JP5883690B2 - Vehicle drive device - Google Patents

Description

  The present invention relates to a vehicle drive device capable of supplying a liquid fluid for cooling and / or lubrication to at least one of an electric motor and a power transmission mechanism.

  The lubricating mechanism described in Patent Document 1 stores a motor and a gear mechanism, and stores lubricating oil so that a part of the differential ring gear of the differential gear and a part of the rotor of the motor are immersed in the bottom part; Two catch tanks arranged at different positions on the upper part of the case and temporarily storing the lubricating oil, and a plurality of lubricant oils respectively stored in the two catch tanks are rotatably supported by the motor shaft by gravity. It is configured to be able to supply necessary parts such as a plurality of bearings that rotatably support the bearing and the countershaft.

  On the other hand, a vehicle drive device provided with an oil pump for supplying lubricating oil is also known. In a vehicle drive device equipped with an oil pump, a necessary amount of lubricating oil is supplied by driving the oil pump.

JP 2007-57093 A

  However, even when lubricating oil is supplied by an oil pump, it is preferable that the amount of lubricating oil can be adjusted independently of the operating state of the oil pump. Although the lubricating mechanism described in Patent Document 1 can store lubricating oil in the catch tank, there is room for improvement because the amount of lubricating oil cannot be adjusted.

  The present invention has been made in view of the above problems, and provides a vehicle drive device capable of arbitrarily controlling the amount of liquid fluid supplied to a liquid fluid supply portion that is at least one of an electric motor and a power transmission mechanism. The purpose is to provide.

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, first and second electric motors 2A and 2B in embodiments described later);
A power transmission mechanism (for example, first and second planetary gear speed reducers in embodiments described later) connected to the electric motor so as to be able to transmit power;
A liquid fluid supply unit (for example, a lubrication / cooling unit 91 of an embodiment described later) that is supplied with a liquid fluid (for example, oil of an embodiment described later) that is at least one of the electric motor and the power transmission mechanism. A liquid fluid supply device for supplying the liquid fluid (for example, an electric oil pump 70 according to an embodiment described later),
A first fluid passage (for example, a lubrication / cooling passage 100, a first line oil passage 75a, a first oil passage 76a, a first fluid passage in an embodiment described later) that communicates the liquid fluid supply device and the liquid fluid supply portion. Two oil passages 76b), and a vehicle drive device (for example, a rear wheel drive device 1 in an embodiment described later),
The first fluid flow path includes a first flow path (for example, a first lubrication / cooling flow path 100a in an embodiment described later) and a second flow path (for example, a first flow path in an embodiment described later). 2 lubrication / cooling flow path 100b),
The second flow path is provided with a storage portion for storing the liquid fluid (for example, a catch tank CA in an embodiment described later),
Blocking and communication with the downstream second channel (for example, the downstream second lubrication / cooling channel 100bd in the embodiment described later) that is closer to the liquid fluid supply unit than the reservoir in the second channel. And a first valve (for example, an oil discharge switching valve OR in an embodiment to be described later) that switches the downstream second flow path between the cutoff state and the communication state is disposed ,
The vehicle drive device includes an arrival flow rate control device that controls an arrival flow rate that reaches the liquid fluid supply unit, and requested flow rate acquisition means that acquires a required flow rate that is a flow rate required by the liquid fluid supply unit (for example, Required flow rate acquisition means 8b) of the embodiment described later,
The ultimate flow rate control device includes an adjustment flow rate control device (for example, an adjustment flow rate control device 8c in an embodiment described later) for controlling the first valve,
When the ultimate flow control device supplies a first ultimate flow rate (for example, a small flow rate or a flow rate Qa in an embodiment described later) to the liquid fluid supply part, the adjustment flow control device shuts off the first valve,
When the ultimate flow control device supplies a second ultimate flow rate (for example, a large flow rate or a flow rate Qb in an embodiment to be described later) larger than the first ultimate flow rate to the liquid fluid supplied portion, the adjustment flow rate control device is Communicating the first valve;
When the required flow rate acquisition means acquires a first required flow rate (for example, a small flow rate, a flow rate Qa in an embodiment described later), the adjusted flow rate control device shuts off the first valve,
When the required flow rate acquisition means acquires a second required flow rate that is higher than the first required flow rate (for example, a large flow rate, a flow rate Qb in an embodiment described later), the adjustment flow rate control device communicates with the first valve. ,
The vehicle drive device is configured to acquire at least one of a torque state quantity generated by the electric motor and a torque state quantity transmitted by the power transmission mechanism (for example, a torque sensor 94 according to an embodiment described later). )
The required flow rate acquisition means obtains the required flow rate based on the torque state quantity,
The required flow rate acquisition means sets the required flow rate as the first required flow rate when the torque state quantity is less than a predetermined value, and sets the required flow rate as the second required flow rate when the torque state quantity is equal to or greater than the predetermined value. characterized by a.

The invention according to claim 2
An electric motor that generates a driving force of the vehicle (for example, first and second electric motors 2A and 2B in embodiments described later);
A power transmission mechanism (for example, first and second planetary gear speed reducers in embodiments described later) connected to the electric motor so as to be able to transmit power;
A liquid fluid supply unit (for example, a lubrication / cooling unit 91 of an embodiment described later) that is supplied with a liquid fluid (for example, oil of an embodiment described later) that is at least one of the electric motor and the power transmission mechanism. A liquid fluid supply device for supplying the liquid fluid (for example, an electric oil pump 70 according to an embodiment described later),
A first fluid passage (for example, a lubrication / cooling passage 100, a first line oil passage 75a, a first oil passage 76a, a first fluid passage in an embodiment described later) that communicates the liquid fluid supply device and the liquid fluid supply portion. Two oil passages 76b), and a vehicle drive device comprising:
The first fluid flow path includes a first flow path (for example, a first lubrication / cooling flow path 100a in an embodiment described later) and a second flow path (for example, a first flow path in an embodiment described later). 2 lubrication / cooling flow path 100b),
The second flow path is provided with a storage portion for storing the liquid fluid (for example, a catch tank CA in an embodiment described later),
Blocking and communication with the downstream second channel (for example, the downstream second lubrication / cooling channel 100bd in the embodiment described later) that is closer to the liquid fluid supply unit than the reservoir in the second channel. And a first valve (for example, an oil discharge switching valve OR in an embodiment to be described later) that switches the downstream second flow path between the cutoff state and the communication state is disposed,
The vehicle drive device includes an arrival flow rate control device that controls an arrival flow rate that reaches the liquid fluid supply unit, and requested flow rate acquisition means that acquires a required flow rate that is a flow rate required by the liquid fluid supply unit (for example, Required flow rate acquisition means 8b) of the embodiment described later,
The ultimate flow rate control device includes an adjustment flow rate control device (for example, an adjustment flow rate control device 8c in an embodiment described later) for controlling the first valve,
When the ultimate flow control device supplies a first ultimate flow rate (for example, a small flow rate or a flow rate Qa in an embodiment described later) to the liquid fluid supply part, the adjustment flow control device shuts off the first valve,
When the ultimate flow control device supplies a second ultimate flow rate (for example, a large flow rate or a flow rate Qb in an embodiment to be described later) larger than the first ultimate flow rate to the liquid fluid supplied portion, the adjustment flow rate control device is Communicating the first valve;
When the required flow rate acquisition means acquires a first required flow rate (for example, a small flow rate, a flow rate Qa in an embodiment described later), the adjusted flow rate control device shuts off the first valve,
When the required flow rate acquisition means acquires a second required flow rate that is higher than the first required flow rate (for example, a large flow rate, a flow rate Qb in an embodiment described later), the adjustment flow rate control device communicates with the first valve. ,
The vehicle drive device further includes a rotation state acquisition unit (for example, a rotation speed sensor 95 of an embodiment described later) that acquires at least one of a rotation state of the electric motor and a rotation state of the power transmission mechanism,
The required flow rate acquisition means obtains the required flow rate based on the rotation state,
The required flow rate obtaining means sets the first required flow rate when the rotational state is power running drive, and sets the second required flow rate when the rotational state is regenerative drive.

The invention according to claim 3
An electric motor that generates a driving force of the vehicle (for example, first and second electric motors 2A and 2B in embodiments described later);
A power transmission mechanism (for example, first and second planetary gear speed reducers in embodiments described later) connected to the electric motor so as to be able to transmit power;
A liquid fluid supply unit (for example, a lubrication / cooling unit 91 of an embodiment described later) that is supplied with a liquid fluid (for example, oil of an embodiment described later) that is at least one of the electric motor and the power transmission mechanism. A liquid fluid supply device for supplying the liquid fluid (for example, an electric oil pump 70 according to an embodiment described later),
A first fluid passage (for example, a lubrication / cooling passage 100, a first line oil passage 75a, a first oil passage 76a, a first fluid passage in an embodiment described later) that communicates the liquid fluid supply device and the liquid fluid supply portion. Two oil passages 76b), and a vehicle drive device (for example, a rear wheel drive device 1 in an embodiment described later),
The first fluid flow path includes a first flow path (for example, a first lubrication / cooling flow path 100a in an embodiment described later) and a second flow path (for example, a first flow path in an embodiment described later). 2 lubrication / cooling flow path 100b),
The second flow path is provided with a storage portion for storing the liquid fluid (for example, a catch tank CA in an embodiment described later),
Blocking and communication with the downstream second channel (for example, the downstream second lubrication / cooling channel 100bd in the embodiment described later) that is closer to the liquid fluid supply unit than the reservoir in the second channel. And a first valve (for example, an oil discharge switching valve OR in an embodiment to be described later) that switches the downstream second flow path between the cutoff state and the communication state is disposed,
The vehicle drive device includes an arrival flow rate control device that controls an arrival flow rate that reaches the liquid fluid supply unit, and requested flow rate acquisition means that acquires a required flow rate that is a flow rate required by the liquid fluid supply unit (for example, Required flow rate acquisition means 8b) of the embodiment described later,
The ultimate flow rate control device includes an adjustment flow rate control device (for example, an adjustment flow rate control device 8c in an embodiment described later) for controlling the first valve,
When the ultimate flow control device supplies a first ultimate flow rate (for example, a small flow rate or a flow rate Qa in an embodiment described later) to the liquid fluid supply part, the adjustment flow control device shuts off the first valve,
When the ultimate flow control device supplies a second ultimate flow rate (for example, a large flow rate or a flow rate Qb in an embodiment to be described later) larger than the first ultimate flow rate to the liquid fluid supplied portion, the adjustment flow rate control device is Communicating the first valve;
When the required flow rate acquisition means acquires a first required flow rate (for example, a small flow rate, a flow rate Qa in an embodiment described later), the adjusted flow rate control device shuts off the first valve,
When the required flow rate acquisition means acquires a second required flow rate that is higher than the first required flow rate (for example, a large flow rate, a flow rate Qb in an embodiment described later), the adjustment flow rate control device communicates with the first valve. ,
The vehicle drive device further includes a temperature acquisition unit (for example, a temperature sensor 96 in an embodiment described later) that acquires at least one of the temperature of the electric motor and the temperature of the power transmission mechanism.
The required flow rate acquisition means obtains the required flow rate based on the temperature,
The required flow rate obtaining means sets the first required flow rate when the temperature is lower than a predetermined value, and sets the second required flow rate when the temperature is equal to or higher than a predetermined value.

The invention according to claim 4
An electric motor that generates a driving force of the vehicle (for example, first and second electric motors 2A and 2B in embodiments described later);
A power transmission mechanism (for example, first and second planetary gear speed reducers in embodiments described later) connected to the electric motor so as to be able to transmit power;
A liquid fluid supply unit (for example, a lubrication / cooling unit 91 of an embodiment described later) that is supplied with a liquid fluid (for example, oil of an embodiment described later) that is at least one of the electric motor and the power transmission mechanism. A liquid fluid supply device for supplying the liquid fluid (for example, an electric oil pump 70 according to an embodiment described later),
A first fluid passage (for example, a lubrication / cooling passage 100, a first line oil passage 75a, a first oil passage 76a, a first fluid passage in an embodiment described later) that communicates the liquid fluid supply device and the liquid fluid supply portion. Two oil passages 76b), and a vehicle drive device (for example, a rear wheel drive device 1 in an embodiment described later),
The first fluid flow path includes a first flow path (for example, a first lubrication / cooling flow path 100a in an embodiment described later) and a second flow path (for example, a first flow path in an embodiment described later). 2 lubrication / cooling flow path 100b),
The second flow path is provided with a storage portion for storing the liquid fluid (for example, a catch tank CA in an embodiment described later),
Blocking and communication with the downstream second channel (for example, the downstream second lubrication / cooling channel 100bd in the embodiment described later) that is closer to the liquid fluid supply unit than the reservoir in the second channel. And a first valve (for example, an oil discharge switching valve OR in an embodiment to be described later) that switches the downstream second flow path between the cutoff state and the communication state is disposed,
The vehicle drive device includes an arrival flow rate control device that controls an arrival flow rate that reaches the liquid fluid supply unit, and requested flow rate acquisition means that acquires a required flow rate that is a flow rate required by the liquid fluid supply unit (for example, Required flow rate acquisition means 8b) of the embodiment described later,
The ultimate flow rate control device includes an adjustment flow rate control device (for example, an adjustment flow rate control device 8c in an embodiment described later) for controlling the first valve,
When the ultimate flow control device supplies a first ultimate flow rate (for example, a small flow rate or a flow rate Qa in an embodiment described later) to the liquid fluid supply part, the adjustment flow control device shuts off the first valve,
When the ultimate flow control device supplies a second ultimate flow rate (for example, a large flow rate or a flow rate Qb in an embodiment to be described later) larger than the first ultimate flow rate to the liquid fluid supplied portion, the adjustment flow rate control device is Communicating the first valve;
When the required flow rate acquisition means acquires the first required flow rate, the adjusted flow rate control device shuts off the first valve,
When the required flow rate acquisition means acquires a second required flow rate that is greater than the first required flow rate, the adjusted flow rate control device communicates with the first valve;
The vehicle drive device is a supply control device that controls a supply flow rate that is a flow rate supplied from the liquid fluid supply device to the first flow path and the second flow path (for example, a supply control apparatus 8d in an embodiment described later). )
When the supply flow rate is a first supply flow rate (for example, a flow rate Qc of an embodiment described later), the adjustment flow control device shuts off the first valve,
When the supply flow rate is a second supply flow rate that is less than the first supply flow rate (for example, a flow rate Qd in an embodiment described later), the adjustment flow rate control device communicates with the first valve,
A flow rate (for example, a flow rate QOR in an embodiment described later) supplied from the storage unit to the liquid fluid supply unit when the first valve is communicated is the second required flow rate and the second supply flow rate. It is characterized by being set to be equal to or greater than a flow rate difference (for example, a difference ΔQ1 in an embodiment described later).
The invention according to claim 5
An electric motor that generates a driving force of the vehicle (for example, first and second electric motors 2A and 2B in embodiments described later);
A power transmission mechanism (for example, first and second planetary gear speed reducers in embodiments described later) connected to the electric motor so as to be able to transmit power;
A liquid fluid supply unit (for example, a lubrication / cooling unit 91 of an embodiment described later) that is supplied with a liquid fluid (for example, oil of an embodiment described later) that is at least one of the electric motor and the power transmission mechanism. A liquid fluid supply device for supplying the liquid fluid (for example, an electric oil pump 70 according to an embodiment described later),
A first fluid passage (for example, a lubrication / cooling passage 100, a first line oil passage 75a, a first oil passage 76a, a first fluid passage in an embodiment described later) that communicates the liquid fluid supply device and the liquid fluid supply portion. Two oil passages 76b), and a vehicle drive device (for example, a rear wheel drive device 1 in an embodiment described later),
The first fluid flow path includes a first flow path (for example, a first lubrication / cooling flow path 100a in an embodiment described later) and a second flow path (for example, a first flow path in an embodiment described later). 2 lubrication / cooling flow path 100b),
The second flow path is provided with a storage portion for storing the liquid fluid (for example, a catch tank CA in an embodiment described later),
Blocking and communication with the downstream second channel (for example, the downstream second lubrication / cooling channel 100bd in the embodiment described later) that is closer to the liquid fluid supply unit than the reservoir in the second channel. And a first valve (for example, an oil discharge switching valve OR in an embodiment to be described later) that switches the downstream second flow path between the cutoff state and the communication state is disposed,
The vehicle drive device has a flow rate control device that controls a flow rate that reaches the liquid fluid supply unit, and a flow rate that is supplied from the liquid fluid supply device to the first flow path and the second flow path. A supply control device for controlling the supply flow rate (for example, a supply control device 8d in an embodiment described later),
The ultimate flow rate control device includes an adjustment flow rate control device (for example, an adjustment flow rate control device 8c in an embodiment described later) for controlling the first valve,
When the ultimate flow control device supplies a first ultimate flow rate (for example, a small flow rate or a flow rate Qa in an embodiment described later) to the liquid fluid supply part, the adjustment flow control device shuts off the first valve,
When the ultimate flow control device supplies a second ultimate flow rate (for example, a large flow rate or a flow rate Qb in an embodiment to be described later) larger than the first ultimate flow rate to the liquid fluid supplied portion, the adjustment flow rate control device is Communicating the first valve;
When the supply flow rate is a first supply flow rate (for example, a flow rate Qc of an embodiment described later), the adjustment flow control device shuts off the first valve,
When the supply flow rate is a second supply flow rate that is lower than the first supply flow rate (for example, a flow rate Qd in an embodiment described later), the adjustment flow rate control device communicates with the first valve.
The invention according to claim 6
An electric motor that generates a driving force of the vehicle (for example, first and second electric motors 2A and 2B in embodiments described later);
A power transmission mechanism (for example, first and second planetary gear speed reducers in embodiments described later) connected to the electric motor so as to be able to transmit power;
A liquid fluid supply unit (for example, a lubrication / cooling unit 91 of an embodiment described later) that is supplied with a liquid fluid (for example, oil of an embodiment described later) that is at least one of the electric motor and the power transmission mechanism. A liquid fluid supply device for supplying the liquid fluid (for example, an electric oil pump 70 according to an embodiment described later),
A first fluid passage (for example, a lubrication / cooling passage 100, a first line oil passage 75a, a first oil passage 76a, a first fluid passage in an embodiment described later) that communicates the liquid fluid supply device and the liquid fluid supply portion. Two oil passages 76b), and a vehicle drive device (for example, a rear wheel drive device 1 in an embodiment described later),
The first fluid flow path includes a first flow path (for example, a first lubrication / cooling flow path 100a in an embodiment described later) and a second flow path (for example, a first flow path in an embodiment described later). 2 lubrication / cooling flow path 100b),
The second flow path is provided with a storage portion for storing the liquid fluid (for example, a catch tank CA in an embodiment described later),
Blocking and communication with the downstream second channel (for example, the downstream second lubrication / cooling channel 100bd in the embodiment described later) that is closer to the liquid fluid supply unit than the reservoir in the second channel. And a first valve (for example, an oil discharge switching valve OR in an embodiment to be described later) that switches the downstream second flow path between the cutoff state and the communication state is disposed,
Blocking and communicating with the upstream second flow path (for example, the upstream second lubrication / cooling flow path 100bu in the embodiment described later) that is closer to the liquid fluid supply device than the storage portion of the second flow path. A second valve (for example, an oil storage switching valve OA in an embodiment described later) that switches the upstream-side second flow path between a cutoff state and a communication state is disposed,
The vehicle drive device has a flow rate control device that controls a flow rate that reaches the liquid fluid supply unit, and a flow rate that is supplied from the liquid fluid supply device to the first flow path and the second flow path. A supply control device for controlling the supply flow rate (for example, a supply control device 8d in an embodiment described later),
The ultimate flow rate control device includes an adjustment flow rate control device (for example, an adjustment flow rate control device 8c in an embodiment described later) for controlling the first valve,
When the ultimate flow control device supplies a first ultimate flow rate (for example, a small flow rate or a flow rate Qa in an embodiment described later) to the liquid fluid supply part, the adjustment flow control device shuts off the first valve,
When the ultimate flow control device supplies a second ultimate flow rate (for example, a large flow rate or a flow rate Qb in an embodiment to be described later) larger than the first ultimate flow rate to the liquid fluid supplied portion, the adjustment flow rate control device is Communicating the first valve;
When the supply flow rate is a third supply flow rate (for example, a flow rate Qd in an embodiment described later), the adjustment flow control device shuts off the second valve,
When the supply flow rate is a fourth supply flow rate that is higher than the third supply flow rate (for example, a flow rate Qc in an embodiment described later), the adjustment flow rate control device communicates with the second valve.
The invention according to claim 7
An electric motor that generates a driving force of the vehicle (for example, first and second electric motors 2A and 2B in embodiments described later);
A power transmission mechanism (for example, first and second planetary gear speed reducers in embodiments described later) connected to the electric motor so as to be able to transmit power;
A liquid fluid supply unit (for example, a lubrication / cooling unit 91 of an embodiment described later) that is supplied with a liquid fluid (for example, oil of an embodiment described later) that is at least one of the electric motor and the power transmission mechanism. A liquid fluid supply device for supplying the liquid fluid (for example, an electric oil pump 70 according to an embodiment described later),
A first fluid passage (for example, a lubrication / cooling passage 100, a first line oil passage 75a, a first oil passage 76a, a first fluid passage in an embodiment described later) that communicates the liquid fluid supply device and the liquid fluid supply portion. Two oil passages 76b), and a vehicle drive device (for example, a rear wheel drive device 1 in an embodiment described later),
The first fluid flow path includes a first flow path (for example, a first lubrication / cooling flow path 100a in an embodiment described later) and a second flow path (for example, a first flow path in an embodiment described later). 2 lubrication / cooling flow path 100b),
The second flow path is provided with a storage portion for storing the liquid fluid (for example, a catch tank CA in an embodiment described later),
Blocking and communication with the downstream second channel (for example, the downstream second lubrication / cooling channel 100bd in the embodiment described later) that is closer to the liquid fluid supply unit than the reservoir in the second channel. And a first valve (for example, an oil discharge switching valve OR in an embodiment to be described later) that switches the downstream second flow path between the cutoff state and the communication state is disposed,
In the second flow path, the upstream second flow path (for example, the upstream second lubrication / cooling flow path 100bu in the embodiment described later) of the storage section on the liquid fluid supply device side is blocked and communicated. A second valve (for example, an oil storage switching valve OA in an embodiment described later) that switches the upstream-side second flow path between a cutoff state and a communication state is disposed,
The vehicle drive device includes an arrival flow rate control device that controls an arrival flow rate that reaches the liquid fluid supply unit,
The ultimate flow rate control device includes an adjusted flow rate control device (for example, an adjusted flow rate control device 8c in an embodiment described later) that controls the first valve and the second valve,
When the ultimate flow control device supplies a first ultimate flow rate (for example, a small flow rate or a flow rate Qa in an embodiment described later) to the liquid fluid supply part, the adjustment flow control device communicates with the second valve,
When the ultimate flow control device supplies a second ultimate flow rate (for example, a large flow rate or a flow rate Qb in an embodiment to be described later) larger than the first ultimate flow rate to the liquid fluid supplied portion, the adjustment flow rate control device is The second valve is shut off.
Further, the invention according to claim 8 is
An electric motor that generates a driving force of the vehicle (for example, first and second electric motors 2A and 2B in embodiments described later);
A power transmission mechanism (for example, first and second planetary gear speed reducers in embodiments described later) connected to the electric motor so as to be able to transmit power;
A liquid fluid supply unit (for example, a lubrication / cooling unit 91 of an embodiment described later) that is supplied with a liquid fluid (for example, oil of an embodiment described later) that is at least one of the electric motor and the power transmission mechanism. A liquid fluid supply device for supplying the liquid fluid (for example, an electric oil pump 70 according to an embodiment described later),
A first fluid passage (for example, a lubrication / cooling passage 100, a first line oil passage 75a, a first oil passage 76a, a first fluid passage in an embodiment described later) that communicates the liquid fluid supply device and the liquid fluid supply portion. Two oil passages 76b), and a vehicle drive device (for example, a rear wheel drive device 1 in an embodiment described later),
The first fluid flow path includes a first flow path (for example, a first lubrication / cooling flow path 100a in an embodiment described later) and a second flow path (for example, a first flow path in an embodiment described later). 2 lubrication / cooling flow path 100b),
The second flow path is provided with a storage portion for storing the liquid fluid (for example, a catch tank CA in an embodiment described later),
Blocking and communication with the downstream second channel (for example, the downstream second lubrication / cooling channel 100bd in the embodiment described later) that is closer to the liquid fluid supply unit than the reservoir in the second channel. And a first valve (for example, an oil discharge switching valve OR in an embodiment to be described later) that switches the downstream second flow path between the cutoff state and the communication state is disposed,
Blocking and communicating with the upstream second flow path (for example, the upstream second lubrication / cooling flow path 100bu in the embodiment described later) that is closer to the liquid fluid supply device than the storage portion of the second flow path. A second valve (for example, an oil storage switching valve OA in an embodiment described later) that switches the upstream-side second flow path between a cutoff state and a communication state is disposed,
The vehicle drive device includes an arrival flow rate control device that controls an arrival flow rate that reaches the liquid fluid supply unit,
The ultimate flow rate control device includes an adjusted flow rate control device (for example, an adjusted flow rate control device 8c in an embodiment described later) that controls the first valve and the second valve,
When the ultimate flow control device supplies a first ultimate flow rate (for example, a small flow rate or a flow rate Qa in an embodiment described later) to the liquid fluid supply part, the adjustment flow control device shuts off the first valve. , Communicating the second valve;
When the ultimate flow control device supplies a second ultimate flow rate (for example, a large flow rate or a flow rate Qb in an embodiment to be described later) larger than the first ultimate flow rate to the liquid fluid supplied portion, the adjustment flow rate control device The first valve is communicated and the second valve is shut off.

Moreover, in addition to the structure of Claim 7 , invention of Claim 9 is added to the structure of Claim 7 ,
A required flow rate acquisition unit (for example, a required flow rate acquisition unit 8b in an embodiment described later) that acquires a required flow rate that is a flow rate required by the liquid fluid supply unit;
When the required flow rate acquisition means acquires a first required flow rate (for example, a small flow rate, a flow rate Qa in an embodiment described later), the adjusted flow rate control device communicates with the second valve,
When the required flow rate acquisition means acquires a second required flow rate that is higher than the first required flow rate (for example, a large flow rate, a flow rate Qb in an embodiment described later), the adjustment flow rate control device shuts off the second valve. It is characterized by that.

Moreover, in addition to the structure of Claim 9 , the invention of Claim 10 adds to the structure of Claim 9 ,
A torque state quantity acquisition means (for example, a torque sensor 94 in an embodiment described later) for acquiring at least one of a torque state quantity generated by the electric motor and a torque state quantity transmitted by the power transmission mechanism;
The required flow rate acquisition means obtains the required flow rate based on the torque state quantity,
The required flow rate acquisition means sets the required flow rate as the first required flow rate when the torque state quantity is less than a predetermined value, and sets the required flow rate as the second required flow rate when the torque state quantity is equal to or greater than the predetermined value. It is characterized by.

The invention described in Claim 11, in addition to the configuration according to claim 9,
Rotation state acquisition means for acquiring at least one of the rotation state of the electric motor and the rotation state of the power transmission mechanism (for example, a rotation speed sensor 95 of the embodiment described later),
The required flow rate acquisition means obtains the required flow rate based on the rotation state,
The required flow rate acquisition means sets the first required flow rate when the rotational state is power running drive, and sets the second required flow rate when the rotational state is regenerative drive.

Moreover, in addition to the structure of Claim 9 , the invention of Claim 12 is
Temperature acquisition means (for example, a temperature sensor 96 of the embodiment described later) for acquiring at least one of the temperature of the electric motor and the temperature of the power transmission mechanism;
The required flow rate acquisition means obtains the required flow rate based on the temperature,
The required flow rate obtaining means sets the first required flow rate when the temperature is lower than a predetermined value, and sets the second required flow rate when the temperature is equal to or higher than a predetermined value.

Further, in the invention described in claim 13 , in addition to the structure described in claim 7 ,
A supply control device (for example, a supply control device 8d in an embodiment described later) that controls a supply flow rate that is a flow rate supplied from the liquid fluid supply device to the first flow path and the second flow path;
When the supply flow rate is a first supply flow rate (for example, a flow rate Qc in an embodiment described later), the adjustment flow control device communicates the second valve,
When the supply flow rate is a second supply flow rate that is lower than the first supply flow rate (for example, a flow rate Qd in an embodiment described later), the adjustment flow control device shuts off the second valve.

Further, in the invention described in claim 14 , in addition to the structure described in claim 9 ,
A supply control device (for example, a supply control device 8d in an embodiment described later) that controls a supply flow rate that is a flow rate supplied from the liquid fluid supply device to the first flow path and the second flow path;
When the supply flow rate is a first supply flow rate (for example, a flow rate Qc in an embodiment described later), the adjustment flow control device communicates the second valve,
When the supply flow rate is a second supply flow rate that is less than the first supply flow rate (for example, a flow rate Qd in an embodiment described later), the adjustment flow control device shuts off the second valve,
The flow rate stored in the storage unit from the supply control device when the second valve is communicated (for example, the flow rate QOA in the embodiment described later) is the flow rate difference between the first supply flow rate and the first required flow rate. (For example, a difference ΔQ2 in an embodiment to be described later) is set to be equal to or less.

Moreover, in addition to the structure of Claim 13 or 14 , the invention of Claim 15 is
The arrival flow rate control device includes a storage amount acquisition unit (for example, a storage amount sensor 93 of an embodiment described later) that acquires the storage amount of the storage unit,
When the storage amount acquired by the storage amount acquisition means is equal to or greater than a predetermined value, the communication of the second valve is stopped when the supply flow rate is the first supply flow rate.

Moreover, in addition to the structure of Claim 15 , this invention of Claim 16
When the storage amount acquired by the storage amount acquisition means is equal to or greater than a predetermined value and the communication of the second valve is stopped, the flow rate is less than the flow rate that changes by switching the communication and blocking of the second valve, The supply flow rate is reduced.

Moreover, in addition to the structure of any one of Claim 7, 9 , 13-16 , invention of Claim 17 is provided,
The connection part between the storage part and the upstream second flow path is arranged at a position higher in the vertical direction than the connection part between the storage part and the downstream second flow path.

In addition to the configuration described in claim 5 or 13 , the invention described in claim 18
A fluid pressure device driven by fluid pressure (for example, hydraulic brakes 60A and 60B in embodiments described later);
A second fluid passage (for example, a line oil passage 75 and a brake oil passage 77 according to an embodiment described later) that communicates the liquid fluid supply device and the fluid pressure device and is disposed in parallel with the first fluid passage. And comprising
The supply control device controls a supply fluid pressure that is a fluid pressure supplied to the fluid pressure device.

In addition to the configuration described in claim 18, the invention described in claim 19 includes
A required pressure acquisition means (for example, a required pressure acquisition means 8a in an embodiment described later) for acquiring a required pressure that is a pressure required by the fluid pressure device;
When the required pressure acquisition means acquires a first required pressure (for example, a low pressure and a pressure Pa in an embodiment described later), the supply control device is configured to output the first required pressure and the first supply flow rate (for example, an implementation described later). Control to satisfy the high pressure and large flow rate region from the operating point C of the configuration,
When the required pressure acquisition unit acquires a second required pressure higher than the first required pressure (for example, a high pressure, a pressure Pb in an embodiment described later), the supply control device detects the second required pressure and the second required pressure. Control is performed so as to satisfy a supply flow rate (for example, a high pressure and large flow rate region from an operating point D of an embodiment described later).

In addition to the configuration described in claim 19, the invention described in claim 20 includes
The liquid fluid supply device includes an electrically driven liquid fluid supply device (for example, an electric oil pump 70 according to an embodiment described later) that is electrically driven,
In the electrically driven liquid fluid supply device, the power consumed by the supply control device at the first required pressure and the first supply flow rate (for example, power consumption at an operating point C in an embodiment described later) The power consumed when controlling at the second required pressure and the second supply flow rate (for example, power consumption at an operating point D in an embodiment described later) is equal.

In addition to the configuration described in claim 19 or 20, the invention described in claim 21 includes
In the first fluid channel and the second fluid channel, a channel switching valve (for example, an oil channel in an embodiment described later) provided with a valve body that can be switched between a first operating position and a second operating position. A switching valve 73) is provided,
The first fluid flow path is configured such that when the valve body is in the first operating position (for example, a low pressure side position in an embodiment described later) and the second operating position (for example, a high pressure side in an embodiment described later). The channel resistance is different depending on the position).

Further, in the invention described in claim 22, in addition to the structure described in claim 21,
The flow path switching valve includes a return means (for example, a spring 73b in an embodiment described later) for biasing the valve body from the second operating position toward the first operating position, and the valve body A liquid chamber (for example, an oil chamber 73c in an embodiment described later) that contains the liquid fluid that is biased in the direction from the first operating position to the second operating position;
In the liquid chamber, the valve body communicates with the liquid fluid supply device at the first and second operating positions,
The first fluid flow path is characterized in that the flow path resistance is greater when the valve body is in the second operating position than when the valve body is in the first operating position.

Further, the invention described in claim 23 is in addition to the structure described in claim 22,
The first fluid channel is a first branch fluid channel (for example, arranged parallel to each other downstream of the channel switching valve and upstream of the first channel and the second channel). A first oil passage 76a in an embodiment described later and a second branch fluid passage (for example, a second oil passage 76b in an embodiment described later),
When the valve body is in the first operating position, the flow path switching valve is in communication with the first branch fluid flow path , and when the valve body is in the second operating position, The branch fluid flow path is in communication,
The first branch fluid channel and the second branch fluid channel have different channel resistances.

Further, in the invention described in claim 24 , in addition to the structure described in claim 8 ,
A supply control device that controls a supply flow rate that is a flow rate supplied from the liquid fluid supply device to the first flow path and the second flow path (for example, a supply control apparatus 8d in an embodiment described later);
A fluid pressure device driven by fluid pressure (for example, hydraulic brakes 60A and 60B in embodiments described later);
A second fluid passage (for example, a line oil passage 75 and a brake oil passage 77 according to an embodiment described later) that communicates the liquid fluid supply device and the fluid pressure device and is disposed in parallel with the first fluid passage. When,
Request pressure acquisition means (for example, required pressure acquisition means 8a of the embodiment described later) for acquiring a required pressure that is a pressure required by the fluid pressure device,
The supply control device controls a supply fluid pressure which is a fluid pressure supplied to the fluid pressure device;
When the supply flow rate is a first supply flow rate (for example, a flow rate Qc in an embodiment described later), the adjustment flow control device shuts off the first valve and communicates the second valve,
When the supply flow rate is a second supply flow rate that is smaller than the first supply flow rate (for example, a flow rate Qd in an embodiment described later), the adjustment flow rate control device communicates with the first valve and the second valve. Shut off
When the required pressure acquisition means acquires a first required pressure (for example, a low pressure and a pressure Pa in an embodiment described later), the supply control device is configured to output the first required pressure and the first supply flow rate (for example, an implementation described later). Control to satisfy the high pressure and large flow rate region from the operating point C of the configuration,
When the required pressure acquisition unit acquires a second required pressure higher than the first required pressure (for example, a high pressure, a pressure Pb in an embodiment described later), the supply control device detects the second required pressure and the second required pressure. Control is performed so as to satisfy a supply flow rate (for example, a high pressure and large flow rate region from an operating point D of an embodiment described later).

In addition to the configuration described in claim 8 , the invention described in claim 25 includes
The adjusted flow control device prohibits communication of both the first valve and the second valve.

In addition to the structure of any one of claims 8 , 24, and 25 , the invention described in claim 26 is
The flow rate (for example, the flow rate QOR in the embodiment described later) supplied from the reservoir to the liquid fluid supply unit when the first valve is communicated is the liquid fluid supply when the second valve is communicated. It is characterized by being set to be less than a flow rate stored in the storage unit from the apparatus (for example, a flow rate QOA in an embodiment described later).

The invention according to claim 27, in addition to the configuration according to any one of claims 1 to 26
The first flow path and the downstream second flow path are merged on the downstream side to form a common flow path.

According to the first aspect of the present invention, it is determined whether or not to increase the flow rate reaching the liquid fluid supply unit by adding the liquid fluid stored in the storage unit by switching between communication and blocking of the first valve. It is arbitrarily controllable and can efficiently cool and / or lubricate.
In addition, by connecting the first valve, the liquid fluid stored in the storage unit can be added, and the added amount of liquid fluid can reach the liquid fluid supply unit.
Further, when a relatively large flow rate is required, the ultimate flow rate can be made closer to the required flow rate by communicating the first valve.
Furthermore, the flow rate can be controlled according to the torque generated by the electric motor. When the torque state quantity is large, the heat generation of the electric motor becomes large. Therefore, efficient cooling and / or lubrication can be performed by relatively increasing the amount reached.

According to the second aspect of the present invention, it is determined whether or not to increase the flow rate reaching the liquid fluid supply unit by adding the liquid fluid stored in the storage unit by switching between communication and blocking of the first valve. It is arbitrarily controllable and can efficiently cool and / or lubricate.
In addition, by connecting the first valve, the liquid fluid stored in the storage unit can be added, and the added amount of liquid fluid can reach the liquid fluid supply unit.
Further, when a relatively large flow rate is required, the ultimate flow rate can be made closer to the required flow rate by communicating the first valve.
Furthermore, the flow rate can be controlled according to the rotation state of the electric motor. Since regeneration of the motor is often performed in a short time, the regeneration amount may be prioritized regardless of the efficiency, and heat generation is increased accordingly, so efficient cooling and / Or can be lubricated.

According to the invention described in claim 3, whether or not to increase the flow rate reaching the liquid fluid supply part by adding the liquid fluid stored in the storage part by switching between the communication and the shutoff of the first valve. It is arbitrarily controllable and can efficiently cool and / or lubricate.
In addition, by connecting the first valve, the liquid fluid stored in the storage unit can be added, and the added amount of liquid fluid can reach the liquid fluid supply unit.
Further, when a relatively large flow rate is required, the ultimate flow rate can be made closer to the required flow rate by communicating the first valve.
Furthermore, flow control based on temperature information can be performed. When heat accumulates and the temperature rises during continuous operation for a long period of time, efficient cooling and / or lubrication can be achieved by relatively increasing the amount reached.

According to the fourth aspect of the present invention, it is determined whether or not to increase the flow rate reaching the liquid fluid supply unit by adding the liquid fluid stored in the storage unit by switching between communication and blocking of the first valve. It is arbitrarily controllable and can efficiently cool and / or lubricate.
In addition, by connecting the first valve, the liquid fluid stored in the storage unit can be added, and the added amount of liquid fluid can reach the liquid fluid supply unit.
Further, when a relatively large flow rate is required, the ultimate flow rate can be made closer to the required flow rate by communicating the first valve.
Furthermore, even when the supply flow rate is the second supply flow rate, which is relatively small, the same amount or more as the second required flow rate can be reached by communicating the first valve.

According to the fifth aspect of the present invention, it is determined whether or not to increase the flow rate reaching the liquid fluid supply part by adding the liquid fluid stored in the storage part by switching between communication and blocking of the first valve. It is arbitrarily controllable and can efficiently cool and / or lubricate.
In addition, by connecting the first valve, the liquid fluid stored in the storage unit can be added, and the added amount of liquid fluid can reach the liquid fluid supply unit.
Furthermore, when the supply flow rate is small, the liquid fluid stored in the storage unit is added with the liquid fluid stored in the storage unit by communicating with the first valve, and the liquid fluid of the added flow rate is supplied to the liquid fluid Can be reached.

According to the sixth aspect of the present invention, it is determined whether or not to increase the flow rate reaching the liquid fluid supply part by adding the liquid fluid stored in the storage part by switching between communication and blocking of the first valve. It is arbitrarily controllable and can efficiently cool and / or lubricate.
In addition, by connecting the first valve, the liquid fluid stored in the storage unit can be added, and the added amount of liquid fluid can reach the liquid fluid supply unit.
Further, when the supply flow rate is large, the fluid can be stored in the storage unit by communicating the second valve, and the reduced amount of the liquid fluid can reach the liquid fluid supply unit.

According to the seventh aspect of the present invention, it is determined whether or not to increase the flow rate reaching the liquid fluid supply part by adding the liquid fluid stored in the storage part by switching between communication and blocking of the first valve. It is arbitrarily controllable and can efficiently cool and / or lubricate.
Further, by switching between communication and blocking of the second valve, it is possible to arbitrarily control whether or not the flow rate of the liquid fluid stored in the storage portion and reaching the liquid fluid supply portion is reduced, and efficient cooling and / or Or it can be lubricated.

According to the invention described in claim 8, it is determined whether or not to increase the flow rate reaching the liquid fluid supply part by adding the liquid fluid stored in the storage part by switching between communication and blocking of the first valve. It is arbitrarily controllable and can efficiently cool and / or lubricate.
In addition, since the first valve and the second valve can be controlled independently, the ultimate flow rate can be freely controlled by a combination of blocking and communication of the first valve and the second valve.

According to the ninth aspect of the present invention, when a relatively small flow rate is required, the ultimate flow rate can be made closer to the required flow rate by communicating the second valve.

According to the tenth aspect of the present invention, the flow rate can be controlled according to the torque generated by the electric motor. When the torque state quantity is large, the heat generation of the electric motor becomes large. Therefore, efficient cooling and / or lubrication can be performed by relatively increasing the amount reached.

According to the eleventh aspect of the present invention, the flow rate can be controlled according to the rotation state of the electric motor. Since regeneration of the motor is often performed in a short time, the regeneration amount may be prioritized regardless of the efficiency, and heat generation is increased accordingly, so efficient cooling and / Or can be lubricated.

According to the twelfth aspect of the present invention, flow rate control based on temperature information can be performed. When heat accumulates and the temperature rises during continuous operation for a long period of time, efficient cooling and / or lubrication can be achieved by relatively increasing the amount reached.

According to the thirteenth aspect of the present invention, when the supply flow rate is large, the liquid fluid is stored in the storage unit by communicating the second valve, and the reduced amount of liquid fluid reaches the liquid fluid supply unit. Can be made.

According to the fourteenth aspect of the present invention, at the first supply flow rate with a relatively high supply flow rate , even if the second valve is communicated, the liquid fluid supply unit supplies the same amount or more as the first required flow rate. Can be reached.

According to the fifteenth aspect of the present invention, when the storage amount of the storage unit is equal to or greater than a predetermined value, the flow rate newly stored in the storage unit is reduced. Thereby, it can prevent performing the storage which exceeds the storage amount of a storage part.

According to the sixteenth aspect of the present invention, when the remaining amount of the storage unit is equal to or greater than a predetermined value, the storage is stopped and the supply flow rate from the liquid fluid supply device is also reduced. Thereby, when the storage amount is a predetermined value or more, the energy consumption of the liquid fluid supply device can be suppressed by reducing the supply flow rate.

According to the invention described in claim 17, by changing the height of the connecting portion, it is possible to efficiently control the arrival amount of the liquid fluid using gravity.

  According to the eighteenth aspect of the present invention, the fluid supply to the liquid fluid supply unit and the driving of the fluid pressure device can be performed by one liquid fluid supply device. Thereby, two functions can be realized by one device, and space can be effectively used.

  According to the nineteenth aspect of the present invention, by switching between high pressure / small flow rate and low pressure / large flow rate, the high pressure / large flow rate is prevented and the liquid fluid supply device is prevented from entering a large energy consumption state. Can do.

  According to the twentieth aspect of the invention, since the liquid fluid supply device is electrically driven, the operating point can be set independently of the electric motor and the power transmission mechanism. Further, the power consumption of the liquid fluid supply device can be controlled at a constant level, and the load fluctuation of the battery can be eliminated.

  According to the twenty-first aspect, the liquid fluid supplied from the liquid fluid supply device to the liquid fluid supply portion can be controlled by the flow path switching valve.

  According to the twenty-second aspect of the present invention, since the flow path switching valve is operated by the fluid pressure from the liquid fluid supply device, the flow path switching valve is automatically operated by the change in the supply pressure, and the flow path resistance is changed. To do. Thereby, even if the fluid pressure changes, the pressure of the liquid fluid reaching the liquid fluid supply portion can be kept constant.

  According to the invention described in claim 23, the pressure of the liquid fluid reaching the liquid fluid supply part can be kept constant by switching the flow paths having different flow path resistances depending on the operation position of the flow path switching valve. .

According to the invention of claim 24 , among the control of the first valve and the second valve, the first valve communicates and the second valve shuts off, or the first valve shuts off and the second valve communicates. By doing so, it is possible to control at low pressure / large flow rate and high pressure / small flow rate instead of low pressure / small flow rate and high pressure / large flow rate. Thereby, supply of a necessary and sufficient flow rate can be performed while satisfying the required pressure, so that energy consumption of the liquid fluid supply device can be suppressed.

According to the invention described in claim 25, when both the first valve and the second valve are in communication, the flow rate supplied from the storage unit to the liquid fluid supply unit and the supply control device store in the storage unit. Depending on the setting of the difference with the flow rate, the storage amount increases (the reached flow rate decreases) or the storage amount decreases (the reached flow rate increases), but the increase / decrease is only the difference amount, so both communication is prohibited. Thus, control can be facilitated.

According to invention of Claim 26 , it can suppress that the storage amount of a storage part is lost.

According to the twenty-seventh aspect of the present invention, there is no need to provide two inlets in the liquid fluid supply portion, and the degree of freedom in design can be improved.

1 is a block diagram showing a schematic configuration of a hybrid vehicle that is an embodiment of a vehicle on which a vehicle drive device according to the present invention can be mounted. It is a longitudinal cross-sectional view of one Embodiment of a rear-wheel drive device. FIG. 3 is a partially enlarged view of the rear wheel drive device shown in FIG. 2. FIG. 3 is a hydraulic circuit diagram when the vehicle is stopped. (A) is explanatory drawing when an oil-path switching valve is located in a low-pressure side position, (b) is explanatory drawing when an 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. It is a block diagram explaining control of a hydraulic circuit. It is a figure which shows the relationship between the pressure of an electric oil pump, and the supply amount of oil. 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 hydraulic circuit diagram at the time of forward low vehicle speed and at the time of forward vehicle speed. It is a hydraulic circuit diagram at the time of deceleration regeneration and reverse travel. It is a hydraulic circuit diagram at the time of forward high vehicle speed.

First, an embodiment of a vehicle drive device according to the present invention will be described with reference to FIGS.
The vehicle drive device according to the present invention 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 first and second electric motors 2A and 2B of the rear wheel drive device 1 on the rear wheel Wr side are connected to the battery 9 to supply power from the battery 9 and to regenerate energy to the battery 9. Is possible. Reference numeral 8 denotes a control device for performing various controls of the entire vehicle.

  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, and includes therein first and second electric motors 2A and 2B for driving an axle, and the first and second electric motors 2A and 2B. The first and second planetary gear type speed reducers 12A and 12B that decelerate the drive rotation are disposed coaxially with the axles 10A and 10B. The first electric motor 2A and the first planetary gear speed reducer 12A control the left rear wheel LWr, the second electric motor 2B and the second planetary gear speed reducer 12B control the right rear wheel RWr, and the first electric motor 2A and The first planetary gear speed reducer 12A, the second electric motor 2B, and the second planetary gear speed reducer 12B are arranged symmetrically in the vehicle width direction in the speed reducer case 11.

  The stators 14A and 14B of the first and second electric motors 2A and 2B are respectively fixed inside the left and right ends of the speed reducer case 11, and the annular rotors 15A and 15B are rotatable on the inner peripheral sides of the stators 14A and 14B. Is arranged. 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.

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

  The sun gears 21A and 21B are formed integrally with the cylindrical shafts 16A and 16B. Further, 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 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 as fluid pressure devices for applying a braking force to the ring gears 24A and 24B in the spaces. Are overlapped with the first pinions 26A and 26B in the radial direction and overlapped with the second pinions 27A and 27B in the axial direction. The hydraulic brakes 60A and 60B include a plurality of fixed plates 35A and 35B that are spline-fitted to the inner peripheral surface of a cylindrical outer diameter side support portion 34 that extends in the axial direction on the inner diameter side of the speed reducer case 11, a ring gear 24A, A plurality of rotating plates 36A, 36B that are spline-fitted on the outer peripheral surface of 24B are alternately arranged in the axial direction, and these plates 35A, 35B, 36A, 36B are fastened and released by the annular pistons 37A, 37B. It is like that. The pistons 37 </ b> A and 37 </ b> B are formed between the left and right dividing walls 39 extending from the intermediate position of the reduction gear case 11 to the inner diameter side, and the outer diameter side support portion 34 and the inner diameter side support portion 40 connected by the left and right division walls 39. The pistons 37A and 37B are moved forward by introducing high pressure oil into the cylinder chambers 38A and 38B, and the oil is discharged from the cylinder chambers 38A and 38B. The pistons 37A and 37B are moved backward.

  In more detail, 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. The inner peripheral walls 65A and 65B are connected to each other. 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. 4) 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. 4) 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.

  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.

  The hydraulic brakes 60A and 60B configured in this manner lock the ring gears 24A and 24B at the time of engagement, so that the power transmission path between the first and second electric motors 2A and 2B and the rear wheel Wr can be connected to transmit power. During the release, the ring gears 24A and 24B are allowed to rotate, and the power transmission path is set in a shut-off state in which power transmission is impossible.

  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 first and second electric motors 2A and 2B. More specifically, in the one-way clutch 50, when the rotational power in the forward direction (the rotational direction when the vehicle 3 is advanced) on the first and second electric motors 2A, 2B side is input to the rear wheel Wr side. To the state where the first and second electric motors 2A, 2B side reverse rotational power is input to the rear wheel Wr side, it becomes non-engaged and power transmission is impossible. When the rotational power in the forward direction on the rear wheel Wr side is input to the first and second motors 2A, 2B, the power is not engaged and cannot be transmitted, and the rotational power in the reverse direction on the rear wheel Wr side is When it is input to the first and second electric motors 2A, 2B, it engages and can transmit power.

  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 first and second electric motors 2A and 2B and the rear wheel Wr. ing.

Next, the hydraulic circuit 71 will be described with reference to FIGS.
The hydraulic circuit 71 draws oil sucked from an oil suction port 70 a provided in the oil pan 80 and discharged from the electric oil pump 70 through the oil path switching valve 73 and the brake oil path switching valve 74. The first and second electric motors 2A and 2B, and the first and second planetary gear speed reducers are provided via a flow path (second fluid flow path) capable of supplying oil to the first working chamber S1 of 60B and the oil path switching valve 73. And a flow path (first fluid flow path) that can be supplied to the lubrication / cooling section 91 such as 12A and 12B. 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 sensor that detects the oil temperature and oil pressure of the brake oil passage 77.

  The oil passage switching valve 73 includes a first line oil passage 75a on the electric oil pump 70 side that constitutes the line oil passage 75, and a second line oil passage 75b on the brake oil passage switching valve 74 side that constitutes the line oil passage 75. The first oil passage 76 a communicating with the lubrication / cooling section 91 and the second oil passage 76 b communicating with the lubrication / cooling section 91 are connected. In addition, the oil passage switching valve 73 constantly communicates the first line oil passage 75a and the second line oil passage 75b and selectively communicates the line oil passage 75 with the first oil passage 76a or the second oil passage 76b. The valve body 73a, a spring 73b that urges the valve body 73a in a direction (rightward in FIG. 4) that connects the line oil passage 75 and the first oil passage 76a, and the valve body 73a by the oil pressure of the line oil passage 75. An oil chamber 73c that presses the line oil passage 75 and the second oil passage 76b in a direction (leftward in FIG. 4). Therefore, the valve element 73a is urged by the spring 73b in a direction (rightward in FIG. 4) that connects the line oil passage 75 and the first 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. 4) that connects the line oil passage 75 and the second oil passage 76b.

  Here, the urging force of the spring 73b is, as shown in FIG. 5A, 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 oil passage 76b so as to communicate with the first oil passage 76a (hereinafter, the position of the valve body 73a in FIG. 5A is referred to as a low pressure side position). .), When the electric oil pump 70 is operated in the high pressure mode described later, the hydraulic pressure of the line oil passage 75 is input to the oil chamber 73c, as shown in FIG. The passage 75 is set so as to be blocked from the first oil passage 76a and communicated with the second oil passage 76b (hereinafter, the position of the valve body 73a in FIG. 5B is referred to as a high pressure side position).

  The brake oil passage switching valve 74 includes a second line oil passage 75b constituting the line oil passage 75, a brake oil passage 77 connected to the hydraulic brakes 60A and 60B, and a storage portion 79 via a high-position drain 78. Connected to. Further, the brake oil passage switching valve 74 connects and disconnects the second line oil passage 75b and the brake oil passage 77, and shuts off the valve body 74a from the second line oil passage 75b and the brake oil passage 77. Spring 74b urging in the direction (rightward in FIG. 4) 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. 4). And an oil chamber 74c that presses the Accordingly, the valve body 74a is urged by the spring 74b in a direction (to the right in FIG. 4) in which the second line oil passage 75b and the brake oil passage 77 are blocked, and the line oil passage that is input to the oil chamber 74c. The hydraulic pressure of 75 allows the second line oil passage 75b and the brake oil passage 77 to be pressed in the direction (leftward in FIG. 4).

  The urging force of the spring 74b is the hydraulic pressure of the line oil passage 75 input to the oil chamber 74c while the electric oil pump 70 is operating in the low pressure mode and the high pressure mode. 6 (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 storage unit 79 is arranged to be higher in the vertical direction than the oil pan 80. Therefore, when the brake oil passage switching valve 74 is closed, the oil stored in the first working chamber S1 of the hydraulic brakes 60A and 60B is not directly discharged to the oil pan 80 but is discharged to the storage unit 79. Configured to be stored. The oil overflowing from the reservoir 79 is configured to be discharged to the oil pan 80. In addition, the storage portion side end portion 78 a of the high position drain 78 is connected to the bottom surface of the storage portion 79.

  The oil chamber 74 c of the brake oil passage switching valve 74 is connectable to a second line oil passage 75 b constituting the line oil passage 75 via a pilot oil passage 81 and a solenoid valve 83. The solenoid valve 83 is configured by an electromagnetic three-way valve controlled by the control device 8, and the pilot oil is supplied to the second line oil passage 75 b when the control device 8 is not energized to the solenoid 174 of the solenoid valve 83 (see FIG. 7). Connected to the path 81, the oil pressure of the line oil path 75 is input to the oil chamber 74c.

  As shown in FIG. 7, 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. 7A 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. Thereby, 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 through the pilot oil passage 81 (hereinafter, FIG. 7). (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), as shown in FIG. 7B, 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. 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. 7B may be referred to as a valve closing position).

  Returning to FIG. 4, in the hydraulic circuit 71, the first oil passage 76 a and the second oil passage 76 b merge at the lubrication / cooling passage 100 located on the downstream side. When the line pressure of the lubrication / cooling flow path 100 becomes equal to or higher than a predetermined pressure, oil in the lubrication / cooling flow path 100 is discharged to the oil pan 80 through the relief drain 86 to reduce the hydraulic pressure. A relief valve 84 is connected.

  Here, as shown in FIG. 5, the first oil passage 76a and the second oil passage 76b are respectively provided with orifices 85a and 85b as passage resistance means, and the orifice 85a of the first oil passage 76a is formed. The second oil passage 76b is configured to have a larger diameter than the orifice 85b. Accordingly, the flow resistance of the second oil passage 76b is larger than the flow resistance of the first oil passage 76a, and the amount of pressure reduction in the second oil passage 76b during operation of the electric oil pump 70 in the high pressure mode is the electric oil pump. 70 is larger than the amount of pressure reduction in the first oil passage 76a during operation in the low pressure mode, and the oil pressure in the lubrication / cooling passage 100 in the high pressure mode and the low pressure mode is substantially equal.

  As described above, the oil path switching valve 73 connected to the first oil path 76a and the second oil path 76b has a spring 73b that 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 prevails and the urging force of the spring 73b causes the valve body 73a to be positioned at the low pressure side position, thereby blocking the line oil passage 75 from the second oil passage 76b and communicating with the first oil passage 76a. The oil flowing through the first oil passage 76 a is subjected to flow path resistance at the orifice 85 a, is depressurized, and is supplied to the lubrication / cooling flow path 100. 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 blocked from the first oil passage 76a and communicated with the second oil passage 76b. The oil flowing through the second oil passage 76b is reduced in pressure by the orifice 85b due to a larger passage resistance than the orifice 85a and supplied to the lubrication / cooling passage 100.

  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. Supplying high-pressure oil to the lubrication / cooling section 91 via the lubrication / cooling flow path 100 in the mode is suppressed.

  Here, the lubrication / cooling flow path 100 includes a first lubrication / cooling flow path 100a and a second lubrication / cooling flow arranged in parallel to each other downstream of the joining portion of the first oil path 76a and the second oil path 76b. Road 100b. The second lubrication / cooling flow path 100b is provided with a catch tank CA capable of storing a predetermined amount of oil. Further, the second lubrication on the downstream side is switched to the second lubrication / cooling channel 100bd on the downstream side that is closer to the lubrication / cooling section 91 than the catch tank CA in the second lubrication / cooling channel 100b. An oil discharge switching valve OR for switching the cooling flow path 100bd between the shut-off state and the communication state is disposed, and the second lubrication on the upstream side, which is the electric oil pump 70 side of the catch tank CA in the second lubrication / cooling flow path 100b. An oil storage switching valve OA that switches the upstream second lubrication / cooling flow path 100bu between the shut-off state and the communication state by switching between shut-off and communication is disposed in the cooling flow path 100bu. The first lubrication / cooling flow path 100a and the second lubrication / cooling flow path 100b join together on the downstream side of the catch tank CA, that is, before the lubrication / cooling section 91 to form a common flow path. The catch tank CA is provided with a storage amount sensor 93 for detecting the storage amount (see FIG. 8). The storage amount sensor 93 may be obtained by estimating from the opening / closing time of the oil discharge switching valve OR and the oil storage switching valve OA without directly detecting the storage amount of the catch tank CA. Further, in the present embodiment, the first lubrication / cooling flow path 100a and the second lubrication / cooling flow path 100b are merged on the downstream side of the catch tank CA, that is, before the lubrication / cooling section 91 and are shared. However, it may be configured to be supplied to the lubrication / cooling unit 91 in a separate flow path.

  When the oil discharge switching valve OR is in communication, the downstream second lubrication / cooling flow path 100bd is in communication, and the oil stored in the catch tank CA is supplied to the downstream second lubrication / cooling flow path 100bd. On the other hand, when the oil discharge switching valve OR is shut off, the downstream second lubrication / cooling passage 100bd is shut off, and the outflow of the oil stored in the catch tank CA is shut off.

  When the oil storage switching valve OA communicates, the upstream second lubrication / cooling flow path 100bu enters a communication state, and the oil flowing through the upstream second lubrication / cooling flow path 100bu is stored in the catch tank CA. On the other hand, when the oil storage switching valve OA is shut off, the upstream second lubrication / cooling flow path 100bu is shut off, and the inflow of oil into the catch tank CA is shut off.

  The connection portion between the catch tank CA and the upstream second lubrication / cooling flow channel 100bu is disposed at a position higher in the vertical direction than the connection portion between the catch tank CA and the downstream second lubrication / cooling flow channel 100bd. In the communication state of the side second lubrication / cooling flow path 100bd, oil can be efficiently supplied to the lubrication / cooling section 91 using gravity. The oil overflowing from the catch tank CA is configured to be discharged to the oil pan 80.

  Therefore, the oil discharge switching valve OR and the oil storage switching valve OA can be controlled independently, and by this, the combination of shutoff and communication of the oil discharge switching valve OR and the oil storage switching valve OA The flow rate reaching the lubrication / cooling section 91 can be freely controlled.

  Here, the control device 8 (see FIG. 1) is a control device for performing various controls of the entire vehicle. The control device 8 includes a vehicle speed, a steering angle, an accelerator pedal opening AP, a shift position, and charging in the battery 9. While the state (SOC) and the like are input, the control device 8 sends a signal indicating the signal for controlling the internal combustion engine 4, a signal for controlling the first and second electric motors 2 </ b> A, 2 </ b> B, and the like to the solenoid 174 of the solenoid valve 83. Control signal, a control signal for controlling the electric oil pump 70, a control signal for the oil discharge switching valve OR and the oil storage switching valve OA, and the like are output.

  Specifically, only the relationship of the hydraulic circuit 71 will be described. As shown in FIG. 8, the control device 8 determines the required pressures of the hydraulic brakes 60A and 60B from the vehicle speed, steering angle, accelerator pedal opening AP, shift position, and the like. Lubrication / cooling section based on the function as the required pressure acquisition means 8a to be acquired and the detected values from the torque sensor 94, the rotation speed sensor 95, and the temperature sensor 96 that detect various states of the first and second electric motors 2A and 2B. The function as the required flow rate acquisition means 8b for acquiring the required flow rate of oil required for 91, and the detected value from the storage amount sensor 93 for detecting the required flow rate acquired by the required flow rate acquisition means and the storage amount of the catch tank CA. Based on the function as the adjustment flow rate control device 8c for switching between shut-off and communication of the oil discharge switching valve OR and the oil storage switching valve OA based on the required pressure acquisition means 8a Obtained by the required pressure and based on the detected value from the accumulated amount sensor 93 has a function and a supply controller 8d for controlling the operating state of the electric oil pump 70. The control flow rate control device 8c of the control device 8 controls the oil flow rate reaching the lubrication / cooling unit 91 together with the catch tank CA, the oil discharge switching valve OR, the oil storage switching valve OA, and the electric oil pump 70. It also functions as an ultimate flow control device.

  The required pressure acquisition means 8a sets the required pressure to a high pressure when the vehicle 3 moves backward and decelerates, makes the required pressure low when the vehicle 3 moves forward, and sets the required pressure to zero when the vehicle 3 stops. The reason why the required pressure is set to be high when the vehicle 3 is moving backward and when decelerating and regenerating is that the one-way clutch 50 is disengaged when the vehicle 3 is moving backward and when decelerating and regenerating. This is because the second electric motors 2A, 2B and the rear wheel Wr are connected. On the other hand, the required pressure is reduced when the vehicle 3 moves forward because the one-way clutch 50 is engaged when the vehicle 3 moves forward, and the first and second motors 2A, 2B side and the rear wheel Wr side are separated. This is because the hydraulic brakes 60 </ b> A and 60 </ b> B may be released or weakly engaged, which will be described later, in order to be connected.

  For example, the required flow rate acquisition unit 8b sets the required flow rate to a small flow rate when the generated torque is less than a predetermined value based on the generated torque of the first and second electric motors 2A and 2B, and the required flow rate when the generated torque is equal to or greater than the predetermined value. Is a large flow rate. Thereby, flow control according to the generated torque of 1st and 2nd electric motor 2A, 2B can be performed. When the generated torque of the electric motor is large, heat generation of the electric motor becomes large. Therefore, efficient cooling and / or lubrication can be performed by relatively increasing the amount reached. Further, for example, based on the rotation states of the first and second motors 2A and 2B, the required flow rate is set to a small flow rate when the rotation state is powering drive, and the required flow rate is set to a large flow rate when the rotation state is regenerative drive. Thereby, flow control according to the rotation state of the electric motor can be performed. Since the regenerative drive of the motor is often performed in a short time, the regeneration amount may be prioritized regardless of the efficiency, and the heat generation increases accordingly, so it is efficient by relatively increasing the amount reached. Can be cooled and / or lubricated. Further, based on the temperatures of the first and second electric motors 2A and 2B, the required flow rate is set to a small flow rate when the temperature is less than a predetermined value, and the required flow rate is set to a large flow rate when the temperature is equal to or higher than the predetermined value. Thereby, flow control based on temperature information can be performed. When heat accumulates and the temperature rises during continuous operation for a long period of time, efficient cooling and / or lubrication can be achieved by relatively increasing the amount reached. In addition, in combination, when at least one of the generated torque, rotation state, and temperature of the first and second electric motors 2A and 2B requires a large flow rate, the required flow rate is set to a large flow rate, and both require a large flow rate. If not, the required flow rate may be small.

  The supply control device 8d operates the electric oil pump 70 in the high pressure mode when the required pressure from the required pressure acquisition means 8a is high, and operates the electric oil pump 70 in the low pressure mode when the required pressure from the required pressure acquisition means 8a is low. The electric oil pump 70 is not operated when the required pressure from the required pressure acquisition means 8a is zero.

  FIG. 9 is a diagram showing the relationship between the pressure of the electric oil pump and the amount of oil supplied. In the figure, I, II, and III are equal power consumption lines connecting operating points with the same power consumption, and the power consumption decreases in the order of I, II, and III.

  When the vehicle 3 moves backward and decelerates and regenerates, the required pressure acquisition means 8a requests the pressure Pb to set the required pressure to be high for fastening the hydraulic brakes 60A and 60B, and the required flow rate acquisition means 8b A flow rate Qb is required as a required flow rate for cooling the electric motors 2A, 2B and the first and second planetary gear type speed reducers 12A, 12B (also referred to as B and required point B in the figure). When the vehicle 3 moves forward, the required pressure acquisition means 8a makes the required pressure low in order to weakly engage the hydraulic brakes 60A and 60B, requests the pressure Pa, and the required flow rate acquisition means 8b has the first and second electric motors 2A, In order to cool 2B and the first and second planetary gear type speed reducers 12A and 12B, a flow rate Qa is required as a required flow rate (also referred to as “A” in the figure, also referred to as “requested point A”). In order to satisfy the points B and A without the catch tank CA as in the present application, it is necessary to set the operating point of the electric oil pump 70 itself as the required point B and the required point A. In order to operate the electric oil pump at point B, it is necessary to select an electric oil pump 70 that can be operated on the equal power consumption line I in FIG.

  On the other hand, in the present invention, the electric oil pump 70 is represented by a pressure Pb and a flow rate Qd represented by D (hereinafter also referred to as an operating point D, also referred to as a high pressure mode) and C (hereinafter referred to as an operating point C). , Also referred to as a low pressure mode.) Is operated at two operating points capable of outputting the pressure Pa and the flow rate Qc. Therefore, since the operating point D and the operating point C are on the equal power consumption line II in FIG. 9, an electric oil pump that consumes less power than before can be selected.

  Here, at the operating point D of the pressure Pb and the flow rate Qd, the flow rate is increased by a flow rate ΔQ1 (= flow rate Qb−flow rate Qd) corresponding to the difference between the flow rate Qb and the flow rate Qd compared to the required point B of the pressure Pb and the flow rate Qb. The shortage will be compensated by oil from the catch tank CA provided in the second lubrication / cooling flow path 100b. On the other hand, at the operating point C of the pressure Pa and the flow rate Qc, as compared with the required point A of the pressure Pa and the flow rate Qa, the flow rate is left by the flow rate ΔQ2 (flow rate Qc−flow rate Qa) corresponding to the difference between the flow rate Qc and the flow rate Qa. However, this surplus is stored in a catch tank CA provided in the second lubrication / cooling flow path 100b. Since the flow rate ΔQ2 is larger than the flow rate ΔQ1, even if the communication time of the oil discharge switching valve OR and the oil storage switching valve OA is the same time, it is possible to prevent the catch tank CA from being stored.

  The high pressure mode is not limited to the pressure Pb and the flow rate Qd at the operating point D, and may be higher and higher than that, and the low pressure mode is not limited to the pressure Pa and the flow rate Qc at the operating point C. Although high pressure and a large flow rate are possible, by operating at the operating points D and C on the equal power consumption line, the power consumption of the electric oil pump 70 can be controlled at a constant level, and the load fluctuation of the battery 9 can be eliminated. it can. Further, since it is not necessary to use a high-output electric oil pump, the cost can be reduced. In the low pressure mode, when the storage amount of the catch tank CA is greater than or equal to a predetermined value, the oil storage switching valve OA is shut off and the operating point is changed so that the flow rate becomes smaller than the flow rate Qc while maintaining the pressure Pa. You can also.

  When the supply flow rate of the electric oil pump 70 is the flow rate Qc in the low pressure mode, the adjustment flow rate control device 8c shuts off the oil discharge switching valve OR and communicates with the oil storage switching valve OA to supply the electric oil pump 70. When the flow rate is the flow rate Qd in the high pressure mode, the oil discharge switching valve OR is communicated and the oil storage switching valve OA is shut off.

  In this way, the excess oil is stored in the catch tank CA during the low pressure mode, and the oil that is insufficient during the high pressure mode is replenished from the catch tank CA. Cooling and lubrication can be performed.

Next, the state of the rear wheel drive device 1 in each vehicle state and the state of the hydraulic circuit 71 at that time will be described.
10 to 15 show speed collinear diagrams 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 first planetary gear type speed reducer 12A connected to the first electric motor 2A, respectively. The planetary carrier 23A connected to the right side, S and C on the right side are the sun gear 21B of the second planetary gear type speed reducer 12B connected to the second electric motor 2B, and the planetary carrier 23B and R connected to the axle 10B are the ring gear 24A, Reference numerals 24B and BRK denote hydraulic brakes 60A and 60B, and OWC denotes the one-way clutch 50. In the following description, the rotation direction of the sun gears 21A and 21B when the vehicle is advanced by the first and second 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.

<When stopped>
While the vehicle 3 is stopped, neither the front wheel drive device 6 nor the rear wheel drive device 1 is driven. Accordingly, as shown in FIG. 10, the first and second electric motors 2A and 2B of the rear wheel drive device 1 are stopped, and the axles 10A and 10B are also stopped. Therefore, torque acts on any of the elements. Not. The one-way clutch 50 is not engaged (OFF) because the first and second electric motors 2A and 2B are not driven.

  In the hydraulic circuit 71 when the vehicle 3 is stopped, as shown in FIG. 4, the electric oil pump 70 is inactive (OFF), and the solenoid 174 of the solenoid valve 83 is not energized, but the hydraulic pressure is not supplied. Therefore, the hydraulic brakes 60A and 60B are released (OFF). Both the oil discharge switching valve OR and the oil storage switching valve OA are shut off (OFF).

<During forward low vehicle speed>
After the ignition is turned on while the vehicle 3 is stopped, 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 acceleration. As shown in FIG. 11, when the first and second electric motors 2A, 2B are power-driven so as to rotate in the forward direction, forward torque is applied to the sun gears 21A, 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.

  In the hydraulic circuit 71 at the forward low vehicle speed, as shown in FIG. 16, the required pressure acquisition means 8a sets the required pressure to a low pressure (pressure Pa), and the supply control device 8d sets the electric oil pump 70 to a low pressure (Lo). It operates in the mode (operating point C in FIG. 9). Further, the control device 8 deenergizes the solenoid 174 of the solenoid valve 83 and inputs the hydraulic pressure of the second line oil passage 75 b to the oil chamber 74 c of the brake oil passage switching valve 74. As a result, the hydraulic pressure in the oil chamber 74c is superior to the urging force of the spring 74b, the valve body 74a is positioned at the valve open position, the brake oil passage 77 and the high position drain 78 are shut off, and the second line oil passage. 75b and the brake oil passage 77 are communicated, and the hydraulic brakes 60A and 60B are weakly engaged. Weak engagement refers to a state in which power can be transmitted but is engaged with a weak engagement force relative to the engagement force of the hydraulic brakes 60A and 60B.

  Thus, when the forward rotational power of the first and second electric motors 2A and 2B is input to the rear wheel Wr, the one-way clutch 50 is engaged, and power can be transmitted only by the one-way clutch 50. However, the hydraulic brakes 60A and 60B provided in parallel with the one-way clutch 50 are also in a weakly engaged state, and the first and second electric motors 2A and 2B and the rear wheel Wr side are connected to each other. Even when the input of forward rotational power from the two-motors 2A, 2B side temporarily decreases and the one-way clutch 50 becomes disengaged, the first and second motors 2A, 2B side and rear It is possible to suppress power transmission from being disabled on the wheel Wr side. Further, it is not necessary to control the number of revolutions for connecting the first and second electric motors 2A, 2B and the rear wheel Wr when shifting to deceleration regeneration, which will be described later.

  In the oil passage switching valve 73, the urging force of the spring 73b is larger than the oil pressure of the line oil passage 75 operating in the low pressure mode of the electric oil pump 70 inputted to the oil chamber 73c at the right end in the figure. Located at the low pressure side position, the line oil passage 75 is blocked from the second oil passage 76b and communicated with the first oil passage 76a. As a result, the oil in the line oil passage 75 is depressurized by the orifice 85 a through the first oil passage 76 a and supplied to the lubrication / cooling passage 100.

  The power running torques of the first and second electric motors 2A and 2B at the forward low vehicle speed are relatively small. Therefore, typically, the required flow rate acquisition unit 8b sets the flow rate requirement of the lubrication / cooling unit 91 to a small flow rate (flow rate Qa), and the adjustment flow rate control device 8c supplies the low flow rate oil to the lubrication / cooling unit 91. Therefore, the oil discharge switching valve OR is shut off and the oil storage switching valve OA is communicated. Accordingly, a part of the oil supplied to the lubrication / cooling flow path 100 (ΔQ2 (flow rate Qc−flow rate Qa)) flows to the upstream second lubrication / cooling flow path 100bu, is stored in the catch tank CA, and remains ( The flow rate Qa) is supplied to the lubrication / cooling unit 91 via the first lubrication / cooling flow path 100a.

  At this time, the flow rate of oil reaching the lubrication / cooling unit 91 is such that the flow rate QOA stored in the catch tank CA from the electric oil pump 70 when the oil storage switching valve OA is communicated with the flow rate Qc in the low pressure mode. Since the difference ΔQ2 or less from the flow rate Qa that is the required flow rate at the required point A is set to be equal to or greater than the flow rate Qa that is the required flow rate at the required point A, the lubrication / cooling unit 91 can be reached. .

  When the power running torque of the first and second electric motors 2A and 2B exceeds a predetermined value, the adjusted flow control device 8c releases the oil in order to supply the medium flow oil to the lubrication / cooling unit 91. The switching valve OR is shut off and the oil storage switching valve OA is also shut off, so that all the oil supplied to the lubrication / cooling channel 100 is lubricated (flow rate Qc) via the first lubrication / cooling channel 100a. The cooling unit 91 may be supplied. In addition, in order to supply a large amount of oil to the lubrication / cooling unit 91, the oil discharge switching valve OR is connected and the oil storage switching valve OA is shut off so that the oil stored in the catch tank CA The lubrication / cooling unit 91 may be supplied together with the oil flowing through the first lubrication / cooling channel 100a through the two lubrication / cooling channel 100bd.

  Here, the adjustment flow control device 8c prohibits the communication of both the oil discharge switching valve OR and the oil storage switching valve OA. When both the oil discharge switching valve OR and the oil storage switching valve OA are communicated, the flow rate supplied from the catch tank CA to the lubrication / cooling unit 91 and the flow rate stored in the catch tank CA from the electric oil pump 70 Depending on the difference setting, the amount of storage increases (the reached flow rate decreases) or the amount of storage decreases (the reached flow rate increases), but the increase / decrease is only the difference amount, so control by prohibiting both communication Can be made easier.

<During forward vehicle speed>
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. 12, when the power driving of the first and second 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. As described above, the one-way clutch 50 is disengaged.

  At this time, in the hydraulic circuit 71 at the vehicle speed during forward travel, as shown in FIG. 16, the required pressure acquisition means 8a sets the required pressure to a low pressure (pressure Pa), and the supply control device 8d sets the electric oil pump 70 to the low pressure mode ( In FIG. 9, it operates at an operating point C). Further, the control device 8 deenergizes the solenoid 174 of the solenoid valve 83 and inputs the hydraulic pressure of the second line oil passage 75 b to the oil chamber 74 c of the brake oil passage switching valve 74. As a result, the hydraulic pressure in the oil chamber 74c is superior to the urging force of the spring 74b, the valve body 74a is positioned at the valve open position, the brake oil passage 77 and the high position drain 78 are shut off, and the second line oil passage. 75b and the brake oil passage 77 are communicated, and the hydraulic brakes 60A and 60B are weakly engaged.

  The state of the hydraulic circuit 71 at the time of forward vehicle speed is the same as the state of the hydraulic circuit 71 at the time of forward low vehicle speed, and the oil in the line oil passage 75 is depressurized by the orifice 85a through the first oil passage 76a. And supplied to the lubrication / cooling flow path 100. The required flow rate acquisition unit 8b sets the flow rate request of the lubrication / cooling unit 91 to a small flow rate (flow rate Qa), and the adjustment flow rate control device 8c supplies oil to the lubrication / cooling unit 91 in order to supply a small flow rate of oil. The discharge switching valve OR is shut off and the oil storage switching valve OA is communicated. Accordingly, a part of the oil supplied to the lubrication / cooling flow path 100 (ΔQ2 (flow rate Qc−flow rate Qa)) flows to the upstream second lubrication / cooling flow path 100bu, is stored in the catch tank CA, and remains ( The flow rate Qa) is supplied to the lubrication / cooling unit 91 via the first lubrication / cooling flow path 100a.

  Thus, when the forward rotational power on the rear wheel Wr side is input to the first and second electric motors 2A, 2B, the one-way clutch 50 is disengaged, and power cannot be transmitted only by the one-way clutch 50. However, the hydraulic brakes 60A and 60B provided in parallel with the one-way clutch 50 are weakly engaged, and the power can be transmitted by connecting the first and second electric motors 2A and 2B and the rear wheel Wr. Therefore, it is not necessary to control the rotational speed when shifting to the deceleration regeneration described later.

<During deceleration regeneration>
When the first and second electric motors 2A and 2B are to be regeneratively driven, as shown in FIG. 13, 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.

  In the hydraulic circuit 71 during deceleration regeneration, as shown in FIG. 17, the required pressure acquisition means 8a sets the required pressure to a high pressure (pressure Pb), and the supply control device 8d sets the electric oil pump 70 to the high pressure (Hi) mode. It operates at (operating point D in FIG. 9). Further, the control device 8 deenergizes the solenoid 174 of the solenoid valve 83 and inputs the hydraulic pressure of the second line oil passage 75 b to the oil chamber 74 c at the right end of the brake oil passage switching valve 74. As a result, the hydraulic pressure in the oil chamber 74c is superior to the urging force of the spring 74b, the valve body 74a is positioned at the valve open position, the brake oil passage 77 and the high position drain 78 are shut off, and the second line oil passage. 75b communicates with the brake oil passage 77, and the hydraulic brakes 60A and 60B are engaged (ON).

  Thus, when the forward rotational power on the rear wheel Wr side is input to the first and second electric motors 2A, 2B, the one-way clutch 50 is disengaged, and power cannot be transmitted only by the one-way clutch 50. However, the hydraulic brakes 60A and 60B provided in parallel with the one-way clutch 50 are fastened, and the power can be transmitted by connecting the first and second electric motors 2A and 2B and the rear wheel Wr side. In this state, by controlling the first and second electric motors 2A and 2B to the regenerative drive state, the energy of the vehicle can be regenerated.

  In the oil passage switching valve 73, the hydraulic pressure of the line oil passage 75 inputted to the oil chamber 73c at the right end in the figure during operation in the high pressure mode of the electric oil pump 70 is larger than the urging force of the spring 73b. The line oil passage 75 is cut off from the first oil passage 76a and communicated with the second oil passage 76b. As a result, the oil in the line oil passage 75 is depressurized by the orifice 85b through the second oil passage 76b and supplied to the lubrication / cooling passage 100.

  The regenerative torque of the first and second electric motors 2A and 2B during the deceleration regeneration is relatively large. Therefore, the required flow rate acquisition unit 8b sets the flow rate request of the lubrication / cooling unit 91 to a large flow rate (flow rate Qb), and the adjustment flow rate control device 8c supplies oil to the lubrication / cooling unit 91 in order to supply a large amount of oil. The discharge switching valve OR is communicated and the oil storage switching valve OA is shut off. Accordingly, the oil supplied to the lubrication / cooling flow path 100 is supplied to the lubrication / cooling unit 91 together with the oil stored in the catch tank CA.

  At this time, the flow rate of the oil reaching the lubrication / cooling unit 91 is the flow rate QOR supplied from the catch tank CA to the lubrication / cooling unit 91 when the oil discharge switching valve OR is communicated. Since the difference ΔQ1 between the flow rate Qb and the flow rate Qd in the high pressure mode is set to be equal to or greater than the flow rate Qb, which is the required flow rate at the required point B, the lubrication / cooling unit 91 can be reached. .

<During forward high vehicle speed>
At the forward high vehicle speed, the front wheel drive device 6 drives the front wheels. As shown in FIG. 14, when the first and second electric motors 2A, 2B stop the power running drive, forward torque from the axles 10A, 10B to travel forward acts on the planetary carriers 23A, 23B. As described above, the one-way clutch 50 is disengaged.

  In the hydraulic circuit 71 at this forward high vehicle speed, as shown in FIG. 18, the required pressure acquisition means 8a sets the required pressure to a low pressure (pressure Pa), and the supply control device 8d sets the electric oil pump 70 to the low pressure mode (FIG. 9 is operated at operating point C). Further, the control device 8 is energized to the solenoid 174 of the solenoid valve 83, and the second line oil passage 75b and the pilot oil passage 81 are shut off. Thus, the valve body 74a of the brake oil passage switching valve 74 is positioned at the valve closing position by the urging force of the spring 74b, and the second line oil passage 75b and the brake oil passage 77 are shut off, and the brake oil passage 77 and The high position drain 78 is communicated, and the hydraulic brakes 60A and 60B are released (OFF). The brake oil passage 77 is connected to the storage portion 79 via a high position drain 78.

  Thus, when the forward rotational power on the rear wheel Wr side is input to the first and second electric motors 2A, 2B, the one-way clutch 50 is disengaged, releasing the hydraulic brakes 60A, 60B, The first and second electric motors 2A, 2B and the rear wheel Wr can be kept in a disconnected state so that the power cannot be transmitted, and the first and second electric motors 2A, 2B are prevented from over-rotating. Is done.

  In the oil passage switching valve 73, the urging force of the spring 73b is larger than the oil pressure of the line oil passage 75 operating in the low pressure mode of the electric oil pump 70 inputted to the oil chamber 73c at the right end in the figure. Located at the low pressure side position, the line oil passage 75 is blocked from the second oil passage 76b and communicated with the first oil passage 76a. As a result, the oil in the line oil passage 75 is depressurized by the orifice 85 a through the first oil passage 76 a and supplied to the lubrication / cooling passage 100.

  At the forward high vehicle speed, the first and second electric motors 2A and 2B are stopped. Therefore, the required flow rate acquisition means 8b sets the flow rate request of the lubrication / cooling unit 91 to a small flow rate (flow rate Qa), and the adjustment flow rate control device 8c supplies oil to the lubrication / cooling unit 91 in order to supply a small amount of oil. The discharge switching valve OR is shut off and the oil storage switching valve OA is communicated. Accordingly, a part of the oil supplied to the lubrication / cooling channel 100 (ΔQ2 (flow rate Qc−flow rate Qa)) flows to the upstream second lubrication / cooling channel 100bu and is stored in the catch tank CA, and the remaining (flow rate) Qa) is supplied to the lubrication / cooling section 91 via the first lubrication / cooling flow path 100a.

<Backward>
When the vehicle 3 moves backward, as shown in FIG. 15, when the first and second electric 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.

  In the backward hydraulic circuit 71, as shown in FIG. 17, the required pressure acquisition means 8a sets the required pressure to a high pressure (pressure Pb), and the supply control device 8d sets the electric oil pump 70 to the high pressure (Hi) mode ( In FIG. 9, it operates at an operating point D). Further, the control device 8 deenergizes the solenoid 174 of the solenoid valve 83 and inputs the hydraulic pressure of the second line oil passage 75 b to the oil chamber 74 c at the right end of the brake oil passage switching valve 74. As a result, the hydraulic pressure in the oil chamber 74c is superior to the urging force of the spring 74b, the valve body 74a is positioned at the valve open position, the brake oil passage 77 and the high position drain 78 are shut off, and the second line oil passage. 75b and the brake oil passage 77 are communicated, and the hydraulic brakes 60A and 60B are fastened. 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 reverse rotational power of the first and second electric motors 2A and 2B is input to the rear wheel Wr, the one-way clutch 50 is disengaged, and the one-way clutch 50 alone cannot transmit power. However, the hydraulic brakes 60A and 60B provided in parallel with the one-way clutch 50 are fastened, and the first and second electric motors 2A and 2B and the rear wheel Wr can be connected to transmit power. The vehicle can be moved backward by the rotational power of the first and second electric motors 2A and 2B.

  In the oil passage switching valve 73, the hydraulic pressure of the line oil passage 75 inputted to the oil chamber 73c at the right end in the figure during operation in the high pressure mode of the electric oil pump 70 is larger than the urging force of the spring 73b. The line oil passage 75 is cut off from the first oil passage 76a and communicated with the second oil passage 76b. As a result, the oil in the line oil passage 75 is depressurized by the orifice 85b through the second oil passage 76b and supplied to the lubrication / cooling passage 100.

  The power running torque of the first and second electric motors 2A, 2B during reverse travel is relatively large. Therefore, the required flow rate acquisition means 8b sets the flow rate requirement of the lubrication / cooling unit 91 to a large flow rate (flow rate Qb), and the adjustment flow rate control device 8c releases oil in order to supply a large amount of oil to the lubrication / cooling unit 91. The switching valve OR for communication is communicated and the switching valve OA for oil storage is shut off. Accordingly, the oil supplied to the lubrication / cooling flow path 100 is supplied to the lubrication / cooling unit 91 together with the oil stored in the catch tank CA.

  At this time, the flow rate of the oil reaching the lubrication / cooling unit 91 is the flow rate QOR supplied from the catch tank CA to the lubrication / cooling unit 91 when the oil discharge switching valve OR is communicated. Since the difference ΔQ1 between the flow rate Qb and the flow rate Qd in the high pressure mode is set to be equal to or greater than the flow rate Qb, which is the required flow rate at the required point B, the lubrication / cooling unit 91 can be reached. .

In addition, this invention is not limited to embodiment mentioned above, A deformation | transformation, improvement, etc. are possible suitably.
The present invention is directed to the first fluid flow path communicating with the lubrication / cooling section 91, and the first fluid flow paths communicating with the lubrication / cooling section 91 are arranged in parallel with each other. A cooling channel 100a and a second lubrication / cooling channel 100b are provided, and the second lubrication / cooling channel 100b is provided with a catch tank CA for storing oil, of the second lubrication / cooling channel 100b. Oil discharge for switching the downstream second flow path between the cut-off state and the communication state by switching the cut-off and the communication to the downstream second lubrication / cooling flow path 100bd on the lubrication / cooling section 91 side from the catch tank CA. An arbitrary configuration can be adopted except that the switching valve OR is arranged.

  For example, in the hydraulic circuit 71, by driving one electric oil pump 70, oil is supplied to the first fluid channel communicating with the lubrication / cooling unit 91 and the second fluid channel communicating with the hydraulic brakes 60A and 60B. However, it is also possible to use separate oil pumps as drive sources and separate hydraulic circuits.

The oil pump is not limited to an electric oil pump, and may be a mechanical oil pump.
Further, the valve of the hydraulic circuit 71 can be changed as appropriate, such as a valve that operates by self-pressure, a solenoid valve, or the like.
Further, it is not necessary to provide the hydraulic brakes 60A and 60B on the ring gears 24A and 24B, respectively, and one hydraulic brake and one one-way clutch may be provided on the connected ring gears 24A and 24B, either or both are omitted. May be.
Moreover, although the hydraulic brake is illustrated as the connecting / disconnecting means, the invention is not limited to this, and a mechanical type, an electromagnetic type, or the like can be arbitrarily selected.
Also, in the left wheel drive device and the right wheel drive device, a planetary gear type reduction gear is arranged as a power transmission means between the electric motor and the wheel, but any transmission can be used instead of the planetary gear type reduction device. Can do.

1 Rear wheel drive system (vehicle drive system)
2A 1st electric motor 2B 2nd electric motor 8 Control device 8a Required pressure acquisition means 8b Required flow rate acquisition means 8c Adjusted flow rate control device 8d Supply control device 12A First planetary gear type reduction gear (power transmission mechanism)
12B Second planetary gear type speed reducer (power transmission mechanism)
60A, 60B Hydraulic brake (fluid pressure device)
70 Electric oil pump (liquid fluid supply device)
73 Oil passage switching valve 73b Spring (return means)
73c Oil chamber (liquid chamber)
75 Line oil passage (second fluid passage)
76a First oil passage (first branch supply passage)
76b Second oil passage (second branch supply passage)
77 Brake oil passage (second fluid passage)
91 Lubrication / cooling section (liquid fluid supply section)
93 Storage amount sensor (Storage amount acquisition means)
94 Torque sensor (torque state quantity acquisition means)
95 Rotational speed sensor (Rotational state acquisition means)
96 Temperature sensor (temperature acquisition means)
100 Lubrication / cooling channel (first fluid channel)
100a First lubrication / cooling channel (first channel)
100b Second lubrication / cooling channel (second channel)
100bd Downstream second lubrication / cooling channel (downstream second channel)
100bu upstream second lubrication / cooling channel (upstream second channel)
CA catch tank (reservoir)
LWr Left rear wheel (left wheel)
RWr Right rear wheel (right wheel)
OR Oil discharge switching valve (first valve)
OA oil storage switching valve (second valve)

Claims (27)

An electric motor that generates the driving force of the vehicle;
A power transmission mechanism connected to the electric motor for power transmission;
A liquid fluid supply device that supplies the liquid fluid to a liquid fluid supply portion that is at least one of the electric motor and the power transmission mechanism and is supplied with the liquid fluid;
A vehicular drive device comprising: a first fluid flow path that communicates the liquid fluid supply device and the liquid fluid supply portion;
The first fluid channel has a first channel and a second channel arranged in parallel with each other,
The second flow path is provided with a reservoir for storing the liquid fluid,
The downstream second channel is switched between a blocked state and a communication state by switching between blocking and communicating with the second fluid channel on the liquid fluid supply unit side of the second channel. A first valve to switch to and
The vehicle drive device includes an arrival flow rate control device that controls an arrival flow rate that reaches the liquid fluid supply unit, a required flow rate acquisition unit that acquires a required flow rate that is a flow rate required by the liquid fluid supply unit, With
The ultimate flow control device includes an adjustment flow control device that controls the first valve;
When the ultimate flow control device supplies the first ultimate flow rate to the liquid fluid supply part, the adjustment flow control device shuts off the first valve,
When the ultimate flow control device supplies a second ultimate flow rate that is higher than the first ultimate flow rate to the liquid fluid supply part, the adjusted flow rate control device communicates with the first valve;
When the required flow rate acquisition means acquires the first required flow rate, the adjusted flow rate control device shuts off the first valve,
When the required flow rate acquisition means acquires a second required flow rate that is greater than the first required flow rate, the adjusted flow rate control device communicates with the first valve;
The vehicle drive device further includes torque state quantity acquisition means for acquiring at least one of a torque state quantity generated by the electric motor and a torque state quantity transmitted by the power transmission mechanism,
The required flow rate acquisition means obtains the required flow rate based on the torque state quantity,
The required flow rate acquisition means sets the required flow rate as the first required flow rate when the torque state quantity is less than a predetermined value, and sets the required flow rate as the second required flow rate when the torque state quantity is equal to or greater than the predetermined value. A vehicle drive device characterized by that.   An electric motor that generates the driving force of the vehicle;
  A power transmission mechanism connected to the electric motor for power transmission;
  A liquid fluid supply device that supplies the liquid fluid to a liquid fluid supply portion that is at least one of the electric motor and the power transmission mechanism and is supplied with the liquid fluid;
  A vehicular drive device comprising: a first fluid flow path that communicates the liquid fluid supply device and the liquid fluid supply portion;
  The first fluid channel has a first channel and a second channel arranged in parallel with each other,
  The second flow path is provided with a reservoir for storing the liquid fluid,
  The downstream second channel is switched between a blocked state and a communication state by switching between blocking and communicating with the second fluid channel on the liquid fluid supply unit side of the second channel. A first valve to switch to and
  The vehicle drive device includes an arrival flow rate control device that controls an arrival flow rate that reaches the liquid fluid supply unit, a required flow rate acquisition unit that acquires a required flow rate that is a flow rate required by the liquid fluid supply unit, With
  The ultimate flow control device includes an adjustment flow control device that controls the first valve;
  When the ultimate flow control device supplies the first ultimate flow rate to the liquid fluid supply part, the adjustment flow control device shuts off the first valve,
  When the ultimate flow control device supplies a second ultimate flow rate that is higher than the first ultimate flow rate to the liquid fluid supply part, the adjusted flow rate control device communicates with the first valve;
  When the required flow rate acquisition means acquires the first required flow rate, the adjusted flow rate control device shuts off the first valve,
  When the required flow rate acquisition means acquires a second required flow rate that is greater than the first required flow rate, the adjusted flow rate control device communicates with the first valve;
  The vehicle drive device further includes rotation state acquisition means for acquiring at least one of a rotation state of the electric motor and a rotation state of the power transmission mechanism,
  The required flow rate acquisition means obtains the required flow rate based on the rotation state,
  The vehicle required for obtaining the required flow rate is the first required flow rate when the rotational state is a power running drive, and the second required flow rate when the rotational state is a regenerative drive.   An electric motor that generates the driving force of the vehicle;
  A power transmission mechanism connected to the electric motor for power transmission;
  A liquid fluid supply device that supplies the liquid fluid to a liquid fluid supply portion that is at least one of the electric motor and the power transmission mechanism and is supplied with the liquid fluid;
  A vehicular drive device comprising: a first fluid flow path that communicates the liquid fluid supply device and the liquid fluid supply portion;
  The first fluid channel has a first channel and a second channel arranged in parallel with each other,
  The second flow path is provided with a reservoir for storing the liquid fluid,
  The downstream second channel is switched between a blocked state and a communication state by switching between blocking and communicating with the second fluid channel on the liquid fluid supply unit side of the second channel. A first valve to switch to and
  The vehicle drive device includes an arrival flow rate control device that controls an arrival flow rate that reaches the liquid fluid supply unit, a required flow rate acquisition unit that acquires a required flow rate that is a flow rate required by the liquid fluid supply unit, With
  The ultimate flow control device includes an adjustment flow control device that controls the first valve;
  When the ultimate flow control device supplies the first ultimate flow rate to the liquid fluid supply part, the adjustment flow control device shuts off the first valve,
  When the ultimate flow control device supplies a second ultimate flow rate that is higher than the first ultimate flow rate to the liquid fluid supply part, the adjusted flow rate control device communicates with the first valve;
  When the required flow rate acquisition means acquires the first required flow rate, the adjusted flow rate control device shuts off the first valve,
  When the required flow rate acquisition means acquires a second required flow rate that is greater than the first required flow rate, the adjusted flow rate control device communicates with the first valve;
  The vehicle drive device further includes temperature acquisition means for acquiring at least one of a temperature of the electric motor and a temperature of the power transmission mechanism,
  The required flow rate acquisition means obtains the required flow rate based on the temperature,
  The required flow rate obtaining means sets the first required flow rate when the temperature is lower than a predetermined value, and sets the second required flow rate when the temperature is equal to or higher than a predetermined value.   An electric motor that generates the driving force of the vehicle;
  A power transmission mechanism connected to the electric motor for power transmission;
  A liquid fluid supply device that supplies the liquid fluid to a liquid fluid supply portion that is at least one of the electric motor and the power transmission mechanism and is supplied with the liquid fluid;
  A vehicular drive device comprising: a first fluid flow path that communicates the liquid fluid supply device and the liquid fluid supply portion;
  The first fluid channel has a first channel and a second channel arranged in parallel with each other,
  The second flow path is provided with a reservoir for storing the liquid fluid,
  The downstream second channel is switched between a blocked state and a communication state by switching between blocking and communicating with the second fluid channel on the liquid fluid supply unit side of the second channel. A first valve to switch to and
  The vehicle drive device includes an arrival flow rate control device that controls an arrival flow rate that reaches the liquid fluid supply unit, a required flow rate acquisition unit that acquires a required flow rate that is a flow rate required by the liquid fluid supply unit, With
  The ultimate flow control device includes an adjustment flow control device that controls the first valve;
  When the ultimate flow control device supplies the first ultimate flow rate to the liquid fluid supply part, the adjustment flow control device shuts off the first valve,
  When the ultimate flow control device supplies a second ultimate flow rate that is higher than the first ultimate flow rate to the liquid fluid supply part, the adjusted flow rate control device communicates with the first valve;
  When the required flow rate acquisition means acquires the first required flow rate, the adjusted flow rate control device shuts off the first valve,
  When the required flow rate acquisition means acquires a second required flow rate that is greater than the first required flow rate, the adjusted flow rate control device communicates with the first valve;
  The vehicle drive device further includes a supply control device that controls a supply flow rate that is a flow rate supplied from the liquid fluid supply device to the first flow path and the second flow path,
  When the supply flow rate is the first supply flow rate, the adjustment flow control device shuts off the first valve,
  When the supply flow rate is a second supply flow rate that is less than the first supply flow rate, the adjustment flow rate control device communicates with the first valve,
  The flow rate supplied from the reservoir to the liquid fluid supply unit when the first valve is communicated is set to be equal to or greater than the flow rate difference between the second required flow rate and the second supply flow rate. A vehicular drive device.   An electric motor that generates the driving force of the vehicle;
  A power transmission mechanism connected to the electric motor for power transmission;
  A liquid fluid supply device that supplies the liquid fluid to a liquid fluid supply portion that is at least one of the electric motor and the power transmission mechanism and is supplied with the liquid fluid;
  A vehicular drive device comprising: a first fluid flow path that communicates the liquid fluid supply device and the liquid fluid supply portion;
  The first fluid channel has a first channel and a second channel arranged in parallel with each other,
  The second flow path is provided with a reservoir for storing the liquid fluid,
  The downstream second channel is switched between a blocked state and a communication state by switching between blocking and communicating with the second fluid channel on the liquid fluid supply unit side of the second channel. A first valve to switch to and
  The vehicle drive device has a flow rate control device that controls a flow rate that reaches the liquid fluid supply unit, and a flow rate that is supplied from the liquid fluid supply device to the first flow path and the second flow path. A supply control device for controlling the supply flow rate,
  The ultimate flow control device includes an adjustment flow control device that controls the first valve;
  When the ultimate flow control device supplies the first ultimate flow rate to the liquid fluid supply part, the adjustment flow control device shuts off the first valve,
  When the ultimate flow control device supplies a second ultimate flow rate that is higher than the first ultimate flow rate to the liquid fluid supply part, the adjusted flow rate control device communicates with the first valve;
  When the supply flow rate is the first supply flow rate, the adjustment flow control device shuts off the first valve,
  When the supply flow rate is a second supply flow rate that is less than the first supply flow rate, the adjustment flow rate control device communicates with the first valve.   An electric motor that generates the driving force of the vehicle;
  A power transmission mechanism connected to the electric motor for power transmission;
  A liquid fluid supply device that supplies the liquid fluid to a liquid fluid supply portion that is at least one of the electric motor and the power transmission mechanism and is supplied with the liquid fluid;
  A vehicular drive device comprising: a first fluid flow path that communicates the liquid fluid supply device and the liquid fluid supply portion;
  The first fluid channel has a first channel and a second channel arranged in parallel with each other,
  The second flow path is provided with a reservoir for storing the liquid fluid,
  The downstream second channel is switched between a blocked state and a communication state by switching between blocking and communicating with the second fluid channel on the liquid fluid supply unit side of the second channel. A first valve to switch to and
  By switching between blocking and communicating with the upstream second channel on the liquid fluid supply device side from the reservoir in the second channel, the upstream second channel is switched between a blocked state and a communicating state. A second valve is arranged to switch to
  The vehicle drive device has a flow rate control device that controls a flow rate that reaches the liquid fluid supply unit, and a flow rate that is supplied from the liquid fluid supply device to the first flow path and the second flow path. A supply control device for controlling the supply flow rate,
  The ultimate flow control device includes an adjustment flow control device that controls the first valve;
  When the ultimate flow control device supplies the first ultimate flow rate to the liquid fluid supply part, the adjustment flow control device shuts off the first valve,
  When the ultimate flow control device supplies a second ultimate flow rate that is higher than the first ultimate flow rate to the liquid fluid supply part, the adjusted flow rate control device communicates with the first valve;
  When the supply flow rate is a third supply flow rate, the adjustment flow control device shuts off the second valve,
  When the supply flow rate is a fourth supply flow rate that is greater than the third supply flow rate, the adjustment flow rate control device communicates with the second valve.   An electric motor that generates the driving force of the vehicle;
  A power transmission mechanism connected to the electric motor for power transmission;
  A liquid fluid supply device that supplies the liquid fluid to a liquid fluid supply portion that is at least one of the electric motor and the power transmission mechanism and is supplied with the liquid fluid;
  A vehicular drive device comprising: a first fluid flow path that communicates the liquid fluid supply device and the liquid fluid supply portion;
  The first fluid channel has a first channel and a second channel arranged in parallel with each other,
  The second flow path is provided with a reservoir for storing the liquid fluid,
  The downstream second channel is switched between a blocked state and a communication state by switching between blocking and communicating with the second fluid channel on the liquid fluid supply unit side of the second channel. A first valve to switch to and
  By switching between the shutoff and communication with the upstream second flow path on the liquid fluid supply device side of the storage section in the second flow path, the upstream second flow path is blocked and connected. A second valve is arranged to switch to
  The vehicle drive device includes an arrival flow rate control device that controls an arrival flow rate that reaches the liquid fluid supply unit,
  The ultimate flow control device includes an adjustment flow control device that controls the first valve and the second valve,
  When the ultimate flow rate controller supplies the first ultimate flow rate to the liquid fluid supply part, the adjusted flow rate controller communicates with the second valve,
  The adjusted flow control device shuts off the second valve when the ultimate flow control device supplies a second ultimate flow rate higher than the first ultimate flow rate to the liquid fluid supply part. Drive device.   An electric motor that generates the driving force of the vehicle;
  A power transmission mechanism connected to the electric motor for power transmission;
  A liquid fluid supply device that supplies the liquid fluid to a liquid fluid supply portion that is at least one of the electric motor and the power transmission mechanism and is supplied with the liquid fluid;
  A vehicular drive device comprising: a first fluid flow path that communicates the liquid fluid supply device and the liquid fluid supply portion;
  The first fluid channel has a first channel and a second channel arranged in parallel with each other,
  The second flow path is provided with a reservoir for storing the liquid fluid,
  The downstream second channel is switched between a blocked state and a communication state by switching between blocking and communicating with the second fluid channel on the liquid fluid supply unit side of the second channel. A first valve to switch to and
  By switching between blocking and communicating with the upstream second channel on the liquid fluid supply device side from the reservoir in the second channel, the upstream second channel is switched between a blocked state and a communicating state. A second valve is arranged to switch to
  The vehicle drive device includes an arrival flow rate control device that controls an arrival flow rate that reaches the liquid fluid supply unit,
  The ultimate flow rate control device includes an adjusted flow rate control device that controls the first valve and the second valve;
  When the ultimate flow rate controller supplies the first ultimate flow rate to the liquid fluid supply part, the adjusted flow rate controller shuts off the first valve and communicates the second valve;
  When the ultimate flow control device supplies the liquid fluid supply part with a second ultimate flow rate that is higher than the first ultimate flow rate, the adjustment flow control device communicates with the first valve, and the second valve A vehicle drive device characterized by being cut off. A required flow rate acquisition means for acquiring a required flow rate that is a flow rate required by the liquid fluid supply unit;
When the required flow rate acquisition means acquires the first required flow rate, the adjusted flow rate control device communicates with the second valve,
8. The vehicle drive according to claim 7 , wherein when the required flow rate acquisition unit acquires a second required flow rate that is higher than the first required flow rate, the adjustment flow control device shuts off the second valve. apparatus. A torque state quantity acquisition means for acquiring at least one of a torque state quantity generated by the electric motor and a torque state quantity transmitted by the power transmission mechanism;
The required flow rate acquisition means obtains the required flow rate based on the torque state quantity,
The required flow rate acquisition means sets the required flow rate as the first required flow rate when the torque state quantity is less than a predetermined value, and sets the required flow rate as the second required flow rate when the torque state quantity is equal to or greater than the predetermined value. The vehicle drive device according to claim 9 , wherein: A rotation state acquisition means for acquiring at least one of a rotation state of the electric motor and a rotation state of the power transmission mechanism;
The required flow rate acquisition means obtains the required flow rate based on the rotation state,
The required flow rate acquisition means, when said rotational state of power running drive, and the first request rate, the time rotation state of the regenerative drive of claim 9, characterized in that said second required flow rate Vehicle drive device. Temperature acquisition means for acquiring at least one of the temperature of the electric motor and the temperature of the power transmission mechanism;
The required flow rate acquisition means obtains the required flow rate based on the temperature,
10. The vehicle according to claim 9 , wherein the required flow rate acquisition unit sets the first required flow rate when the temperature is lower than a predetermined value, and sets the second required flow rate when the temperature is equal to or higher than a predetermined value. Drive device. A supply control device that controls a supply flow rate that is a flow rate supplied from the liquid fluid supply device to the first flow path and the second flow path;
When the supply flow rate is the first supply flow rate, the adjustment flow control device communicates with the second valve,
8. The vehicle drive device according to claim 7 , wherein when the supply flow rate is a second supply flow rate that is less than the first supply flow rate, the adjustment flow control device shuts off the second valve. 9. A supply control device that controls a supply flow rate that is a flow rate supplied from the liquid fluid supply device to the first flow path and the second flow path;
When the supply flow rate is the first supply flow rate, the adjustment flow control device communicates with the second valve,
When the supply flow rate is a second supply flow rate that is less than the first supply flow rate, the adjustment flow control device shuts off the second valve,
The flow rate stored in the storage unit from the supply control device when the second valve is communicated is set to be equal to or less than the flow rate difference between the first supply flow rate and the first required flow rate. The vehicle drive device according to claim 9 . The ultimate flow control device includes a storage amount acquisition unit that acquires a storage amount of the storage unit,
The storing amount acquiring means acquires the when the accumulation volume is a predetermined value or more, when said supply flow rate is the first supply flow rate, according to claim 13 or, characterized in that to stop the communication of said second valve 14. The vehicle drive device according to 14 . When the storage amount acquired by the storage amount acquisition means is equal to or greater than a predetermined value and the communication of the second valve is stopped, the flow rate is less than the flow rate that changes by switching the communication and blocking of the second valve, The vehicle drive device according to claim 15 , wherein the supply flow rate is reduced. The connection part between the storage part and the upstream second flow path is arranged at a position higher in the vertical direction than the connection part between the storage part and the downstream second flow path. The vehicle drive device according to any one of 7 , 9 , 13 to 16 . A fluid pressure device driven by fluid pressure;
A second fluid flow path communicating with the liquid fluid supply device and the fluid pressure device and disposed in parallel with the first fluid flow path;
14. The vehicle drive device according to claim 5, wherein the supply control device controls a supply fluid pressure that is a fluid pressure supplied to the fluid pressure device. A required pressure acquisition means for acquiring a required pressure that is a pressure required by the fluid pressure device;
When the required pressure acquisition means acquires the first required pressure, the supply control device controls to satisfy the first required pressure and the first supply flow rate,
The supply control device performs control so that the second required pressure and the second supply flow rate are satisfied when the required pressure acquisition unit acquires a second required pressure higher than the first required pressure. Item 19. The vehicle drive device according to Item 18. The liquid fluid supply device includes an electrically driven liquid fluid supply device that is electrically driven,
In the electrically driven liquid fluid supply device, the supply control device performs control with the first required pressure and the first supply flow rate, and with the second required pressure and the second supply flow rate. The vehicle drive device according to claim 19, wherein the electric power consumed sometimes is equal. The first fluid channel and the second fluid channel are provided with a channel switching valve including a valve body that can be switched between a first operating position and a second operating position,
21. The flow path resistance of the first fluid flow path is different when the valve body is in the first operating position and when the valve body is in the second operating position. Vehicle drive system. The flow path switching valve includes a return means for urging the valve body from the second operation position toward the first operation position, and the valve body from the first operation position to the second operation. A liquid chamber containing a liquid fluid biased in the direction of the position,
In the liquid chamber, the valve body communicates with the liquid fluid supply device at the first and second operating positions,
The flow path resistance of the first fluid flow path is greater when the valve body is in the second operating position than when the valve body is in the first operating position. The vehicle drive device as described. The first fluid channel is a first branch fluid channel disposed in parallel to each other downstream of the channel switching valve and upstream of the first channel and the second channel; A second branch fluid flow path ,
When the valve body is in the first operating position, the flow path switching valve is in communication with the first branch fluid flow path , and when the valve body is in the second operating position, The branch fluid flow path is in communication,
23. The vehicle drive device according to claim 22, wherein the first branch fluid channel and the second branch fluid channel have different channel resistances. A supply control device that controls a supply flow rate that is a flow rate supplied from the liquid fluid supply device to the first flow path and the second flow path;
A fluid pressure device driven by fluid pressure;
A second fluid flow path communicating with the liquid fluid supply device and the fluid pressure device and disposed in parallel with the first fluid flow path;
A required pressure acquisition means for acquiring a required pressure that is a pressure required by the fluid pressure device,
The supply control device controls a supply fluid pressure which is a fluid pressure supplied to the fluid pressure device;
When the supply flow rate is the first supply flow rate, the adjustment flow control device shuts off the first valve and communicates the second valve;
When the supply flow rate is a second supply flow rate smaller than the first supply flow rate, the adjustment flow rate control device communicates the first valve and shuts off the second valve;
When the required pressure acquisition means acquires the first required pressure, the supply control device controls to satisfy the first required pressure and the first supply flow rate,
The supply control device performs control so that the second required pressure and the second supply flow rate are satisfied when the required pressure acquisition unit acquires a second required pressure higher than the first required pressure. Item 9. The vehicle drive device according to Item 8 . The vehicle drive device according to claim 8 , wherein the adjustment flow control device prohibits communication of both the first valve and the second valve. The flow rate supplied from the reservoir to the liquid fluid supply unit when the first valve is communicated is greater than the flow rate stored from the liquid fluid supply device to the reservoir when the second valve is communicated. 26. The vehicle drive device according to any one of claims 8, 24 , and 25 , wherein the number is set to be less. The vehicle drive device according to any one of claims 1 to 26, characterized in that to form a common flow path merge at the downstream side and said first flow path the downstream second passage.

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