oil to the lubricating oil passage 5L of the speed change mechanism 5, and controls the flow rate switching valve 35 for switching the supply amount of the lubricating oil and the signal pressure PSR for switching the flow rate switching valve 35. And a signal solenoid valve SR that can be supplied. Further, the hydraulic control device 6 is based on a control signal from the ECU 7 and includes a first clutch C1, a clutch SSC, a motor disconnecting clutch CM, which will be described later, and linear solenoid valves for supplying and discharging hydraulic pressure to other engaging elements. The hydraulic pressure can be supplied to and discharged from each of the engaging elements.

The regulator valve 32 has a spool (not shown) biased by a spring 32s, and has a feedback port 32a, a line pressure port 32b, and a back pressure port 32c at one end of the spool. A control pressure PSLT from a linear solenoid valve that is controlled based on the throttle opening is supplied to the oil chamber in which the spring 32s is arranged. The oil from the mechanical oil pump 30 is supplied to the feedback port 32a and the line pressure port 32b via the oil passage a1 via the check valve 33, and the spool is connected to the feedback pressure of the feedback port 32a and the oil chamber. By moving the control pressure PSLT to adjust the communication ratio between the line pressure port 32b and the back pressure port 32c, and the line pressure port 32b is adjusted to the line pressure PL according to the throttle opening. That is, the regulator valve 32 can regulate the hydraulic pressure output from at least one of the mechanical oil pump 30 and the electric oil pump 31 to the line pressure PL for controlling the speed change mechanism 5. The lubricating oil pressure P1 from the back pressure port 32c communicates with the oil passage b1. The check valve 33 allows the hydraulic pressure PMOP to flow from the mechanical oil pump 30 to the regulator valve 32, and restricts the hydraulic pressure flow to the opposite side.

The lubrication switching valve 34 is a spool valve including a spool and a spring 34s (not shown), and is output when the spool moves due to the relationship between the signal pressure PSRL supplied from the signal solenoid valve SRL and the biasing force of the spring 34s. To change the hydraulic pressure. The lubrication switching valve 34 includes a hydraulic oil chamber 34a for applying a pressing force in the direction of switching the spool by the signal pressure PSRL, an input port 34b into which the hydraulic pressure PEOP from the electric oil pump 31 is input, and a non-return valve in the oil passage a1. It has a first output port 34c connected via a valve 38, a second output port 34d connected to the cooler 13, and the like. As a result, the lubrication switching valve 34 has a first state in which the electric oil pump 31 is in communication with the regulator valve 32, and a second state in which the electric oil pump 31 is in communication with a lubricating oil passage 14 to be described later and is also disconnected from the regulator valve 32. It is possible to switch between the state 1 and the state 2 by the signal pressure PSRL. Further, the check valve 38 permits the flow of the hydraulic pressure PEOP from the electric oil pump 31 to the regulator valve 32, and restricts the flow of the hydraulic pressure to the opposite side.

The cooler 13 is connected to a lubricating oil passage (SSC LUBE, supply target portion) 14 of the clutch SSC. Therefore, the hydraulic pressure PEOP from the electric oil pump 31 is cooled by the cooler 13 via the lubrication switching valve 34 and supplied to the lubricating oil passage 14 to lubricate and cool the clutch SSC. That is, the lubricating oil passage 14 can supply the hydraulic pressure based on the hydraulic pressure output from the electric oil pump 31.

The signal solenoid valve (solenoid valve) SRL is, for example, a normally closed solenoid valve, and has an input port SRLa to which the modulator pressure Pmod is supplied and an output port SRLb connected to the hydraulic oil chamber 34a of the lubrication switching valve 34. The ECU 7 is controlled so as to generate a signal pressure PSRL which is a control pressure based on the modulator pressure Pmod and supply/discharge the signal pressure PSRL to/from the hydraulic oil chamber 34a. That is, the signal solenoid valve SRL can regulate and supply the signal pressure PSRL.

When the signal solenoid valve SRL is off and the signal pressure PSRL is not output from the output port SRLb, the lubrication switching valve 34 communicates the input port 34b and the first output port 34c, and the hydraulic pressure PEOP causes the lubrication switching valve 34 to operate. It is supplied to the oil passage a1. When the signal solenoid valve SRL is in the ON state and the signal pressure PSRL is output from the output port SRLb, the lubrication switching valve 34 communicates with the input port 34b and the second output port 34d, and the hydraulic pressure PEOP is the lubrication switching valve. It is supplied to the cooler 13 and the lubricating oil passage 14 via 34.

The flow rate switching valve 35 is a spool valve including a spool and a spring 35s (not shown), and is output when the spool moves due to the relationship between the signal pressure PSR supplied from the signal solenoid valve SR and the urging force of the spring 35s. To change the hydraulic pressure. The flow rate switching valve 35 includes a hydraulic oil chamber 35a for applying a pressing force in the direction of switching the spool by the signal pressure PSR, an input port 35b to which the lubricating oil pressure P1 is input from the oil passage b1, and an oil passage to the lubricating oil passage 5L. It has an output port 35c connected through b2, a cutoff port 35d, and the like. A hydraulic switch (PSW) 36 is provided on the oil passage b2.

The signal solenoid valve SR is, for example, a normally closed solenoid valve, and includes an input port SRa to which the modulator pressure Pmod is supplied and an output port SRb connected to the hydraulic oil chamber 35a of the flow rate switching valve 35. The ECU 7 controls to generate the signal pressure PSR based on the modulator pressure Pmod and supply/discharge the signal pressure PSR to/from the hydraulic oil chamber 35a. In addition, although the case where the hydraulic switch 36 is provided in the oil passage b2 has been described in the present embodiment, the present invention is not limited to this. For example, instead of the oil passage b2, a hydraulic sensor may be provided in the oil passage between the output port SRb of the signal solenoid valve SR and the hydraulic oil chamber 35a of the flow rate switching valve 35.

When the signal solenoid valve SR is off and the signal pressure PSR is not output from the output port SRb, the input port 35b and the output port 35c are communicated with each other in the flow rate switching valve 35, and the lubricating oil pressure P1 from the oil passage b1 flows. It is supplied to the lubricating oil passage 5L via the switching valve 35. When the signal solenoid valve SR is in the ON state and the signal pressure PSR is output from the output port SRb, the flow rate switching valve 35 connects the input port 35b and the cutoff port 35d, and the lubricating oil pressure P1 from the oil passage b1. Is not supplied to the lubricating oil passage 5L via the flow rate switching valve 35.

On the other hand, the oil passage b1 is connected to the lubricating oil passage 5L via the orifice 37 and the oil passage b3. Therefore, the lubricating oil pressure P1 from the oil passage b1 is always supplied to the lubricating oil passage 5L via the oil passage b3 even though the flow rate is throttled by the orifice 37. Therefore, when the signal solenoid valve SR is in the off state, a large amount of lubricating oil is supplied to the lubricating oil passage 5L from the oil passages b2 and b3, and when the signal solenoid valve SR is in the on state, the lubrication is performed. A small flow rate of lubricating oil is supplied to the oil passage 5L only from the oil passage b3.

Next, the drive system of the rear wheels 12 will be described. As shown in FIG. 1, the rear motor (rotary electric machine, second rotary electric machine) 20 is connected to a battery 23 via an inverter 24, and electric power is controlled from the inverter 24 based on a drive command from the ECU 7. It is configured to be freely driven and regenerated. That is, the rear wheel 12, which is the other of the front wheel 11 and the rear wheel 12, is drivingly connected to the rear motor 20. The rear motor 20 is drivingly connected to a gear box 21 via a motor disconnecting clutch CM. The gear box 21 has a reduction gear mechanism (not shown) having a predetermined reduction ratio and a differential device built therein. When the motor disengagement clutch CM is engaged, the rotation of the rear motor 20 is reduced by the reduction gear mechanism of the gear box 21. At the same time, the differential device absorbs the differential rotation of the left and right axles 12a and transmits it to the left and right rear wheels 12.

As shown in FIG. 3, the ECU 7 includes, for example, a CPU 71, a ROM 72 that stores a processing program, a RAM 73 that temporarily stores data, and an input/output circuit (I/F) 74. It outputs various electric commands such as control signals to the device 6 and control signals to the inverters 22 and 24. The ECU 7 includes an engine rotation speed sensor 41 that detects the rotation speed of the output shaft 2a of the engine 2, a motor rotation speed sensor 42 that detects the rotation speed of the rotor shaft 4a of the motor 4, and an input shaft 5a of the transmission mechanism 5. An input rotation speed sensor 43 that detects the rotation speed, an output rotation speed sensor 44 that detects the rotation speed of the output shaft 5b of the transmission mechanism 5, and the like are connected. The ECU 7 commands the engine 2 via an engine control unit (not shown) to freely control the engine rotation speed Ne and the engine torque Te. Further, the ECU 7 controls the electric power of the motor 4 via the inverter 22, freely controls the motor rotational speed Nm by the rotational speed control and the motor torque Tm by the torque control, and controls the electric power of the rear motor 20 by the inverter 24. However, the control of the motor rotation speed by the rotation speed control and the control of the motor torque by the torque control can be freely performed. The ECU 7 is connected to the hydraulic control device 6 and can output an electric command to the hydraulic control device 6 so as to increase the flow rate of oil supplied to the movable portion 5c of the speed change mechanism 5 and the lubricating oil passages 5L and 14. ..

In the hybrid vehicle 100 configured as described above, as shown in FIG. 1, when traveling using the driving force of the engine 2 and/or the motor 4, the power output from the hybrid drive device 3 is transmitted to the front wheels 11. At the same time, the motor disengagement clutch CM is released and the rear motor 20 is disengaged from the rear wheel 12. Then, in the transmission mechanism 5, the hydraulic control device 6 is electronically controlled by the ECU 7 determining the optimum shift speed according to the shift range, the vehicle speed, and the accelerator opening degree, and the shift speed formed based on the shift determination is changed. Form. Further, when the power output from the hybrid drive device 3 is transmitted to the front wheels 11, the four-wheel drive can be realized by engaging the motor disconnecting clutch CM to drive the rear motor 20.

Next, the operation of each unit when the hybrid vehicle 100 of the present embodiment travels, for example, EV will be described. In this case, it is assumed that the clutch SSC is released and the driving of the engine 2 is stopped and the motor 4 drives it. Further, the motor disengagement clutch CM is in a released state.

At this time, only the motor 4 drives the mechanical oil pump 30, and lubrication is performed so that the hydraulic pressure PEOP from the electric oil pump 31 is supplied to the oil passage a1 in order to assist the generation of the line pressure PL. The switching valve 34 is in the first state in which the electric oil pump 31 communicates with the regulator valve 32. Since the lubrication switching valve 34 is in the first state, the lubricating oil is not supplied to the lubricating oil passage 14 of the clutch SSC, but the clutch SSC is in the released state, so overheating does not occur. Further, at this time, the vehicle is in a steady running state without shifting, and the amount of heat generated in the movable portion of the speed change mechanism 5 is small. Therefore, the amount of lubricating oil supplied from the hydraulic control device 6 to the lubricating oil passage 5L of the speed change mechanism 5 is a small flow rate. ..

Here, the signal solenoid valve SR outputs the signal pressure PSR, such as the signal solenoid valve SR sticking to the ON state, or the energization of the signal solenoid valve SR from the battery remains unchanged in the ON state. A case where a continuous on-fail occurs, that is, a case where an abnormal state occurs, will be described. In this case, since the amount of lubricating oil supplied to the lubricating oil passage 5L remains at a small flow rate, the movable part 5c overheats when the heat generation of the movable part 5c of the speed change mechanism 5 increases in order to perform the gear shift. There is a risk of being lost. Therefore, the ECU 7 regulates the line pressure PL by controlling the regulator valve 32 so as to maximize the line pressure PL in the situation. As a result, the amount of lubricating oil supplied to the lubricating oil passage 5L can be secured. Note that the abnormal state here means a fail-safe or mechanically abnormal state in which the regulator valve 32 is controlled to adjust the line pressure PL so as to maximize the line pressure PL in that situation. .. Specifically, there is a case where it is necessary to secure the shift function due to an on-fail of the signal pressure PSR from the signal solenoid valve SR or some failure.

On the other hand, when an abnormal situation occurs in which the line pressure PL is regulated so as to be the maximum in that situation by controlling such a regulator valve 32, the lubrication switching valve 34 is in the first state, so the electric oil The oil passage of the hydraulic oil from the pump 31 is clogged and the discharge is hindered, and a large load is applied to the electric oil pump 31. Therefore, in the present embodiment, the ECU 7 switches the lubrication switching valve 34 to the second state in which the electric oil pump 31 communicates with the lubrication oil passage 14 and is disconnected from the regulator valve 32. That is, the ECU 7 controls the regulator valve 32 when the lubrication switching valve 34 is in the first state and in response to the occurrence of the abnormal state so that the line pressure PL is maximized. In that case, the lubrication switching valve 34 is switched to the second state. As a result, the oil passage of the hydraulic oil from the electric oil pump 31 is prevented from being blocked, and the electric oil pump 31 can be prevented from being overloaded.

At this time, the hybrid vehicle 100 is running EV with the drive of the engine 2 stopped, and only the motor 4 drives the mechanical oil pump 30, but all the hydraulic pressure PEOP from the electric oil pump 31 is lubricated. It has been supplied to the oil passage 14 and has not been supplied to the oil passage a1. In this state, if the hybrid vehicle 100 is traveling at a high speed, it is possible to secure a sufficient amount of hydraulic oil supplied from the mechanical oil pump 30, but for example, when the hybrid vehicle 100 is traveling at a low speed with the drive of the engine 2 stopped. Then, the rotation speed of the mechanical oil pump 30 becomes low, and it may be difficult to secure a sufficient amount of hydraulic oil supplied from the mechanical oil pump 30. In this case, the movable part 5c of the speed change mechanism 5 may not be controlled due to the shortage of the line pressure PL.

Therefore, in the present embodiment, in such a case, the engine 2 is driven to drive the mechanical oil pump 30. Accordingly, even when traveling at low speed, the rotation speed of the mechanical oil pump 30 can be sufficiently increased by driving the engine 2, and a sufficient amount of hydraulic oil supplied from the mechanical oil pump 30 can be secured. The movable portion 5c of the speed change mechanism 5 can be reliably operated. That is, the ECU 7 is in the case where the clutch SSC is in the released state, the engine 2 is stopped, the vehicle is traveling by the driving force of the motor 4, and the lubrication switching valve 34 is in the first state, and an abnormal state has occurred. Correspondingly, when the line pressure PL is adjusted by controlling the regulator valve 32, the lubrication switching valve 34 is switched to the second state and the engine 2 is driven to drive the mechanical oil. The hydraulic pressure PMOP can be output from the pump 30.

In the present embodiment, the rear wheel 20 can be driven by using the rear motor 20 as a drive source by engaging the motor disconnecting clutch CM. At this time, four-wheel drive can be realized by rotating the front wheels 11 with the driving force of at least one of the motor 4 and the engine 2. Further, the first clutch C1 of the speed change mechanism 5 is disengaged, the speed change mechanism 5 is set to the neutral state, the drive connection between the input shaft 5a and the output shaft 5b is disconnected, and the rear wheel 20 is used with the rear motor 20 as a drive source. You may make it drive a rear wheel. At this time, by driving the engine 2, the electric power is generated by the motor 4, and the generated electric power can be used to charge the battery 23 or drive the rear motor 20. That is, in this hybrid vehicle 100, the first clutch C1 is disengaged, the engine 2 is driven, and the electric power generated by the motor 4 is used to drive the rear motor 20 so that the vehicle can travel. As a result, the engine 2, the motor 4, and the rear motor 20 can be used to perform the evacuation traveling as the series type hybrid vehicle 100.

As described above, according to the hybrid drive device 3 of the present embodiment, the ECU 7 controls the regulator valve when the lubrication switching valve 34 is in the first state and when the abnormal state occurs. When the line pressure PL is adjusted to the maximum by controlling 32, the lubrication switching valve 34 is switched to the second state. Therefore, when the hydraulic pressure PEOP from the electric oil pump 31 assists the hydraulic pressure PMOP from the mechanical oil pump 30 to generate the line pressure PL, the regulator valve 32 maximizes the line pressure PL due to the occurrence of an abnormal state. Even if the pressure is adjusted as described above, the electric oil pump 31 can be protected. As a result, it is possible to prevent the state where a large load is applied to the electric oil pump 31 from continuing for a long time, and to prevent the life of the electric oil pump 31 from being shortened.

Further, according to the hybrid drive system 3 of the present embodiment, the ECU 7 sets the clutch SSC to the disengaged state, stops the engine 2 and is traveling by the driving force of the motor 4, and the lubrication switching valve 34 is in the first state. In the case of the state, and when the pressure is adjusted so that the line pressure PL becomes maximum by controlling the regulator valve 32 in response to the occurrence of the abnormal state, the lubrication switching valve 34 is set to the second state. It is possible to output the hydraulic pressure PMOP from the mechanical oil pump 30 by switching to the engine 2 and driving the engine 2. As a result, even when the hybrid vehicle 100 runs at a low speed, the rotation speed of the mechanical oil pump 30 is sufficiently increased by driving the engine 2, and a sufficient amount of hydraulic oil is supplied from the mechanical oil pump 30. can do. Therefore, it is possible to prevent the movable portion 5c of the speed change mechanism 5 from becoming uncontrollable due to the shortage of the line pressure PL, and to reliably operate the movable portion 5c of the speed change mechanism 5.

Further, according to the hybrid drive device 3 of the present embodiment, the supply target portion is the lubricating oil passage 14 of the clutch SSC. When the lubrication switching valve 34 is in the first state, hydraulic pressure is not supplied to the lubricating oil passage 14, and when it is in the second state, hydraulic pressure is supplied to the lubricating oil passage 14. The clutch SSC is in the released state when the lubrication switching valve 34 is in the first state, and is normally in the engaged state when it is in the second state. Therefore, when the clutch SSC is in the disengaged state, the hydraulic pressure is not supplied to the lubricating oil passage 14, and when the clutch SSC is in the engaged state, the hydraulic pressure is supplied to the lubricating oil passage 14, resulting in poor fuel economy. Without this, lubrication of the clutch SSC can be realized.

Further, according to hybrid vehicle 100 of the present embodiment, rear wheel 20 can be driven by rear motor 20 having a power transmission system different from hybrid drive device 3 that can drive front wheel 11. Therefore, the vehicle is driven not only by four-wheel drive but also by driving the engine 2 to utilize the electric power generated by the motor 4 by disengaging the first clutch C1 to drive the rear motor 20 to drive by rear-wheel drive. Can be realized. As a result, the engine 2, the motor 4, and the rear motor 20 can be used to perform the evacuation traveling as the series type hybrid vehicle 100.

In the above-described embodiment, the hybrid drive device 3 is the vehicle drive device mounted on the one-motor parallel type hybrid vehicle 100, but is not limited to this. The vehicle drive device includes at least a mechanical oil pump 30, an electric oil pump 31, a speed change mechanism 5, and a hydraulic control device 6, and the electric oil pump 31 communicates with a regulator valve 32 in a first state. And a second state in which the electric oil pump 31 communicates with the lubricating oil passage 14 and is shut off from the regulator valve 32. it can.

For example, the vehicle drive device may be such that the output shaft 2a of the engine 2 is directly drive-coupled to the input shaft 5a of the speed change mechanism 5 without the motor 4 and the clutch SSC. In this case, driving can be performed by driving at least one of the engine 2 and the rear motor 20. The regulator valve 32 is controlled when the engine 2 is stopped, the vehicle is traveling by the driving force of the rear motor 20 and the lubrication switching valve 34 is in the first state, and when an abnormal state occurs. When the line pressure PL is adjusted to be maximum by doing so, the lubrication switching valve 34 is switched to the second state, the first clutch C1 is released, and the engine 2 is driven to drive the mechanical oil. The hydraulic pressure may be output from the pump 30.

The present embodiment has at least the following configurations. The hydraulic control device (6) of the vehicle drive device (3) according to the present embodiment includes an input member (5a) driven by a drive source (2, 4) for traveling the vehicle (100), and wheels ( 11) and an output member (5b) drivingly connected to the output member (11), and a speed change mechanism (5) capable of changing a speed ratio between the input member (5a) and the output member (5b) by supplying and discharging hydraulic pressure. ), a mechanical oil pump (30) driven by the drive source (2, 4 ), an electric oil pump (31) electrically driven, and a hydraulic pressure output from the electric oil pump (31 ). In a hydraulic control device (6) of a vehicle drive device (3) including a supply target portion (14) capable of supplying hydraulic pressure based on PEOP), the mechanical oil pump (30) and the electric oil pump (31). ), a regulator valve (32) capable of adjusting the hydraulic pressure output from at least one of the above) to a source pressure (PL) for controlling the speed change mechanism (5) and a control pressure (PSRL) can be supplied. A solenoid valve (SRL), a first state in which the electric oil pump (31) communicates with the regulator valve (32), and the electric oil pump (31) communicates with the supply target portion (14). A second state in which the regulator valve (32) is shut off and a switching valve (34) that can be switched by the control pressure (PSRL) are provided, and the switching valve (34) is in the first state. In a certain case, and when the regulator valve (32) is controlled in response to the occurrence of an abnormal state to regulate the source pressure (PL) to the maximum, the switching valve (34) ) Is switched to the second state.

According to this configuration, when the hydraulic pressure (PEOP) from the electric oil pump (31) assists the hydraulic pressure (PMOP) from the mechanical oil pump (30) to generate the line pressure (PL), an abnormal state occurs. Even if the regulator valve (32) regulates the line pressure (PL) to the maximum by the generation, the electric oil pump (31) can be protected. As a result, it is possible to prevent the state where a large load is applied to the electric oil pump (31) from continuing for a long time, and to prevent the life of the electric oil pump (31) from being shortened.

The hydraulic control device (6) of the vehicle drive device (3) of the present embodiment is arranged between the output shaft (2a) of the engine (2) and the input member (5a) of the speed change mechanism (5). A first rotating electric machine (4) as a drive source (4) provided on a power transmission path and having a rotating shaft (4a) drivingly connected to the input member (5a) of the speed change mechanism (5); It is interposed between the output shaft (2a) of the engine (2) and the rotation shaft (4a) of the first rotating electric machine (4), and is connected to the output shaft (2a) of the engine (2) and the output shaft (2a) of the engine (2). A clutch (SSC) capable of connecting and disconnecting power transmission with the rotary shaft (4a) of the first rotating electric machine (4), and disengaging the clutch (SSC) to stop the engine (2). Then, when the switching valve (34) is in the first state while traveling by the driving force of the first rotating electric machine (4) and in response to the occurrence of the abnormal state, When the source pressure (PL) is adjusted to the maximum by controlling the regulator valve (32), the switching valve (34) is switched to the second state to turn on the engine (2). It can be driven to output hydraulic pressure (PMOP) from the mechanical oil pump (30).

According to this configuration, even if the vehicle (100) is traveling at a low speed, the rotation speed of the mechanical oil pump (30) is sufficiently increased by driving the engine (2) so that the mechanical oil pump (30) can be driven. A sufficient amount of hydraulic oil can be secured. Therefore, it is possible to prevent the transmission mechanism (5) from becoming uncontrollable due to the lack of the source pressure (PL), and to reliably operate the transmission mechanism (5).

Further, in the hydraulic control device (6) of the vehicle drive device (3) of the present embodiment, the clutch (SSC) is a lubrication unit (14) that is lubricated by the supply of hydraulic pressure. 14).

Here, when the switching valve (34) is in the first state, the hydraulic pressure is not supplied to the supply target portion (14), and when it is in the second state, the hydraulic pressure is supplied to the supply target portion (14). .. The clutch (SSC) is in the released state when the switching valve (34) is in the first state, and is normally in the engaged state when it is in the second state. Therefore, according to this configuration, the hydraulic pressure is not supplied to the supply target portion (14) when the clutch (SSC) is in the released state, and the supply target portion (14) is when the clutch (SSC) is in the engaged state. ) Is supplied with hydraulic pressure, and the lubrication of the clutch (SSC) can be realized without deteriorating the fuel consumption.

A hybrid vehicle (100) of the present embodiment includes the vehicle drive device (3), the second rotating electric machine (20), front wheels (11), and rear wheels (12). One of the front wheel (11) and the rear wheel (12) is drivingly connected to the output member (5b), and the other of the front wheel (11) and the rear wheel (12) is the second rotating electric machine. (20) is drivingly connected.

According to this structure, the rear wheels (12) can be driven by the second rotating electric machine (20) having a power transmission system different from the vehicle drive device (3) capable of driving the front wheels (11). .. Therefore, it is possible to drive the engine (2) and use the electric power generated by the first rotating electrical machine (4) to drive the second rotating electrical machine (20) to drive the two-wheel drive, as well as traveling by four-wheel drive. It is possible to realize traveling by. As a result, the engine (2), the first rotating electric machine (4), and the second rotating electric machine (20) can be used to evacuate as a series vehicle (100).

The hybrid vehicle (100) of the present embodiment includes the vehicle drive device (3), the rotating electric machine (20), the front wheel (11), and the rear wheel (12), and the front wheel One of (11) and the rear wheel (12) is drivingly connected to the output member (5b), and the other of the front wheel (11) and the rear wheel (12) is drivingly connected to the rotating electric machine (20). The transmission mechanism (5) has an engagement element (C1) capable of connecting and disconnecting the power transmission between the input member (5a) and the output member (5b), and the drive source (2, 4). The engine (2) is stopped and the vehicle is traveling by the driving force of the rotating electric machine (20) and the switching valve (34) is in the first state, and an abnormal state has occurred. When the source pressure (PL) is adjusted to the maximum by controlling the regulator valve (32) corresponding to the above, the switching valve (34) is switched to the second state, With the engagement element (C1) in the released state, the engine (2) can be driven to output hydraulic pressure from the mechanical oil pump (30).

According to this configuration, the vehicle drive device does not have, for example, the rotating electric machine (4) or the clutch (SSC) capable of connecting and disconnecting the rotating electric machine (4) with the engine (2). The output shaft (2a) can be directly applied to the input member (5a) of the speed change mechanism (5).

2... Engine (drive source)
2a... Output shaft 3... Hybrid drive device (vehicle drive device)
4 motor generator (driving source, first rotating electric machine)
4a... Rotor shaft (rotating shaft)
5... Transmission mechanism 5a... Input shaft (input member)
5b... Output shaft (output member)
6... Hydraulic control device 7... ECU (control unit)
11... Front wheel (wheel)
12...rear wheel 14...lubricating oil passage (supply target part, lubricating part)
20... Rear motor (second rotary electric machine, rotary electric machine)
30... Mechanical oil pump 31... Electric oil pump 32... Regulator valve 34... Lubrication switching valve (switching valve)
100... Hybrid vehicle (vehicle)
C1... First clutch (engagement element)
PEOP... Hydraulic pressure PL from electric oil pump... Line pressure (source pressure)
PMOP... hydraulic pressure from mechanical oil pump PSRL... signal pressure (control pressure)
SRL...Signal solenoid valve (solenoid valve)
SSC... clutch

Claims (5)

An input member driven by a drive source for traveling a vehicle, and an output member drivingly connected to wheels are provided, and a gear ratio between the input member and the output member is changed by hydraulic pressure supply/discharge. Possible transmission mechanism,
A mechanical oil pump driven by the drive source,
An electric oil pump driven by electricity,
In a hydraulic control device for a vehicle drive device, comprising: a supply target portion capable of supplying a hydraulic pressure based on the hydraulic pressure output from the electric oil pump,
A regulator valve capable of adjusting the hydraulic pressure output from at least one of the mechanical oil pump and the electric oil pump to the original pressure for controlling the speed change mechanism,
Solenoid valve that can regulate and supply control pressure,
The control pressure can switch between a first state in which the electric oil pump is in communication with the regulator valve and a second state in which the electric oil pump is in communication with the supply target portion and is disconnected from the regulator valve. Equipped with a switching valve,
When the switching valve is in the first state and when the regulator valve is controlled in response to the occurrence of an abnormal state so that the source pressure is adjusted to the maximum, Switching the switching valve to the second state,
A hydraulic control device for a vehicle drive device. The vehicle drive device,
A first rotary electric machine as the drive source, which has a rotating shaft provided in a power transmission path between an output shaft of an engine and an input member of the speed change mechanism and drivingly connected to the input member of the speed change mechanism;
It is interposed between the output shaft of the engine and the rotating shaft of the first rotating electric machine, and can disconnect the power transmission between the output shaft of the engine and the rotating shaft of the first rotating electric machine. Equipped with a clutch,
When the clutch is released, the engine is stopped, the vehicle is traveling by the driving force of the first rotating electric machine, the switching valve is in the first state, and an abnormal state has occurred. In the case where the source pressure is regulated so as to be maximized by controlling the regulator valve in accordance with, the switching valve is switched to the second state and the engine is driven to drive the mechanical oil. The hydraulic pressure can be output from the pump,
The hydraulic control device for the vehicle drive device according to claim 1. The clutch has a lubrication portion as the supply target portion that is lubricated by the supply of hydraulic pressure.
The hydraulic control device for a vehicle drive device according to claim 2. The vehicle drive device according to claim 2 or 3, a second rotating electric machine, front wheels, and rear wheels,
One of the front wheel and the rear wheel is drivingly connected to the output member,
The other of the front wheel and the rear wheel is drivingly connected to the second rotating electric machine.
Hybrid vehicle. The vehicle drive device according to claim 1, a rotary electric machine, front wheels, and rear wheels,
One of the front wheel and the rear wheel is drivingly connected to the output member,
The other of the front wheel and the rear wheel is drivingly connected to the rotary electric machine,
The speed change mechanism has an engagement element capable of connecting and disconnecting power transmission between the input member and the output member,
The regulator in response to the occurrence of an abnormal state when the engine as the drive source is stopped, the vehicle is traveling by the driving force of the rotating electric machine, and the switching valve is in the first state When the source pressure is adjusted to be maximum by controlling the valve, the switching valve is switched to the second state, the engagement element is released, and the engine is driven. It is possible to output hydraulic pressure from the mechanical oil pump,
Hybrid vehicle.

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