JP5197689B2 - Hydraulic control device for vehicle drive device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hydraulic control device of a driving device for a vehicle capable of restraining electric power consumption when performing a way to use such as a fastening time of a hydraulic clutch becomes longer than a releasing time. <P>SOLUTION: A solenoid valve 83 includes a solenoid valve element 175 capable of switching a valve opening position for putting an oil chamber 74c and an electric oil pump 70 in a communicating state and a valve closing position for putting the oil chamber 74c and the electric oil pump 70 in a cutoff state, and a solenoid spring 176 for energizing the solenoid valve element 175 in the valve opening position direction from the valve closing position. When the solenoid 174 does not supply electric power, the solenoid valve element 175 is positioned in the valve opening position, and puts the oil chamber 74c and the electric oil pump 70 in the communicating state, and when the solenoid 174 supplies the electric power, the solenoid valve element 175 is positioned in the valve closing position, and puts the oil chamber 74c and the electric oil pump 70 in the cutoff state. <P>COPYRIGHT: (C)2012,JPO&amp;INPIT

Description

  The present invention relates to a hydraulic control device for a vehicle drive device, comprising: an electric motor that generates a driving force of a vehicle; and a hydraulic connection / disconnection means that is provided on a power transmission path between the electric motor and wheels and connects / disconnects power. .

  Conventionally, a hydraulic control device for a vehicle drive device described in Patent Document 1 is known as a hydraulic control device for this type of vehicle drive device. As shown in FIG. 26, the hydraulic control device 120 of the vehicle drive device uses a hydraulic clutch to discharge oil discharged from the electric oil pump 121 via a regulator valve 122, a one-way valve 123, and a clutch oil path switching valve 124. An accumulator 126 is connected to an oil supply path 125 that connects the one-way valve 123 and the clutch oil path switching valve 124.

  The clutch oil passage switching valve 124 is constituted by an electromagnetic three-way valve controlled by a controller, and the oil supply passage 125 is connected to the clutch oil passage 132 connected to the hydraulic clutch 107 when power is supplied to the solenoid 124 a of the clutch oil passage switching valve 124. Connected, oil is supplied to the hydraulic clutch 107 and fastened, and the connection between the oil supply passage 125 and the clutch oil passage 132 is disconnected when power is not supplied to the solenoid 124a, and the clutch oil passage 132 is connected to the drain port 124b. Then, oil is discharged from the hydraulic clutch 107 and released. Therefore, in order to fasten the hydraulic clutch 107, it is necessary to always supply power to the solenoid 124a of the clutch oil passage switching valve 124 regardless of the discharge amount of the electric oil pump 121 or the like.

JP 2006-258279 A

  That is, in the hydraulic control device 120 described in Patent Document 1, the hydraulic clutch 107 is not engaged unless power is supplied to the solenoid 124a of the clutch oil passage switching valve 124, so that the engagement time of the hydraulic clutch 107 is longer than the release time. When using it, there was a problem that power consumption increased.

  The present invention has been made in view of the above problems, and provides a hydraulic control device for a vehicle drive device capable of suppressing power consumption when used in such a way that the engagement time of a hydraulic clutch is longer than the release time. The purpose is to do.

In order to achieve the above object, the invention described in claim 1
An electric motor that generates a driving force of the vehicle (for example, electric motors 2A, 2B, and 2C in embodiments described later);
Provided on the power transmission path between the motor and the vehicle wheel (for example, rear wheels LWr, RWr in the embodiments described later), and the motor side and the wheel side are disconnected or connected by releasing or fastening. Hydraulic connecting / disconnecting means (for example, hydraulic brakes 60A and 60B in the embodiments described later);
Provided in parallel with the hydraulic connection / disconnection means on the power transmission path between the electric motor and the wheel, and when the forward rotational power on the electric motor side is input to the wheel side, it is engaged and the electric motor side When the rotational power in the reverse direction is input to the wheel side, it is disengaged, and when the rotational power in the forward direction on the wheel side is input to the motor side, it is disengaged and One-way power transmission means (for example, a one-way clutch 50 in the embodiment described later) that is engaged when rotational power is input to the motor side, a vehicle drive device (for example, in the embodiment described later). A hydraulic control device (for example, hydraulic control devices 71, 71A, 71B, 71E of embodiments described later) for a vehicle drive device used in the rear wheel drive device 1),
A hydraulic pressure supply source (for example, an electric oil pump 70 according to an embodiment described later) for supplying hydraulic pressure to the hydraulic connection / disconnection means;
A connection / disconnection means oil passage switching valve (for example, a brake oil passage switching valve 74 in an embodiment described later) disposed in an oil passage connecting the hydraulic connection / disconnection means and the hydraulic supply source;
The connecting / disconnecting means oil path switching valve has a valve closing position that shuts off the hydraulic connecting / disconnecting means and the hydraulic supply source, and an open position that connects the hydraulic connecting / disconnecting means and the hydraulic supply source. A first valve body (for example, a valve body 74a in an embodiment described later) that can be switched between valve positions, and first elastic means that biases the first valve body from the valve opening position toward the valve closing position ( For example, a spring 74b in an embodiment described later and an oil chamber (for example, an oil chamber 74c in an embodiment described later) containing oil for urging the first valve body from the valve closing position toward the valve opening position. And comprising
When the hydraulic pressure of the oil chamber reaches a predetermined pressure, the connection / disconnection means oil passage switching valve moves the first valve body from the valve closing position to the valve opening position,
In an oil path connecting the oil chamber and the hydraulic pressure supply source, an electrically driven oil passage switching valve (for example, a solenoid of an embodiment described later) having an electrically driven means (for example, a solenoid 174 of an embodiment described later) is provided. A valve 83) is provided,
The electrically driven oil passage switching valve can be switched between a valve opening position for connecting the oil chamber and the hydraulic pressure supply source and a valve closing position for blocking the oil chamber and the hydraulic pressure supply source. A second valve body (for example, a solenoid valve body 175 in an embodiment described later) and second elastic means for urging the second valve body from the valve closing position toward the valve opening position (for example, implementation described later) A solenoid spring 176) of the form
When the electric drive oil passage switching valve is not supplied with electric power to the electric drive means, the second valve body is located at the valve open position, and the oil chamber and the hydraulic pressure supply source are in communication with each other. ,
The electric drive oil passage switching valve when the power supply to the electrical drive means, the second valve body is positioned in the closed position, the cut-off state and the hydraulic pressure supply source and the fluid chamber ,
When forward rotational power on the electric motor side is input to the wheel side, the electric drive oil passage switching valve fastens the hydraulic connecting / disconnecting means as a non-power supply to the electric driving means, And the wheel side are in a connected state .

The invention according to claim 2, in addition to the configuration according to claim 1,
The oil path is further provided with a low-pressure oil path switching valve (for example, a low-pressure oil path switching valve 73 in an embodiment described later),
The third low pressure oil passage switching valve is switchable between a first operating position (for example, a low pressure side position in an embodiment described later) and a second operating position (for example, a high pressure side position in an embodiment described later) . Provided with a valve body (for example, a valve body 73a of an embodiment described later),
The low-pressure oil passage switching valve includes a first oil passage communicating with the hydraulic pressure supply source (for example, a first line oil passage 75a in an embodiment described later), a lubrication section or a cooling section of the electric motor or the power transmission path. Low-pressure oil passages (for example, a first low-pressure oil passage 76a and a second low-pressure oil passage 76b in an embodiment described later) communicating with a low-pressure supply destination (for example, a lubrication / cooling unit 91 in the embodiment described later) Connected,
The low-pressure oil passage includes a first low-pressure oil passage (for example, a first low-pressure oil passage 76a in an embodiment described later) and a second low-pressure oil passage (for example, a second low-pressure oil in an embodiment described later). Road 76b),
The first low pressure oil passage and the second low pressure oil passage have different flow path resistances,
In the low pressure oil passage switching valve, the third valve body is in a communication state between the first oil passage and the first low pressure oil passage when the third valve body is in the first operating position, and the third valve body is in the second state. In the operating position, the first oil passage and the second low-pressure oil passage are in communication with each other.

The invention according to claim 3, in addition to the configuration according to claim 2,
The low-pressure oil passage switching valve is further connected to a second oil passage (for example, a second line oil passage 75b in an embodiment described later) communicating with the hydraulic connection / disconnection means.
The low pressure oil passage switching valve is configured such that the third valve body is in the first operating position, the first oil passage and the second oil passage are in communication with each other, and the third valve body is in the second operation position. In the operating position, the first oil passage and the second oil passage are in communication with each other.

Moreover, in addition to the structure of Claim 2 , the invention of Claim 4 adds to the structure of Claim 2 or 3 ,
The low pressure oil passage switching valve is configured such that the valve body is in the first operating position, the first oil passage and the second low pressure oil passage are shut off, and the valve body is in the second operating position. The first oil passage and the first low-pressure oil passage are shut off.

Moreover, in addition to the structure of Claim 3 , the invention of Claim 5 adds to the structure of Claim 3 ,
The low-pressure oil passage switching valve includes third elastic means (for example, a spring 73b in an embodiment described later) for urging the third valve body from the second operation position toward the first operation position;
Another oil chamber (for example, an oil chamber 73c in an embodiment described later) that contains oil that biases the third valve body from the first operation position toward the second operation position;
The other oil chamber is connected to always communicate with at least one of the first oil passage and the second oil passage,
The hydraulic supply source can variably drive the hydraulic pressure supplied to the hydraulic connection / disconnection means,
The low pressure oil passage switching valve is set so that the third valve body moves from the first operating position to the second operating position when the hydraulic pressure of the other oil chamber reaches a predetermined pressure. It is characterized by that.

The invention according to claim 6, in addition to the configuration according to any one of claims 2-5,
The second low-pressure oil passage is formed to have a larger flow resistance than the first low-pressure oil passage.

The invention described in Claim 7, in addition to the configuration according to claim 6,
Flow path resistance means (for example, orifices 85a and 85b in the embodiments described later) are disposed in the first low pressure oil path and the second low pressure oil path,
The flow path resistance means (for example, the orifice 85b of the embodiment described later) of the second low pressure oil path is more than the flow path resistance means of the first low pressure oil path (for example, an orifice 85a of the embodiment described later). It is characterized by being formed so as to increase the flow path resistance.

Moreover, in addition to the structure of Claim 7 , invention of Claim 8 is added to the structure of Claim 7 ,
The flow path resistance means is a reduced diameter portion (for example, an orifice 85a, 85b in an embodiment described later) disposed in the flow path,
The diameter-reduced portion of the second low-pressure oil passage (for example, the orifice 85b of the embodiment described later) is smaller than the minimum channel cross-sectional area of the diameter-reduced portion of the first low-pressure oil passage (for example, the orifice 85a of embodiment described later). ), The first low-pressure oil passage and the second low-pressure oil passage are formed such that the minimum flow passage cross-sectional area becomes smaller.

Moreover, in addition to the structure of Claim 6 , invention of Claim 9 is added to the structure of Claim 6 ,
The first low-pressure oil passage and the second low-pressure oil passage are formed so that the flow passage cross-sectional area of the second low-pressure oil passage is smaller than the flow passage cross-sectional area of the first low-pressure oil passage. It is characterized by.

Moreover, in addition to the structure of Claim 6 , the invention of Claim 10 is
The flow path from the low pressure oil path switching valve to the low pressure supply destination of the second low pressure oil path is longer than the flow path length of the first low pressure oil path from the low pressure oil path switching valve to the low pressure supply destination. The first low-pressure oil passage and the second low-pressure oil passage are formed so that the longer one is longer.

The invention described in Claim 11, in addition to the configuration according to any one of claims 2-10,
The first low-pressure oil passage and the second low-pressure oil passage merge on the downstream side to form a common low-pressure oil passage (for example, a low-pressure common oil passage 76c in an embodiment described later).

Moreover, in addition to the structure of Claim 7 , the invention of Claim 12 is
Other flow path resistance means (for example, described later) on the downstream side of the flow path resistance means of the first low pressure oil path and the flow path resistance means of the second low pressure oil path and on the upstream side of the low pressure supply destination. An orifice 85c) of the embodiment,
The flow path resistance means of the first low pressure oil path has a larger flow path resistance than the other flow path resistance means.

Further, in the invention described in claim 13 in addition to the structure described in claim 8 ,
Other diameter-reduced portions (for example, implementation described later) on the downstream side of the flow path resistance means of the first low-pressure oil path and the flow path resistance means of the second low-pressure oil path and upstream of the low-pressure supply destination In the form of an orifice 85c),
The minimum flow path cross-sectional area of the first low-pressure oil path is smaller than the minimum flow path cross-sectional area of the other reduced diameter portion.

Moreover, in addition to the structure of Claim 2, the invention of Claim 14 is
The connection / disconnection means oil passage switching valve includes a line oil passage (for example, a line oil passage 75 in an embodiment described later) communicating with the hydraulic supply source and a connection / disconnection means oil passage communicating with the hydraulic connection / disconnection means. (For example, a brake oil passage 77 of an embodiment described later) and an oil discharge passage (for example, a high position drain 78 of an embodiment described later) are connected,
The connection / disconnection means oil passage switching valve is configured to shut off the line oil passage and the connection / disconnection means oil passage when the first valve body is in the closed position, and to connect the connection / disconnection means oil passage to the exhaust passage. Communicating with the oil passage,
The connecting / disconnecting means oil passage switching valve is configured to bring the line oil passage and the connecting / disconnecting means oil passage into communication with each other when the first valve body is in the open position, and Shut off the oil passage,
The oil drainage path is from a first oil reservoir (for example, an oil pan 80 in an embodiment described later) in which an oil intake port of the hydraulic supply source (for example, an oil intake port 70a in an embodiment described later) is disposed. Is also connected to a second oil reservoir (for example, a reservoir 79 in an embodiment described later) disposed at a high position in the vertical direction.

Moreover, in addition to the structure of Claim 14 , the invention of Claim 15 is
The hydraulic connecting / disconnecting means includes a connecting / disconnecting means oil chamber (for example, a first working chamber S1 in an embodiment described later) that accommodates oil biased in a direction in which the hydraulic connecting / disconnecting means is fastened.
The second upper oil storage portion is vertically higher than the middle point between the vertical uppermost portion and the vertical lowermost portion of the connecting and disconnecting means oil chamber in the vertical direction. An oil reservoir is provided.

In addition to the structure of claim 14 or 15 , the invention of claim 16
A second oil storage portion side end portion (for example, a storage portion side end portion 78a of an embodiment described later) of the oil drainage passage is connected to a bottom surface of the second oil storage portion.

The invention according to claim 17, in addition to the configuration according to any one of claims 14-16,
In a low-pressure oil passage (for example, a low-pressure oil passage 76 in an embodiment described later) including the first low-pressure oil passage and the second low-pressure oil passage, the oil pressure of the low-pressure oil passage is opened at a predetermined pressure or more, and A relief valve (for example, a relief valve 84 of an embodiment described later) is provided to communicate the low pressure oil passage and a relief valve drain oil passage (for example, a relief drain 86 of an embodiment described later);
The relief valve oil discharge passage communicates with the second oil storage section.

Further, the invention according to claim 18 is in addition to the structure according to claim 17 ,
A second oil reservoir side end of the relief valve drain passage (for example, an oil reservoir side end 86a in an embodiment described later) is higher than a vertical uppermost part of the second oil reservoir. It is characterized by being arranged in.

According to the first aspect of the present invention, the hydraulic passage connecting / disconnecting means oil path switching valve of the hydraulic supply source is disposed in the oil path from the hydraulic supply source to the hydraulic connecting / disconnecting means, and the connecting / disconnecting means thereof. An electrically driven oil passage switching valve having an electric drive means is interposed in the oil path to the oil chamber of the oil passage switching valve, and the oil chamber and the hydraulic pressure supply source are in communication with each other when power is not supplied. It is possible to supply hydraulic pressure to the oil chamber and adjust the hydraulic pressure without consuming electric power at the oil passage switching valve, and it is possible to supply hydraulic pressure to the hydraulic connection / disconnection means and adjust the hydraulic pressure accordingly. . In particular, the power consumption can be reduced when the fastening time is longer than the release time of the hydraulic connection / disconnection means. In addition, the oil passage can be shut off immediately when power is supplied.

According to the second aspect of the present invention, the first low pressure oil passage and the second low pressure oil passage having different flow path resistances can be switched depending on the operating position of the valve body of the low pressure oil passage switching valve. The flow rate to the front can be adjusted appropriately.

Further, according to the invention described in claim 3 , by connecting the second oil passage communicating with the hydraulic connecting / disconnecting means to the low pressure oil passage switching valve, the oil passage can be simplified and the space can be saved. it can.

According to the invention described in claim 4 , when the valve body is in the first operating position and the second operating position, the oil passages that are not in communication with each other are shut off, so that the communication is established. It is possible to accurately adjust the flow rate between the two oil passages.

According to the fifth aspect of the present invention, the valve body can be switched between the first operating position and the second operating position only by changing the driving state of the hydraulic pressure supply source. Therefore, the first low pressure oil passage and the second low pressure oil passage can be switched. Therefore, an electromagnetic valve or the like for controlling the low pressure oil passage switching valve can be eliminated.

According to the sixth aspect of the present invention, excessive flow of oil to the low pressure supply destination is suppressed by setting the flow resistance of the second low pressure oil passage communicating at the time of high pressure to the hydraulic connecting / disconnecting means. Oil can be supplied efficiently.

According to the seventh aspect of the present invention, the channel resistance can be adjusted by the channel resistance means, and the channel resistance can be easily adjusted.

According to the eighth aspect of the present invention, the flow path cross-sectional area can be adjusted by the reduced diameter portion, and the flow path resistance can be easily adjusted.

According to the ninth aspect of the present invention, the flow path resistance can be finely adjusted by adjusting the flow path cross-sectional area, and the flow rate of each oil passage can be finely adjusted.

According to the invention described in claim 10 , by adjusting the channel length, the channel resistance can be finely adjusted, and the flow rate of each oil passage can be finely adjusted.

According to the eleventh aspect of the present invention, the flow path resistance can be varied by arranging the upstream side which is the low pressure oil path switching valve side in parallel among the low pressure oil paths, and the downstream side is made common. The hydraulic circuit can be simplified.

According to the twelfth aspect of the present invention, when the flow resistance of the other flow resistance means is larger than that of the first low pressure oil path or the second low pressure oil path, the first low pressure oil Since the flow rate of the passage or the second low-pressure oil passage is determined by other flow passage resistance means and a desired flow rate cannot be flowed, the flow resistance means of the first low-pressure oil passage is more than the other flow passage resistance means. However, it is possible to flow a desired flow rate by increasing the flow path resistance.

According to the thirteenth aspect of the present invention, when the other diameter-reduced portion has a larger flow path resistance than the diameter-reduced portion of the first low-pressure oil passage or the second low-pressure oil passage, Since the flow rate of the second low pressure oil passage is determined by the other reduced diameter portion and a desired flow rate cannot flow, the reduced diameter portion of the first low pressure oil passage has a flow resistance more than the other reduced diameter portion. By enlarging, a desired flow rate can be flowed.

According to the invention described in claim 14, when the valve body of the connection / disconnection means oil passage switching valve is shifted from the valve opening position to the valve closing position to release the hydraulic connection / disconnection means, the hydraulic connection / disconnection means The second oil reservoir is disposed at a higher position in the vertical direction than the first oil reservoir via the oil drainage path without being directly discharged to a lower portion such as the first oil reservoir. Therefore, when the hydraulic valve connecting / closing means is fastened again from the valve closing position to the valve opening position, the hydraulic pressure can be quickly restored.

According to the fifteenth aspect of the present invention, the oil chamber of the hydraulic connecting / disconnecting means is a place where an oil pressure is generated, so that the liquid tightness is high, and the connecting / disconnecting means oil passage and the oil discharge passage are communicated. Even in the state, the oil is difficult to be discharged to the second oil reservoir, but the second oil reservoir can be further increased by setting the uppermost vertical portion of the second oil reservoir at a position higher than the midpoint of the oil chamber. It is possible to reduce the oil discharged to the tank.

According to invention of Claim 16 , even when the oil of a 2nd oil storage part reduces, it can suppress that air mixes in an oil exhaust path.

According to the invention described in claim 17 , by supplying oil from the relief valve drain oil passage to the second oil reservoir, it is possible to suppress a decrease in the liquid level of the second oil reservoir, The oil level in the oil chamber of the hydraulic connection / disconnection means can be maintained at a higher position in a state where no hydraulic pressure is supplied to the hydraulic connection / disconnection means. Furthermore, when the amount of oil supplied from the relief valve drain oil passage is larger than the amount of oil discharged from the drain oil passage connected to the connection / disconnection means oil passage switching valve, the oil of the hydraulic connection / disconnection means The oil level in the room can be maintained at the same level as the state in which hydraulic pressure is supplied.

According to the eighteenth aspect of the present invention, it is possible to prevent the oil from flowing backward from the second oil reservoir to the low pressure oil passage via the relief valve drain oil passage.

1 is a block diagram illustrating a schematic configuration of a hybrid vehicle that is an embodiment of a vehicle on which a hydraulic control device according to the present invention can be mounted. It is a longitudinal cross-sectional view of the rear-wheel drive device controlled with the hydraulic control apparatus which concerns on this invention. FIG. 3 is a partially enlarged view of the rear wheel drive device shown in FIG. 2. It is a perspective view which shows the state with which the rear-wheel drive device was mounted in the flame | frame. It is a hydraulic circuit diagram of the hydraulic control device of the first embodiment. (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 the hydraulic control device while traveling and in a released state of the hydraulic brake. It is a hydraulic circuit diagram of the hydraulic control device in a weakly engaged state of the hydraulic brake. It is a hydraulic circuit diagram of the hydraulic control device in the engaged state of the hydraulic brake. It is a graph which shows the load characteristic of an electric oil pump. It is the table | surface which described the relationship of the operating state of an electric motor, and the state of a hydraulic circuit about the relationship between the front-wheel drive device and rear-wheel drive device in a vehicle state. It is a speed alignment chart of the rear-wheel drive device in a stop. It is a speed alignment chart of the rear-wheel drive device at the time of forward low vehicle speed. It is a speed alignment chart of the rear-wheel drive device at the time of forward vehicle speed. It is a speed alignment chart of the rear-wheel drive device at the time of deceleration regeneration. It is a speed alignment chart of the rear-wheel drive device at the time of forward high vehicle speed. It is a speed alignment chart of the rear-wheel drive device at the time of reverse drive. It is a timing chart in vehicle travel. It is a flowchart which shows the control flow of an electric oil pump. It is a hydraulic-circuit figure of the hydraulic control apparatus of 2nd Embodiment. It is a hydraulic-circuit figure of the hydraulic control apparatus of 3rd Embodiment. It is a hydraulic circuit diagram of the hydraulic control apparatus of 4th Embodiment. It is a block diagram which shows schematic structure of the hybrid vehicle which is other embodiment of the vehicle which can mount the hydraulic control apparatus which concerns on this invention. 2 is a hydraulic circuit diagram described in Patent Document 1. FIG.

First, an embodiment of a vehicle drive device to which a hydraulic control device according to the present invention can be applied will be described with reference to FIGS.
A vehicle drive device to which the hydraulic control device according to the present invention can be applied uses an electric motor as a drive source for driving an axle, and is used, for example, in a vehicle having a drive system as shown in FIG. In the following description, the case where the vehicle drive device is used for rear wheel drive will be described as an example, but it may be used for front wheel drive.
A vehicle 3 shown in FIG. 1 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 and 2B of the rear wheel drive device 1 on the rear wheel Wr side are connected to the battery 9 via the PDU 8 (power drive unit), and supply power from the battery 9 to the battery 9. Energy regeneration is performed through the PDU 8. The PDU 8 is connected to an ECU 45 described later.

  FIG. 2 is a longitudinal sectional view of the entire rear wheel drive device 1. In FIG. 2, 10A and 10B are left and right axles on the rear wheel Wr side of the vehicle, and are coaxial in the vehicle width direction. Has been placed. 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 reduction gear 12A control the left rear wheel LWr, and the electric motor 2B and the planetary gear type reduction gear 12B control the right rear wheel RWr, and the electric motor 2A, the planetary gear type reduction gear 12A, the electric motor 2B, 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. 4, 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. 4 has shown the positional relationship in the state in which the rear-wheel drive device 1 was mounted in the vehicle.

  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. In addition, the rotational position information of the rotors 15A and 15B is transmitted to the end walls 17A and 17B of the speed reducer case 11 on the outer periphery on one end side of the cylindrical shafts 16A and 16B. Resolvers 20A and 20B are provided for feedback.

  The planetary gear speed reducers 12A and 12B include sun gears 21A and 21B, a plurality of planetary gears 22A and 22B meshed with the sun gear 21, planetary carriers 23A and 23B that support the planetary gears 22A and 22B, and planetary gears. Ring gears 24A and 24B meshed with the outer peripheral sides of 22A and 22B, and the driving forces of the electric motors 2A and 2B are input from the sun gears 21A and 21B, and the reduced driving force is output through the planetary carriers 23A and 23B. It is like that.

  The sun gears 21A and 21B are formed integrally with the cylindrical shafts 16A and 16B. Further, for example, as shown in FIG. 3, 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 a second pinion 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. 2).

  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 hydraulic brakes 60A and 60B that constitute braking means for the ring gears 24A and 24B are provided in the space portions in the first pinion 26A, It wraps in the radial direction with 26B and wraps in the axial direction with the second pinions 27A and 27B. 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. The hydraulic brakes 60A and 60B are connected to an electric oil pump 70 disposed between the support portions 13a and 13b of the frame member 13 described above, as shown in FIG.

  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. 5) 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. 5) 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 engaged when rotational power in the forward direction on the motors 2A, 2B side (rotation direction when the vehicle 3 is advanced) is input to the wheel Wr side. When the rotational power in the reverse direction on the electric motors 2A and 2B is input to the wheels Wr, the non-engagement state is established. When the rotational power in the forward direction on the wheels Wr is input to the electric motors 2A and 2B, The engaged state is established when the rotating power in the reverse direction on the wheel Wr side is input to the electric motors 2A, 2B while being engaged.

  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 wheels Wr.

Next, a hydraulic circuit constituting the hydraulic control apparatus according to the present invention will be described with reference to FIGS.
The hydraulic circuit 71 supplies the oil sucked from the suction port 70a disposed in the oil pan 80 (first oil reservoir) and discharged from the electric oil pump 70 to the low pressure oil path switching valve 73 and the brake oil path switching valve 74. The first brake chamber S1 of the hydraulic brakes 60A and 60B is configured to be capable of being refueled via the low pressure oil passage switching valve 73, and the motors 2A and 2B and the planetary gear speed reducers 12A and 12B are lubricated and cooled. It is comprised so that supply to the part 91 is possible. The electric oil pump 70 can be operated (operated) in at least two modes of 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. Reference numeral 92 denotes a pressure sensor that detects the hydraulic pressure in the brake fluid passage 77. The hydraulic circuit 71 is also provided with a temperature sensor (not shown).

  The low-pressure oil passage switching valve 73 includes a first line oil passage 75a on the electric oil pump 70 side constituting the line oil passage 75 and a second line oil passage 75b on the brake oil passage switching valve 74 side constituting the line oil passage 75. And a first low-pressure oil passage 76 a communicating with the lubrication / cooling unit 91 and a second low-pressure oil passage 76 b communicating with the lubrication / cooling unit 91. 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 (to the right in FIG. 5), and a valve body 73a that connects 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. 5) in communication with the oil pressure of 75. Therefore, the valve element 73a is urged by the spring 73b in a direction (rightward in FIG. 5) 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 a direction (leftward in FIG. 5) that connects the line oil passage 75 and the second low-pressure oil passage 76b.

  Here, the urging force of the spring 73b is, as shown in FIG. 6A, the valve body in the oil pressure of the line oil passage 75 that is input to the oil chamber 73c when the electric oil pump 70 is operated in the low pressure mode described later. 73a does not move, 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 (hereinafter, the position of the valve body 73a in FIG. 6), when the electric oil pump 70 is operated in the high pressure mode, which will be described later, in the oil pressure of the line oil passage 75 that is input to the oil chamber 73c, as shown in FIG. The line oil passage 75 is set so as to be disconnected from the first low pressure oil passage 76a and communicated with the second low pressure oil passage 76b (hereinafter, the position of the valve body 73a in FIG. 6B is referred to as a high pressure side position). ).

  The brake oil passage switching valve 74 includes a second line oil passage 75 b constituting the line oil passage 75, a brake oil passage 77 connected to the hydraulic brakes 60 </ b> A and 60 </ b> B, and a reservoir 79 (first 2 oil reservoir). 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. 5) 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. 5) And an oil chamber 74c that presses the Therefore, the valve body 74a is urged by the spring 74b in a direction (to the right in FIG. 5) that blocks 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. 5).

  The urging force of the spring 74b is the hydraulic pressure of the line oil passage 75 that is input to the oil chamber 74c while the electric oil pump 70 is operating in the low pressure mode and the high pressure mode. 7 (b), the brake oil passage 77 is cut off from the high-position drain 78 and communicated with the second line oil passage 75b. That is, regardless of whether the electric 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 increased. Shut off from the position 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 an electromagnetic three-way valve controlled by the ECU 45, and the second line oil passage 75 b is connected to the pilot oil passage 81 when the ECU 45 is not energized to the solenoid 174 (see FIG. 8). Then, the oil pressure of the line oil passage 75 is input to the oil chamber 74c.

  As shown in FIG. 8, the solenoid valve 83 is provided on a three-way valve member 172 and a case member 173, and is energized by receiving a power supplied via a cable (not shown) and a solenoid 174. 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. 8A 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 from the first axial hole 185 and the first radial hole 183 via the pilot oil passage 81 (hereinafter, FIG. 8). (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 urging 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. 8B may be referred to as a valve closing position).

  Returning to FIG. 5, 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. 6, 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. Therefore, 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 when the electric oil pump 70 is operating in the high pressure mode is The pressure reduction amount in the first low-pressure oil passage 76a during operation of the electric oil pump 70 in the low-pressure mode is greater, 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 than the oil pressure in the oil chamber 73c when the electric oil pump 70 is operating in the low-pressure mode. The urging force of the spring 73b wins, 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 lubrication / cooling section 91 via the low-pressure common oil passage 76c. On the other hand, when the electric 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 element 73a is positioned at the high pressure side position against the urging force of the spring 73b. The line oil passage 75 is cut off 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 depressurized by the orifice 85b due to a larger passage resistance than the orifice 85a, and reaches the lubrication / cooling section 91 via the low-pressure common oil passage 76c.

  Therefore, when the electric 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 oil passage having the small flow resistance to the oil passage having the large flow resistance in accordance with the change in the oil pressure of the line oil passage 75. It is suppressed that excessive oil is supplied to the lubrication / cooling unit 91 in the mode.

  A plurality of orifices 85c as other flow path resistance means are provided in the oil path from the low pressure common oil path 76c to the lubrication / cooling unit 91. The plurality of orifices 85c are set so that the minimum flow passage cross-sectional area of the orifice 85a of the first low-pressure oil passage 76a is smaller than the minimum flow passage cross-sectional area of the plurality of orifices 85c. That is, the flow resistance of the orifice 85a of the first low-pressure oil passage 76a is set larger than the flow resistance of the plurality of orifices 85c. At this time, the minimum channel cross-sectional area of the plurality of orifices 85c is the sum of the minimum channel cross-sectional areas of the respective orifices 85c. Thereby, it is possible to adjust the flow of a desired flow rate through the orifice 85a of the first low-pressure oil passage 76a and the orifice 85b of the second low-pressure oil passage 76b.

  Here, the ECU 45 (see FIG. 1) is a control device for performing various controls of the entire vehicle. The ECU 45 is input with vehicle speed, steering angle, accelerator pedal opening AP, shift position, SOC, and the like. From the ECU 45, a signal for controlling the internal combustion engine 4, a signal for controlling the electric motors 2A and 2B, a signal indicating a power generation state / charge state / discharge state in the battery 9, a control signal for the solenoid 174 of the solenoid valve 83, electric oil A control signal for controlling the pump 70 is output.

  That is, the ECU 45 has at least a function as an electric motor control device for controlling the electric motors 2A and 2B and a function as a connection / disconnection means control device for controlling the hydraulic brakes 60A and 60B as connection / disconnection means. The ECU 45 as the connection / disconnection means control device controls the electric oil pump 70 and the solenoid 174 of the solenoid valve 83 based on the driving state of the electric motors 2A, 2B and / or the driving command (driving signal) of the electric motors 2A, 2B. The electric oil pump 70 may be controlled by rotational speed control or torque control, and is based on the target hydraulic pressure in the first working chamber S1 and the second working chamber S2. Furthermore, it is preferable that the determination is made based on the actual hydraulic pressure and the target hydraulic pressure in the first working chamber S1 and the second working chamber S2 detected from the pressure sensor 92. Instead of the actual oil pressure from the pressure sensor 92, the estimated oil pressure obtained by the oil pressure estimating means may be used.

Next, the operation of the hydraulic circuit 71 of the rear wheel drive device 1 will be described.
FIG. 5 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 ECU 45 does not operate the electric 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. 9 shows a state in which the hydraulic brakes 60A and 60B are released during traveling of the vehicle. In this state, the ECU 45 operates the electric oil pump 70 in the low pressure mode. Further, the ECU 45 energizes 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 biasing force of the spring 73b larger than the oil pressure of the line oil passage 75 operating in the low pressure mode of the electric oil pump 70 inputted to the oil chamber 73c at the right end in the figure. The body 73a is located 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 85 a through the first low-pressure oil passage 76 a and supplied to the lubrication / cooling unit 91.

  FIG. 10 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 ECU 45 operates the electric oil pump 70 in the low pressure mode. Further, the ECU 45 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 operated in the low-pressure mode of the electric 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, similarly to the release of the hydraulic brakes 60A and 60B. Since it is larger than the hydraulic pressure of the inner line oil passage 75, the valve body 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 85 a through the first low-pressure oil passage 76 a and supplied to the lubrication / cooling unit 91.

  FIG. 11 shows the hydraulic circuit 71 in a state where the hydraulic brakes 60A and 60B are engaged. At this time, the ECU 45 operates the electric oil pump 70 in the high pressure mode. Further, the ECU 45 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 electric oil pump 70 is operating in the high pressure mode of the electric oil pump 70 is larger than the urging force of the spring 73b, the low pressure oil passage switching valve 73 Located at the high pressure side position, 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. 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 lubrication / cooling unit 91.

  In this way, the ECU 45 controls the operation mode (operating state) of the electric oil pump 70 and the opening and closing of the solenoid valve 83 to release or fasten the hydraulic brakes 60A and 60B, and the motors 2A and 2B and the wheels Wr. It is possible to control the fastening force of the hydraulic brakes 60 </ b> A and 60 </ b> B while switching between the closed state and the connected state.

FIG. 12 is a graph showing load characteristics of the electric oil pump 70.
As shown in FIG. 12, in the low pressure mode (hydraulic pressure PL) compared to the high pressure mode (hydraulic pressure PH), the power of the electric oil pump 70 is reduced to about 1/4 to 1/5 while maintaining the oil supply flow rate. Can be reduced. That is, the load of the electric oil pump 70 is small in the low pressure mode, and the power consumption of the electric motor 90 that drives the electric oil pump 70 can be reduced compared to the high pressure mode.

  FIG. 13 shows the relationship between the front wheel drive device 6 and the rear wheel drive device 1 in each vehicle state, including the operating states of the electric motors 2A and 2B and the state of the hydraulic circuit 71. In the figure, the front unit is a front wheel drive device 6, the rear unit is a rear wheel drive device 1, the rear motor is an electric motor 2A, 2B, EOP is an electric oil pump 70, SOL is a solenoid 174, OWC is a one-way clutch 50, and BRK is a hydraulic brake. 60A and 60B are represented. 14 to 19 show speed collinear charts in each state of the rear wheel drive device 1, and S and C on the left side are the sun gear 21A and the axle 10A of the planetary gear type reduction gear 12A connected to the electric motor 2A, respectively. Planetary carrier 23A connected, S and C on the right are sun gear 21B of planetary gear speed reducer 12B connected to electric motor 2B, planetary carrier 23B connected to axle 10B, R are ring gears 24A, 24B, BRK is hydraulic The brakes 60 </ b> A, 60 </ b> B, and OWC represent the one-way clutch 50. In the following description, the rotation direction of the sun gears 21A and 21B when the vehicle moves forward with the electric motors 2A and 2B is assumed to be the forward direction. Also, in the figure, from the stationary state, the upper direction is forward rotation and the lower direction is reverse rotation, and the arrow indicates forward torque and the lower direction indicates reverse torque.

  While the vehicle is stopped, neither the front wheel drive device 6 nor the rear wheel drive device 1 is driven. Therefore, as shown in FIG. 14, since the motors 2A and 2B of the rear wheel drive device 1 are stopped and the axles 10A and 10B are also stopped, no torque acts on any of the elements. When the vehicle is stopped, the hydraulic circuit 71 is hydraulically operated because the electric oil pump 70 is not in operation and the solenoid 174 of the solenoid valve 83 is not energized, as shown in FIG. The brakes 60A and 60B are released (OFF). The one-way clutch 50 is not engaged (OFF) because the motors 2A and 2B are not driven.

  Then, after the ignition is turned on, the rear wheel drive device 1 performs the rear wheel drive at the forward low vehicle speed with good motor efficiency such as EV start and EV cruise. As shown in FIG. 15, when the electric motors 2A and 2B are driven to rotate in the forward direction, forward torque is applied to the sun gears 21A and 21B. At this time, as described above, the one-way clutch 50 is engaged and the ring gears 24A and 24B are locked. As a result, the planetary carriers 23A and 23B rotate in the forward direction and travel forward. In addition, traveling resistance from the axles 10A and 10B acts on the planetary carriers 23A and 23B in the reverse direction. Thus, when the vehicle is started, the ignition is turned on and the torque of the electric motors 2A and 2B is increased, whereby the one-way clutch 50 is mechanically engaged and the ring gears 24A and 24B are locked.

  At this time, as shown in FIG. 10, in the hydraulic circuit 71, the electric oil pump 70 operates in the low pressure mode (Lo), the solenoid 174 of the solenoid valve 83 is not energized (OFF), and the hydraulic brakes 60A, 60B Is in a weak fastening state. As described above, when the forward rotational power of the electric motors 2A and 2B is input to the wheel Wr, the one-way clutch 50 is engaged and power can be transmitted only by the one-way clutch 50. The hydraulic brakes 60A and 60B provided in parallel with the motors are also weakly engaged, and the electric motors 2A and 2B and the wheels Wr are connected to each other, so that forward rotational power input from the electric motors 2A and 2B is temporarily received. Therefore, even when the one-way clutch 50 is disengaged due to a decrease in power, it is possible to prevent power transmission from being disabled between the motors 2A, 2B and the wheels Wr. Further, the rotational speed control for connecting the electric motors 2A, 2B and the wheels Wr to the connected state at the time of shifting to deceleration regeneration, which will be described later, becomes unnecessary. The fastening force of the hydraulic brakes 60 </ b> A and 60 </ b> B at this time is a weak fastening force as compared with deceleration regeneration and reverse travel described later. By making the fastening force of the hydraulic brakes 60A, 60B when the one-way clutch 50 is engaged smaller than the fastening force of the hydraulic brakes 60A, 60B when the one-way clutch 50 is not engaged, the hydraulic brake 60A , Power consumption for fastening 60B is reduced. Further, in this state, as described above, 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 lubrication / cooling section 91, and the lubrication / cooling section 91 is lubricated and cooled. Has been made.

  When the vehicle speed increases from the forward low vehicle speed travel to the forward vehicle speed travel with good engine efficiency, the rear wheel drive by the rear wheel drive device 1 changes to the front wheel drive by the front wheel drive device 6. As shown in FIG. 16, when the power running drive of the electric motors 2A and 2B is stopped, the forward torque to travel forward from the axles 10A and 10B acts on the planetary carriers 23A and 23B. The clutch 50 is disengaged.

  At this time, as shown in FIG. 10, in the hydraulic circuit 71, the electric oil pump 70 operates in the low pressure mode (Lo), the solenoid 174 of the solenoid valve 83 is not energized (OFF), and the hydraulic brakes 60A, 60B Is in a weak fastening state. Thus, when the forward rotational power on the wheel Wr side is input to the electric motors 2A and 2B, the one-way clutch 50 is disengaged and power transmission is impossible only with the one-way clutch 50. The hydraulic brakes 60A and 60B provided in parallel with the clutch 50 are weakly engaged, and the motors 2A and 2B and the wheels Wr can be connected to each other so that the power can be transmitted. Rotational speed control is not required when shifting to the hour. In addition, the fastening force of the hydraulic brakes 60A and 60B at this time is also a weak fastening force as compared with deceleration regeneration or reverse travel described later. Further, in this state, as described above, 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 lubrication / cooling section 91, and the lubrication / cooling section 91 is lubricated and cooled. Has been made.

  When the electric motors 2A and 2B are to be regeneratively driven from the state of FIG. 15, as shown in FIG. 17, forward torque is applied to the planetary carriers 23A and 23B from the axles 10A and 10B. As described above, the one-way clutch 50 is disengaged.

  At this time, as shown in FIG. 11, in the hydraulic circuit 71, the electric oil pump 70 operates in the high pressure mode (Hi), the solenoid 174 of the solenoid valve 83 is deenergized (OFF), and the hydraulic brakes 60A and 60B are turned on. It will be in a fastening state (ON). Accordingly, the ring gears 24A and 24B are fixed, and the regenerative braking torque in the reverse direction acts on the motors 2A and 2B, and the motors 2A and 2B perform deceleration regeneration. Thus, when the forward rotational power on the wheel Wr side is input to the electric motors 2A and 2B, the one-way clutch 50 is disengaged and power transmission is impossible only with the one-way clutch 50. The hydraulic brakes 60A and 60B provided in parallel with the clutch 50 are fastened, and the motors 2A and 2B and the wheels Wr can be connected to each other so that the power can be transmitted. In this state, the motor 2A By controlling 2B to the regenerative drive state, the energy of the vehicle can be regenerated. Further, in this state, as described above, the oil in the line oil passage 75 is depressurized by the orifice 85b through the second low-pressure oil passage 76b and supplied to the lubrication / cooling section 91, and the lubrication / cooling section 91 is lubricated and cooled. Has been made.

  Subsequently, at the time of acceleration, the front wheel drive device 6 and the rear wheel drive device 1 are driven by four wheels. The rear wheel drive device 1 is in the same state as the forward low vehicle speed shown in FIG. 15, and the hydraulic circuit 71 is also shown in FIG. It will be in the state shown.

  At the forward high vehicle speed, the front wheel drive device 6 drives the front wheels. As shown in FIG. 18, when the electric motors 2A and 2B stop the power running drive, the forward torque to travel forward from the axles 10A and 10B acts on the planetary carriers 23A and 23B. The clutch 50 is disengaged.

  At this time, as shown in FIG. 9, in the hydraulic circuit 71, the electric oil pump 70 is operated in the low pressure mode (Lo), the solenoid 174 of the solenoid valve 83 is energized (ON), and the hydraulic brakes 60A and 60B are released ( OFF). Accordingly, the accompanying rotation of the electric motors 2A and 2B is prevented, and the electric motors 2A and 2B are prevented from over-rotating at the high vehicle speed by the front wheel drive device 6. Further, in this state, as described above, 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 lubrication / cooling section 91, and the lubrication / cooling section 91 is lubricated and cooled. Has been made.

  During reverse travel, as shown in FIG. 19, when the motors 2A and 2B are driven in reverse power running, torque in the reverse direction is applied to the sun gears 21A and 21B. At this time, as described above, the one-way clutch 50 is disengaged.

  At this time, as shown in FIG. 11, in the hydraulic circuit 71, the electric oil pump 70 operates in the high pressure mode (Hi), the solenoid 174 of the solenoid valve 83 is deenergized (OFF), and the hydraulic brakes 60A and 60B are turned on. It will be in a fastening state. Accordingly, the ring gears 24A and 24B are fixed, and the planetary carriers 23A and 23B rotate in the reverse direction to travel backward. Note that traveling resistance from the axles 10A and 10B acts in the forward direction on the planetary carriers 23A and 23B. As described above, when the rotational power in the reverse direction of the electric motors 2A and 2B is input to the wheel Wr, the one-way clutch 50 is disengaged and power transmission is impossible only by the one-way clutch 50. The hydraulic brakes 60A and 60B provided in parallel with the clutch 50 are fastened, and the electric motors 2A and 2B and the wheels Wr can be connected to each other so that power can be transmitted, and the rotational power of the electric motors 2A and 2B can be maintained. Can reverse the vehicle. Further, in this state, as described above, the oil in the line oil passage 75 is depressurized by the orifice 85b through the second low-pressure oil passage 76b and supplied to the lubrication / cooling section 91, and the lubrication / cooling section 91 is lubricated and cooled. Has been made.

  As described above, the rear wheel drive device 1 receives power from the running state of the vehicle, in other words, whether the rotation direction of the motors 2A, 2B is the forward direction or the reverse direction, and from either the motor side 2A, 2B or the wheel Wr side. Accordingly, the engagement / release of the hydraulic brakes 60A, 60B is controlled, and the engagement force is adjusted even when the hydraulic brakes 60A, 60B are engaged.

  FIG. 20 shows an electric oil pump 70 (EOP) when the vehicle is stopped, EV start → EV acceleration → engine acceleration → deceleration regeneration → medium speed cruise → acceleration → high speed cruise → deceleration regeneration → stop → reverse → stop. ) And one-way clutch 50 (OWC) and hydraulic brakes 60A and 60B (BRK).

  First, until the ignition is turned on and the shift is changed from the P range to the D range and the accelerator pedal is depressed, the electric oil pump 70 is not operated (OFF), the one-way clutch 50 is not engaged (OFF), and the hydraulic pressure is The brakes 60A and 60B maintain a released (OFF) state. From there, when the accelerator pedal is stepped on, EV start and EV acceleration are performed by the rear wheel drive device 1 by rear wheel drive (RWD). At this time, the electric oil pump 70 is operated (Lo) in the low pressure mode, the one-way clutch 50 is engaged (ON), and the hydraulic brakes 60A and 60B are in a weakly engaged state. When the vehicle speed changes from the low vehicle speed range to the medium vehicle speed range and changes from the rear wheel drive to the front wheel drive, ENG traveling (FWD) is performed by the internal combustion engine 4. At this time, the one-way clutch 50 is disengaged (OFF), and the electric oil pump 70 and the hydraulic brakes 60A and 60B are maintained as they are. During deceleration regeneration such as when the brake is stepped on, the electric oil pump 70 operates in the high pressure mode (Hi) while the one-way clutch 50 remains disengaged (OFF), and the hydraulic brakes 60A and 60B are engaged (ON). . During a medium speed cruise by the internal combustion engine 4, the state is the same as the above-described ENG traveling. Subsequently, when the accelerator pedal is further depressed to change from front wheel drive to four wheel drive (AWD), the one-way clutch 50 is engaged (ON) again. When the vehicle speed reaches from the middle vehicle speed range to the high vehicle speed range, the ENG traveling (FWD) by the internal combustion engine 4 is performed again. At this time, the one-way clutch 50 is disengaged (OFF), and the hydraulic brakes 60A and 60B are released (OFF) while the electric oil pump 70 is operating (Lo) in the low pressure mode. And at the time of deceleration regeneration, it will be in the state similar to the time of the deceleration regeneration mentioned above. When the vehicle stops, the electric oil pump 70 is not operated (OFF), the one-way clutch 50 is disengaged (OFF), and the hydraulic brakes 60A and 60B are released (OFF).

  Subsequently, during reverse travel, the one-way clutch 50 remains disengaged (OFF), the electric oil pump 70 operates (Hi) in the high pressure mode, and the hydraulic brakes 60A and 60B are engaged (ON). When the vehicle stops, the electric oil pump 70 is not operated again (OFF), the one-way clutch 50 is disengaged (OFF), and the hydraulic brakes 60A and 60B are released (OFF).

  As described above, the hydraulic brakes 60A and 60B are maintained in the weakly engaged state at the time of the forward low vehicle speed and the forward vehicle speed, so that the electric motors 2A and 2B can be used even when the drive torque is temporarily reduced in the electric motors 2A and 2B. It becomes possible to prevent the transmission of power between the side and the wheel Wr side. Further, by setting the hydraulic brakes 60A and 60B to a weakly engaged state and keeping the wheel Wr side and the electric motors 2A and 2B sides capable of transmitting power, the rotational speed control is performed when the electric motors 2A and 2B are shifted to the regenerative drive state. Is no longer necessary.

  Further, when the vehicle travels at a high vehicle speed, the hydraulic brakes 60A and 60B are released to prevent the motors 2A and 2B from over-rotating. Since the oil temperature of the hydraulic circuit 71 is sufficiently high at the forward high vehicle speed, the hydraulic brakes 60A and 60B can be fastened even after the shift to deceleration regeneration.

Next, control of the electric oil pump 70 will be described with reference to FIG.
First, the oil temperature sensor 71 detects the oil temperature of the hydraulic circuit 71 (step S1), and then the pressure sensor 92 detects the oil pressure (Ps) of the hydraulic circuit 71 (step S2). Next, the actual rotational speed (Nact) of the electric oil pump 70 is detected (step S3), and the mode is determined (step S4). The mode to be selected corresponds to the vehicle state shown in FIG. 13, the stop mode in which the hydraulic brakes 60A and 60B are released in response to the stop state, the forward low vehicle speed, the forward vehicle speed, and the acceleration state Corresponding to the low vehicle speed / acceleration mode in which the hydraulic brakes 60A, 60B are weakly engaged, high vehicle speed mode in which the hydraulic brakes 60A, 60B are released in response to the high vehicle speed state, and hydraulic pressure in response to the deceleration regeneration state It is classified into a regenerative mode in which the brakes 60A and 60B are engaged, and a reverse mode in which the hydraulic brakes 60A and 60B are engaged in response to the reverse state.

  In the mode determination, first, it is determined whether or not the vehicle is in the stop mode (step S5). As a result, when it is determined that the vehicle is in the stop mode, the rotational speed command value (Ncmd) of the electric oil pump 70 is set to zero in order to stop the electric oil pump 70 (step S6). On the other hand, if it is determined as a mode other than the stop mode as a result of the mode determination, the number of rotations of the electric oil pump 70 necessary for supplying a predetermined amount of oil to the lubrication / cooling unit 91 according to the oil temperature ( Nlc) is calculated (step S7).

  Subsequently, it is determined whether or not the high vehicle speed mode is set (step S8). As a result, in the high vehicle speed mode, the electric motor necessary for supplying a predetermined amount of oil to the lubrication / cooling unit 91 is supplied with the rotational speed command value (Ncmd) of the electric oil pump 70 in order to release the hydraulic brakes 60A and 60B. The rotational speed (Nlc) of the oil pump 70 is set (step S9). As a result, when the hydraulic brakes 60A and 60B transition from the engaged state to the released state, the target hydraulic pressure becomes zero from the low pressure hydraulic pressure (PL), the PID correction value becomes negative, and a predetermined amount of oil is supplied to the lubrication / cooling unit 91. It is avoided that the rotational speed (Nlc) of the electric oil pump 70 necessary for supplying the electric oil pump falls below.

  If the result of step S8 is not the high vehicle speed mode, the target hydraulic pressure (Pt) is calculated (step S10). That is, the predetermined low pressure hydraulic pressure (hydraulic pressure PL in the low pressure mode) in which the hydraulic brakes 60A and 60B are in a weak engagement state is calculated in the low vehicle speed / acceleration mode, and the hydraulic brakes 60A and 60B in the regenerative mode or the reverse mode. A predetermined high pressure hydraulic pressure (hydraulic pressure PH in the high pressure mode) that is in the engaged state is calculated.

  Next, a differential pressure (ΔP) obtained by subtracting the hydraulic pressure (Ps) of the hydraulic circuit 71 detected by the pressure sensor 92 from the calculated target hydraulic pressure (Pt) is calculated (step S11), and PID correction of the differential pressure (ΔP) is performed. A PID correction value (Pc), which is a value, is calculated (step S12). Then, the rotational speed (Nc1) of the electric oil pump 70 corresponding to the PID correction value (Pc) is calculated based on the conversion relationship obtained in advance (step S13), and a predetermined amount of oil is supplied to the lubrication / cooling unit 91. The value obtained by adding the number of rotations (Nc1) of the electric oil pump 70 corresponding to the PID correction value (Pc) to the number of rotations (Nlc) of the electric oil pump 70 necessary for the operation is a command value for the number of rotations of the electric oil pump 70 (Ncmd) is set (step S14). Thus, by adding the rotation speed (Nlc) of the electric oil pump 70 necessary for supplying a predetermined amount of oil to the lubrication / cooling unit 91, deterioration of responsiveness due to feedback communication delay is suppressed.

  As described above, the hydraulic circuit 71 according to the present embodiment is disposed in the oil path that connects the hydraulic brakes 60A and 60B and the electric oil pump 70 with the electric oil pump 70 that supplies hydraulic pressure to the hydraulic brakes 60A and 60B. And a brake oil path switching valve 74. The brake oil passage switching valve 74 has a valve closing position where the hydraulic brakes 60A, 60B and the electric oil pump 70 are shut off, and a valve opening position where the hydraulic brakes 60A, 60B and the electric oil pump 70 are in communication. A switchable valve body 74a, a spring 74b that urges the valve body from the valve opening position toward the valve closing position, and an oil chamber 74c that contains oil that urges the valve body 74a from the valve closing position toward the valve opening position. When the hydraulic pressure in the oil chamber 74c reaches a predetermined pressure, the valve body moves from the valve closing position to the valve opening position. A solenoid valve 83 having a solenoid 174 is disposed in the oil path connecting the oil chamber 74c and the electric oil pump 70. The solenoid valve 83 brings the oil chamber 74c and the electric oil pump 70 into communication. A valve body solenoid valve body 175 that can be switched between a valve opening position and a valve closing position that shuts off the oil chamber 74c and the electric oil pump 70, and the solenoid valve body 175 is attached from the valve closing position to the valve opening position. A solenoid spring 176 to be energized. In the solenoid valve 83, when the power to the solenoid 174 is not supplied (not energized), the solenoid valve body 175 is positioned at the valve open position so that the oil chamber 74c and the electric oil pump 70 are in communication with each other. When the electric power is supplied (energized), the solenoid valve body 175 is positioned at the closed position, and the oil chamber 74c and the electric oil pump 70 are shut off, so that the oil is not consumed in the solenoid valve body 175. The hydraulic pressure can be supplied to the chamber 74c and the hydraulic pressure can be adjusted, and the hydraulic pressure can be supplied to the hydraulic brakes 60A and 60B and the hydraulic pressure can be adjusted accordingly. In particular, power consumption can be reduced when the engagement time is longer than the release time of the hydraulic brakes 60A and 60B. In addition, the oil passage can be shut off immediately when power is supplied.

  Further, according to the present embodiment, the low-pressure oil passage switching valve 73 includes the valve body 73a that can be switched between the low-pressure side position (first operation position) and the high-pressure side position (second operation position). The oil path switching valve 73 communicates with a first line oil path 75a (first oil path) that communicates with the electric oil pump 70 and a low pressure supply destination that is the lubrication / cooling unit 91 of the motors 2A and 2B or the power transmission path. Are connected to each other, and the low-pressure oil passage has a first low-pressure oil passage 76a and a second low-pressure oil passage 76b arranged in parallel to each other, and the first low-pressure oil passage 76a and the second low-pressure oil passage 76b. The passage resistance is different between the passage 76b, and the low pressure oil passage switching valve 73 is configured such that the valve body 73a is in a low pressure side position, and the first line oil passage 75a and the first low pressure oil passage 76a are in communication with each other. Is the high pressure side position, and the first line oil passage 75a and the second low pressure oil passage 76b are in communication with each other. In a switchable to the first low-pressure oil path 76a having different flow path resistances and the second low pressure oil passage 76 b, it is possible to appropriately adjust the flow rate of the lubricating and cooling portion 91.

  Further, according to the present embodiment, the second line oil passage 75b (second oil passage) communicating with the hydraulic brakes 60A and 60B is further connected to the low pressure oil passage switching valve 73, and the low pressure oil passage switching valve 73 is The valve body 73a is in the low pressure side position, and the first line oil passage 75a and the second line oil passage 75b are in communication with each other, and the valve body 73a is in the high pressure side position, and further, the first line oil passage 75a and the second line Since the oil passage 75b is in a communicating state, the first line oil passage 75a and the second line oil passage 75b are in a communicating state regardless of the position of the valve element 73a, and the first line oil passage 75a and the second line oil passage. Compared to the case where the oil passage communicating with 75b is formed so as to bypass the low-pressure oil passage switching valve 73, the oil passage can be simplified and the space can be saved.

  Further, according to the present embodiment, the low pressure oil passage switching valve 73 is configured such that the valve body 73a is in the low pressure side position, the first line oil passage 75a and the second low pressure oil passage 76b are cut off, and the valve body 73a is in the high pressure state. Since the first line oil passage 75a and the first low-pressure oil passage 76a are cut off at the side position, the oil passages that are in communication with each other by putting the oil passages that are not in communication with each other into a cut-off state. The flow rate between them can be adjusted accurately.

  Further, according to the present embodiment, the low-pressure oil passage switching valve 73 includes the spring 73b (elastic means) that urges the valve body 73a in the direction from the high-pressure side position to the low-pressure side position, and the valve body 73a from the low-pressure side position. An oil chamber 73c for containing oil that is biased in the direction of the high-pressure side position. The oil chamber 73c is connected so as to always communicate with the second line oil passage 75b, and the electric oil pump 70 includes a hydraulic brake 60A. , 60B can be variably driven, and the low pressure oil passage switching valve 73 moves the valve element 73a from the low pressure side position to the high pressure side position when the oil pressure in the oil chamber 73c reaches a predetermined pressure. Therefore, the valve body 73a can be switched between the low-pressure side position and the high-pressure side position only by changing the driving state of the electric oil pump 70, and the first low-pressure oil passage is automatically corresponding to that. 76a and the second low pressure oil passage 76 It can be switched. Therefore, an electromagnetic valve or the like for controlling the low pressure oil passage switching valve 73 can be eliminated. In the above embodiment, the oil chamber 73c is connected so as to always communicate with the second line oil passage 75b, but may be connected so as to always communicate with the first line oil passage 75a. Further, the low pressure oil passage switching valve 73 may be configured to be driven by a solenoid or the like. Furthermore, the low-pressure oil passage switching valve 73 can be configured to be continuously switchable to a position between the low-pressure side position and the high-pressure side position.

  Further, according to the present embodiment, the second low-pressure oil passage 76b is formed to have a larger flow resistance than the first low-pressure oil passage 76a, so that the valve body 73a of the low-pressure oil passage switching valve 73 is provided. When the first line oil passage 75a and the second low pressure oil passage 76b are in communication with each other at the high pressure side position, excessive oil outflow to the lubrication / cooling section 91 is suppressed, and oil is efficiently supplied to the hydraulic brakes 60A and 60B. Can be supplied.

  Further, according to the present embodiment, the flow resistance means is disposed in the first low pressure oil passage 76a and the second low pressure oil passage 76b, and the second low pressure oil is more than the flow resistance means in the first low pressure oil passage 76a. Since the channel resistance means of the path 76b is formed so as to have a larger channel resistance, the channel resistance can be adjusted by the channel resistance means, and the channel resistance can be easily adjusted.

  Further, according to the present embodiment, the flow path resistance means includes the orifices 85a and 85b disposed in the flow path, and the second low pressure is smaller than the minimum flow cross-sectional area of the orifice 85a of the first low pressure oil path 76a. Since the first low-pressure oil passage 76a and the second low-pressure oil passage 76b are formed so that the minimum passage cross-sectional area of the orifice 85b of the oil passage 76b is smaller, the passage cross-sectional area can be adjusted by the orifices 85a and 85b. Thus, the flow path resistance can be easily adjusted. In the above embodiment, the orifices 85a and 85b are exemplified as the flow path resistance means. However, the present invention is not limited to this, and a venturi, a lattice mesh, or the like may be used. Furthermore, instead of providing the flow path resistance means, the first low pressure oil passage 76a and the second low pressure oil passage 76b are smaller than the flow passage sectional area of the first low pressure oil passage 76a. The second low pressure oil passage 76b may be formed, and the second low pressure oil passage 76b has a lower pressure than the passage length from the low pressure oil passage switching valve 73 to the lubrication / cooling unit 91 in the first low pressure oil passage 76a. You may form the 1st low pressure oil path 76a and the 2nd low pressure oil path 76b so that the flow path length from the oil path switching valve 73 to the lubrication / cooling part 91 may become long. Thereby, by adjusting the channel cross-sectional area and the channel length, the channel resistance can be finely adjusted, and the flow rate of each oil channel can be finely adjusted.

  In addition, according to the present embodiment, the first low pressure oil passage 76a and the second low pressure oil passage 76b merge on the downstream side to form a common low pressure common oil passage 76c. By making the upstream side, which is the 73 side, in parallel, the flow resistance can be made different, and by making the downstream side common, the hydraulic circuit 71 can be simplified.

  Further, according to the present embodiment, another orifice 85c is provided downstream of the orifice 85a of the first low pressure oil passage 76a and the orifice 85b of the second low pressure oil passage 76b and upstream of the lubrication / cooling section 91. In addition, since the orifice 85a of the first low-pressure oil passage 76a has a larger flow resistance than the orifice 85c, the flow rate of the first low-pressure oil passage 76a or the second low-pressure oil passage 76b can be adjusted by the orifices 85a and 85b. it can. As with the orifices 85a and 85b, flow path resistance means such as a venturi or a lattice mesh may be provided instead of the orifice 85c.

  In addition, according to the present embodiment, the reservoir 79 is disposed at a position higher in the vertical direction than the oil pan 80 in which the oil suction port 70a of the electric oil pump 70 is disposed, so that the valve body 74a is opened. When the hydraulic brakes 60A and 60B are released from the position to the valve closing position, the oil in the hydraulic brakes 60A and 60B is not directly discharged to the oil pan 80 but from the oil pan 80 via the high position drain 78. Are also discharged and stored in a storage portion 79 disposed at a high position in the vertical direction. Therefore, when the valve body 74a again shifts from the valve closing position to the valve opening position and the hydraulic brakes 60A and 60B are engaged, the return of the hydraulic pressure can be accelerated.

  Further, according to the present embodiment, the uppermost portion in the vertical direction of the storage portion 79 is perpendicular to the midpoint between the uppermost portion in the vertical direction and the lowermost portion in the vertical direction of the first working chamber S1 of the hydraulic brakes 60A and 60B. The reservoir 79 is disposed so as to be at a high position. The first working chamber S1 of the hydraulic brakes 60A and 60B is a place where oil pressure is generated, so that the liquid tightness is high. Even when the hydraulic brakes 60A and 60B and the high position drain 78 are communicated, the oil is stored in the reservoir 79. However, the oil discharged to the reservoir 79 can be further reduced by setting the uppermost portion in the vertical direction of the reservoir 79 at a position higher than the midpoint of the first working chamber S1. Accordingly, a certain amount of oil can be left in the hydraulic brakes 60A and 60B, and the quick engagement operation of the hydraulic brakes 60A and 60B becomes possible.

  Further, according to the present embodiment, the storage portion side end portion 78a of the high position drain 78 is connected to the bottom surface of the storage portion 79, so that even if the oil in the storage portion 79 decreases, It can suppress that air mixes in.

Second Embodiment
Next, a second embodiment of the present invention will be described with reference to FIG. In the second to fourth embodiments described below, the configuration of the hydraulic circuit of the first embodiment is partly changed, and the same members are denoted by the same reference numerals and description thereof is omitted.
In the hydraulic circuit 71A of the second embodiment, the relief drain 86 of the relief valve 84 is disposed not at the oil pan 80 where the oil suction port 70a of the electric oil pump 70 is disposed but at a position higher in the vertical direction than the oil pan 80. It is different from the hydraulic circuit 71 of the first embodiment in that it is connected to the stored reservoir 79. Further, the oil storage portion side end portion 86 a of the relief drain 86 is disposed at a position higher than the uppermost vertical portion of the storage portion 79.

  Thereby, in addition to the action of the hydraulic circuit 71 of the first embodiment, by supplying oil from the relief drain 86 to the reservoir 79, it is possible to suppress the liquid level drop of the reservoir 79, and the hydraulic brake 60A When the hydraulic pressure is not supplied to 60B, the oil level in the oil chambers of the hydraulic brakes 60A and 60B can be maintained at a higher position. Further, when the amount of oil supplied from the relief drain 86 is larger than the amount of oil discharged from the brake oil passage switching valve 74, the hydraulic pressure is supplied to the oil surfaces in the oil chambers of the hydraulic brakes 60A and 60B. It can be maintained at the same level as the state. Further, since the oil storage portion side end 86 a of the relief drain 86 is disposed at a position higher than the uppermost vertical portion of the storage portion 79, the oil flows backward from the storage portion 79 to the low pressure oil passage via the relief drain 86. Can be suppressed.

<Third Embodiment>
Next, a third embodiment of the present invention will be described with reference to FIG.
The hydraulic circuit 71B of the third embodiment is not provided with the brake oil passage switching valve 74 of the first embodiment, and the brake oil passage 77 is directly in the first radial hole 183 of the solenoid valve 83 (see FIG. 8). The connection is different from the hydraulic circuit 71 of the first embodiment.

  In the hydraulic circuit 71B, the operation mode of the electric oil pump 70 and the energization / non-energization of the solenoid 174 are controlled in the same manner as in the hydraulic circuit 71 of the first embodiment, so that the hydraulic pressure is the same as that of the hydraulic circuit 71 of the first embodiment. The brakes 60A and 60B can be controlled to a released state, a standby state, and an engaged state, and the lubrication / cooling unit 91 can be constantly lubricated and cooled. In addition, since the brake oil passage switching valve 74 is not provided, the oil in the brake oil passage 77 is drained when the brake oil passage 77 is shut off, but the brake oil passage switching valve 74 is omitted instead. Thus, the number of parts can be reduced and the structure can be simplified.

  As described above, the hydraulic circuit 71B according to the present embodiment is disposed in the electric oil pump 70 that supplies hydraulic pressure to the hydraulic brakes 60A and 60B and the oil path that connects the hydraulic brakes 60A and 60B and the electric oil pump 70. A solenoid valve 83 having a solenoid 174 to be operated. The solenoid valve 83 can be switched between a valve opening position where the hydraulic brakes 60A, 60B and the electric oil pump 70 are in communication with each other and a valve closing position where the hydraulic brakes 60A, 60B and the electric oil pump 70 are in a closed state. A solenoid valve body 175 and a solenoid spring 176 that urges the solenoid valve body 175 from the valve closing position toward the valve opening position are provided. In the solenoid valve 83, when the power to the solenoid 174 is not supplied (not energized), the solenoid valve body 175 is positioned at the valve open position, and the hydraulic brakes 60A and 60B and the electric oil pump 70 are in communication with each other. When power is supplied (energized), the solenoid valve body 175 is positioned at the closed position, and the hydraulic brakes 60A and 60B and the electric oil pump 70 are shut off. Therefore, it is possible to supply hydraulic pressure to the hydraulic brakes 60A and 60B and adjust the hydraulic pressure without power consumption in the solenoid valve body 175.

<Fourth embodiment>
Next, a fourth embodiment of the present invention will be described with reference to FIG.
In the hydraulic circuit 71E of the fourth embodiment, the first line oil passage 75a and the second line oil passage 75b constituting the line oil passage 75 of the first embodiment are connected without passing through the low pressure oil passage switching valve 73. This is different from the hydraulic circuit 71 of the first embodiment.

  In this hydraulic circuit 71 </ b> E, two branch paths are formed in the middle of the first line oil path 75 a reaching the low pressure oil path switching valve 73, and one branch path does not pass through the low pressure oil path switching valve 73. The other branch path is connected to the oil chamber 73c. Also in the hydraulic circuit 71E, the operation mode of the electric oil pump 70 and energization / non-energization to the solenoid 174 are controlled in the same manner as in the hydraulic circuit 71 of the first embodiment, so that the hydraulic pressure is the same as that of the hydraulic circuit 71 of the first embodiment. The brakes 60 </ b> A and 60 </ b> B can be controlled to a released state, a weakly engaged state, and an engaged state, and the lubrication / cooling unit 91 can always be lubricated / cooled.

In addition, this invention is not limited to embodiment mentioned above, A deformation | transformation, improvement, etc. are possible suitably.
The rear wheel drive device 1 of the present embodiment is configured such that the two electric motors 2A and 2B are respectively provided with planetary gear speed reducers 12A and 12B, and control the left rear wheel LWr and the right rear wheel RWr, respectively. However, the present invention is not limited to this, and one electric motor 2C and one speed reducer 12C may be connected to a differential device (not shown) as shown in FIG.
Further, the front wheel drive device 6 may use the electric motor 5 as a sole drive source without using the internal combustion engine 4.
Further, in each valve mechanism, the shut-off state includes not only the case where the flow path is completely closed, but also includes a mode in which the flow path is restricted with respect to the communication state within a range in which the effects of the present invention are achieved.

1 Rear wheel drive system (vehicle drive system)
2A, 2B, 2C Electric motor 10A, 10B Axle 12A, 12B Planetary gear reducer 50 One-way clutch 60A, 60B Hydraulic brake (hydraulic connection / disconnection means)
70 Electric oil pump (hydraulic supply source)
70a Oil inlets 71, 71A, 71B, 71E Hydraulic control device 73 Low pressure oil passage switching valve 73a Valve body 73b Spring 73c Oil chamber 74 Brake oil passage switching valve (connection / disconnection means oil passage switching valve)
74a Valve body 74b Spring (elastic means)
74c Oil chamber 75 Line oil passage (oil passage)
75a First line oil passage (first oil passage)
75b Second line oil passage (second oil passage)
76 Low pressure oil passage 76a First low pressure oil passage 76b Second low pressure oil passage 76c Low pressure common oil passage 77 Brake oil passage (connection / disconnection means oil passage)
78 High position drain (Oil drainage)
79 Reservoir (second oil reservoir)
80 oil pan (first oil reservoir)
83 Solenoid valve (electrically driven oil passage switching valve)
84 Relief valve 85a, 85b Orifice (channel resistance means, reduced diameter portion)
85c orifice (other channel resistance means, other reduced diameter part)
86 Relief drain (Relief valve oil drain)
86a Oil storage part side end 91 Lubrication / cooling part (low pressure supply destination)
174 Solenoid (electric drive means)
175 Solenoid valve (valve)
176 Solenoid spring (elastic means)
LWr Left rear wheel (wheel)
RWr Right rear wheel (wheel)
S1 first working chamber

Claims (18)

An electric motor that generates the driving force of the vehicle;
A hydraulic connecting / disconnecting means that is provided on a power transmission path between the electric motor and the wheel of the vehicle, and that disconnects or connects the electric motor side and the wheel side by releasing or fastening;
Provided in parallel with the hydraulic connection / disconnection means on the power transmission path between the electric motor and the wheel, and when the forward rotational power on the electric motor side is input to the wheel side, it is engaged and the electric motor side When the rotational power in the reverse direction is input to the wheel side, it is disengaged, and when the rotational power in the forward direction on the wheel side is input to the motor side, it is disengaged and A hydraulic control device for a vehicle drive device used in a vehicle drive device, comprising: one-way power transmission means that is engaged when rotational power is input to the motor side,
A hydraulic supply source for supplying hydraulic pressure to the hydraulic connection / disconnection means;
A connection / disconnection means oil passage switching valve disposed in an oil passage connecting the hydraulic connection / disconnection means and the hydraulic supply source;
The connecting / disconnecting means oil path switching valve has a valve closing position that shuts off the hydraulic connecting / disconnecting means and the hydraulic supply source, and an open position that connects the hydraulic connecting / disconnecting means and the hydraulic supply source. a first valve body capable of switching a valve position, a first resilient means for urging the first valve body from the open position to the closed position direction, the first valve body from the closed position An oil chamber for containing oil urging in the valve opening position direction,
When the hydraulic pressure of the oil chamber reaches a predetermined pressure, the connection / disconnection means oil passage switching valve moves the first valve body from the valve closing position to the valve opening position,
In the oil path connecting the oil chamber and the hydraulic pressure supply source, an electrically driven oil path switching valve having an electrically driven means is disposed,
The electrically driven oil passage switching valve can be switched between a valve opening position for connecting the oil chamber and the hydraulic pressure supply source and a valve closing position for blocking the oil chamber and the hydraulic pressure supply source. It includes a second valve body, a second resilient means for urging the second valve element from said closed position to said open position direction, and
When the electric drive oil passage switching valve is not supplied with electric power to the electric drive means, the second valve body is located at the valve open position, and the oil chamber and the hydraulic pressure supply source are in communication with each other. ,
The electric drive oil passage switching valve when the power supply to the electrical drive means, the second valve body is positioned in the closed position, the cut-off state and the hydraulic pressure supply source and the fluid chamber ,
When forward rotational power on the electric motor side is input to the wheel side, the electric drive oil passage switching valve fastens the hydraulic connecting / disconnecting means as a non-power supply to the electric driving means, And the wheel side are connected to each other. A hydraulic control device for a vehicle drive device. The oil path is further provided with a low pressure oil path switching valve,
The low-pressure oil passage switching valve includes a third valve body that can be switched between a first operating position and a second operating position,
The low-pressure oil passage switching valve is connected to a first oil passage communicating with the hydraulic pressure supply source and a low-pressure oil passage communicating with a low-pressure supply destination that is a lubrication section or a cooling section of the electric motor or the power transmission path. And
The low pressure oil passage has a first low pressure oil passage and a second low pressure oil passage arranged in parallel with each other,
The first low pressure oil passage and the second low pressure oil passage have different flow path resistances,
In the low pressure oil passage switching valve, the third valve body is in a communication state between the first oil passage and the first low pressure oil passage when the third valve body is in the first operating position, and the third valve body is in the second state. in operating position, the hydraulic control device for the vehicular drive apparatus according to claim 1, characterized in that the communicating state between the second low pressure oil passage and the first oil passage. A second oil passage communicating with the hydraulic connection / disconnection means is further connected to the low pressure oil passage switching valve,
The low pressure oil passage switching valve is configured such that the third valve body is in the first operating position, the first oil passage and the second oil passage are in communication with each other, and the third valve body is in the second operation position. The hydraulic control device for a vehicle drive device according to claim 2 , wherein the first oil passage and the second oil passage are further in communication with each other at the operating position. The low pressure oil passage switching valve is configured such that the third valve body is in a shut-off state between the first oil passage and the second low pressure oil passage when the third valve body is in the first operating position, and the third valve body is in the second state. in operating position, the hydraulic control device for the vehicular drive apparatus according to claim 2 or 3, characterized in that the cut-off state of the first oil passage and the first low pressure oil passage. The low pressure oil passage switching valve includes a third elastic means for urging the third valve body from the second operating position toward the first operating position;
Another oil chamber for containing oil that urges the third valve body from the first operating position toward the second operating position;
The other oil chamber is connected to always communicate with at least one of the first oil passage and the second oil passage,
The hydraulic supply source can variably drive the hydraulic pressure supplied to the hydraulic connection / disconnection means,
The low pressure oil passage switching valve is set so that the third valve body moves from the first operating position to the second operating position when the hydraulic pressure of the other oil chamber reaches a predetermined pressure. The hydraulic control device for a vehicle drive device according to claim 3 . The vehicle drive device according to any one of claims 2 to 5 , wherein the second low-pressure oil passage is formed so as to have a flow passage resistance larger than the first low-pressure oil passage. Hydraulic control device. A flow path resistance means is disposed in the first low pressure oil path and the second low pressure oil path;
Than the flow path resistance means of said first low pressure oil passage, according to claim 6 towards the flow resistance means of said second low pressure oil passage, characterized in that it is formed as flow path resistance is increased A hydraulic control device for a vehicle drive device. The flow path resistance means is a reduced diameter portion disposed in the flow path,
The first low pressure oil passage and the first low pressure oil passage so that the minimum flow passage cross-sectional area of the reduced diameter portion of the second low pressure oil passage is smaller than the minimum flow passage sectional area of the reduced diameter portion of the first low pressure oil passage. The hydraulic control device for a vehicle drive device according to claim 7 , wherein a second low-pressure oil passage is formed. The first low-pressure oil passage and the second low-pressure oil passage are formed so that the flow passage cross-sectional area of the second low-pressure oil passage is smaller than the flow passage cross-sectional area of the first low-pressure oil passage. The hydraulic control device for a vehicle drive device according to claim 6 . The flow path from the low pressure oil path switching valve to the low pressure supply destination of the second low pressure oil path is longer than the flow path length of the first low pressure oil path from the low pressure oil path switching valve to the low pressure supply destination. The hydraulic control device for a vehicle drive device according to claim 6 , wherein the first low-pressure oil passage and the second low-pressure oil passage are formed so that the longer one is longer. The vehicle drive device according to any one of claims 2 to 10 , wherein the first low-pressure oil passage and the second low-pressure oil passage merge on the downstream side to form a common low-pressure oil passage. Hydraulic control device. The flow path resistance means of the first low pressure oil path and the flow path resistance means of the second low pressure oil path are provided downstream of the flow path resistance means and upstream of the low pressure supply destination.
8. The hydraulic control apparatus for a vehicle drive device according to claim 7 , wherein the flow path resistance means of the first low-pressure oil path has a larger flow path resistance than the other flow path resistance means. A flow path resistance means of the first low pressure oil path and a flow path resistance means of the second low pressure oil path, further provided with another reduced diameter portion on the upstream side of the low pressure supply destination,
9. The hydraulic control device for a vehicle drive device according to claim 8 , wherein the minimum flow path cross-sectional area of the first low-pressure oil path is smaller than the minimum flow path cross-sectional area of the other reduced diameter portion. The connection / disconnection means oil passage switching valve is connected to a line oil passage communicating with the hydraulic supply source, a connection / disconnection oil passage communicating with the hydraulic connection / disconnection means, and an oil discharge passage.
The connection / disconnection means oil passage switching valve is configured to shut off the line oil passage and the connection / disconnection means oil passage when the first valve body is in the closed position, and to connect the connection / disconnection means oil passage to the exhaust passage. Communicating with the oil passage,
The connecting / disconnecting means oil passage switching valve is configured to bring the line oil passage and the connecting / disconnecting means oil passage into communication with each other when the first valve body is in the open position, and Shut off the oil passage,
The oil drainage path communicates with a second oil reservoir disposed at a position higher in the vertical direction than the first oil reservoir where the oil inlet of the hydraulic pressure supply source is disposed. The hydraulic control device for a vehicle drive device according to claim 2. The hydraulic connecting / disconnecting means includes a connecting / disconnecting means oil chamber for storing oil urging in a direction in which the hydraulic connecting / disconnecting means is fastened.
The second upper oil storage portion is vertically higher than the middle point between the vertical uppermost portion and the vertical lowermost portion of the connecting and disconnecting means oil chamber in the vertical direction. 15. The hydraulic control device for a vehicle drive device according to claim 14 , further comprising an oil reservoir. 16. The hydraulic control device for a vehicle drive device according to claim 14 , wherein an end portion on the second oil storage portion side of the oil discharge passage is connected to a bottom surface of the second oil storage portion. . The low pressure oil passage including the first low pressure oil passage and the second low pressure oil passage opens when the oil pressure of the low pressure oil passage is equal to or higher than a predetermined pressure, and communicates the low pressure oil passage and the relief valve drain oil passage. A relief valve to be in a state is arranged,
The hydraulic control device for a vehicle drive device according to any one of claims 14 to 16 , wherein the relief valve drain passage communicates with the second oil reservoir. 18. The vehicle according to claim 17 , wherein the second oil reservoir side end of the relief valve oil discharge passage is disposed at a position higher than a vertical uppermost portion of the second oil reservoir. Hydraulic control device for driving device.

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